ST 135-67-1967 Chevrolet 70-80 Heavy Duty Truck Shop Manual-Web-4957

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CHEVROL
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AVV DUTY TRUCK

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SHOP MANUAL
CHEVROLET,
ST 135-67
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S E R V IC E S E C T IO N IN D E X
0 LUBRICATION
1967 1
CABS AND
BODY MOUNTINGS
2 FRAME
CHEVROLET
3 FRONT SUSPENSION
HEAVY DUTY TRUCK

4 REAR SUSPENSION
(SERIES 70 and 80)
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5 BRAKES
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SHOP M A N U A L 6A GASOLINE ENGINES
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TORO-FLOW
FOREWORD
6B DIESEL ENGINES
SERIES 6V-53
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This manual contains, in separate Service and Overhaul DIESEL ENGINES
sections, procedures for maintenance adjustments, minor
service operations, and replacement of components (Serv
ice) and for disassembly and assembly of major compo
ra 6D ENGINE MOUNTINGS
nents (Overhaul) for Chevrolet Series 70 and 80 Heavy

Duty Trucks. 6K ENGINE COOLING SYSTEM
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CHASSIS SERVICE SECTION
The Service Section of this manual includes procedures
6M ENGINE FUEL SYSTEM
AIR COMPRESSOR
for maintenance and adjustments, minor service opera
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tions, and removal and installation of components. AND GOVERNOR

The Index on this page enables the user to quickly locate
any desired section in the Service Section. At the beginning
6Y ENGINE ELECTRICAL
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of each individual section containing more than one major

subject is a Table of Contents, which gives the page num TRANSMISSIONS
ber on which each major subject begins. An Index is placed
at the beginning of each major subject within the section.
7 AND CLUTCHES
A summary of Special Tools will be found following
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FUEL TANK & EXHAUST

Section 13 while Specifications covering vehicle com
ponents are presented at the end of each section.
This manual should be kept in a handy place for ready
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STEERING SYSTEM
reference. If properly used, it will enable the technician to
better serve the owners of Chevrolet vehicles.
All information, illustrations and specifications con
tained in this literature are based on the latest product
10 WHEELS & TIRES
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information available at the time of publication approval.

The right is reserved to make changes at any time without 11 SHEET METAL
notice.
CHASSIS ELECTRICAL
• • • 12 AND INSTRUMENTS
RADIATOR AND
CHEVROLET MOTOR DIVISION
G en eral M otors C o rpo ra tion
13 SURGE TANK
DETROIT, M IC H IG A N
SPECIAL TOOLS
© 1966 Printed in U.S.A.

General M otors Corporation
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INTRODUCTION
This manual contains on-the-vehicle maintenance, light repair information,

and unit replacement on all truck models listed on title page. Important infor
mation on the arrangement and use of this manual will be found on page v.
Operation of the vehicles from the standpoint of the driver is contained in a
separate Owner’s and D river’ s manual which is furnished with every new
Chevrolet Truck.
Every effort has been made to include timely and adequate information on
the various units and systems used on Chevrolet Trucks. The general mainte
nance and light repair procedures in the various manual sections are the result
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of extensive service experience. This information should serve not only as a
reference for the experienced mechanical force, but also as a comprehensive
text for training purposes.
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In some cases, considerable space is devoted to describing the operation
o f a unit or system. The use of this space is justified by the presumption that in
order for a mechanic to maintain a unit or system in a serviceable condition, he
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must first understand how the unit or system should function.
All information contained in this manual is based on the latest product
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information available at the time of publication approval. Chevrolet Motor
Division reserves the right to make changes in design or add improvements at
any time without incurring any obligation to install same on vehicles previously
purchased.
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TRUCK MODEL DESIGNATION

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CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

MODEL DATA
CLUTCH FRONT AXLE REAR AXLE T R A N S M IS S IO N

EN G IN E
TRU CK
S E R IE S STD. OPT. STD. OPT. STD. OPT. STD. OPT. STD. OPT.
HG-70 DH478 - 12" 13" F070 F090 16121 17121,18121, 540GL 540GD, 541GL,
13"-2 16221, 17221, 541GD, 5652
18221, 19201 5752C
HJ-70 D637 DH637 14" 14"-2 F070 F090 17221 18221, 19201 5752C 387V
F120
HM-70 401M 12" 13" F070 F090 16121 17121, 18121, 435GL 435GD, 540GL
13"-2 16221, 17221, 540GD, 541GL
18221, 19201 541GD, 285V
282V, 5652
5752C
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HV-70 6V-53N - 14" — F070 F090 17221 18221, 19201 5752C -
F120
JG-70 DH478 — 12" 13" F070 F090 30DSC 34DSC, SLHD 541GL 282V, 5652
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13"-2 F120 5831B Aux.
6041 Aux.
JJ-70 D637 DH637 14" 14"-2 F070 F090 30DSC 34DSC, SLHD 5752 385V, RT510
F120 7041 Aux.
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JM 70 401M 12" 13" F070 F090 30DSC 34DSC, SLHD 541GL 282V, 5652
13"-2 F120 5831B Aux.
6041 Aux.
JV-70
TG-70
6V-53N
DH478
—
—
14"
12"
14"-2
13"
F070
F070
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F090
F120
F090
30DS€
16121
34DSC, SLHD
18121, 16221,
385V
540GL
7041 Aux.
540GD, 541GL,
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F-110 17221, 18221, 541GD, 5652
19201 5752C
TJ-70 D637 DH637 14" 14"-2 F070 F090 17221 18221, 19201 5752C -
F110
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TM-70 401M 12’' 13" F070 F090 16121 17121, 18121, 435GL 435GD, 540GL,
13"-2 FI 10 16221, 17221, 540GD, 541GL,
18221, 19201 541GD, 285V
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282V, 5652
5752C
HM-80 401M 478M 13" 13"-2 F070 F090 17121 18121, 17221, 541GL 541GD, 285V
14" F120 18221, 19201 387V, 282V,
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14"-2 5752C,
JM-80 401M 478M 13" 13"-2 F090 F120 34DSC SLHD, SQHD 5652 401V, 7231AAux.,
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14" F160 6041Aux., 7041 Aux.

14"-2
TM-80 401M 478IVI 13" 13"-2 F090 FI 10 17121 18121, 17221, 541GL 541GD, 285V,
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14" 18221, 19201 282V, 387V,

14"-2 5752C
WM-80 401M 478M 13" 13"-2 F090 FI 10 34DSC SLHD, SQHD 5652 7216-3B
14" F150 6041 Aux.
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14'-2
iv

GENERAL INFORMATION
IMPORTANT-READ THIS PAGE

TRUCK MODELS COVERED ing “ Specifications." In some cases reference
must also be made to these “ Specifications" for
This manual contains “ on-the-vehicle" main model application and methods of distinguishing
tenance, light repair overhaul information on the various design and construction differences.
Chevrolet Truck Models listed on page iv. Since Manufacturers model or part numbers are
many truck models with various combinations of used in many instances in the “ Specifications"
equipment are covered in this manual, the reader
tabulations. These numbers are provided prim ar
must necessarily refer to truck model applica ily for unit identification or truck model applica
tions and methods of distinguishing design differ tion reference, and should be referred to when
ences in each manual section. ordering parts. All detail service part numbers
All standard equipment and the most com must be obtained from the applicable Parts Book.
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monly used regular production options a r e
included in this manual. Many special equipment
and accessory items are available on these Chev
rolet Trucks, however, these items are too nu
merous to permit their coverage in this manual.
SPECIAL TOOLS
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Special tools and equipment are mentioned,
MANUAL ARRANGEMENT and in many instances illustrated, throughout the
text. These tools are specially designed to ac
ry
This manual is divided into major sections in complish certain operations efficiently and read
the sequence shown on the margin of the title ily. Such tools are mentioned in the text by tool
page. A black tab bearing the major section num ra vendor's numbers.
ber is placed on the first page of each major
section which indexes with the tab on the title
page. Many of the major sections are divided into
sub-sections, each sub-section containing impor
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tant and specific information on related units or
components. A section index is also included on
the first page of each major section, when the
major section is divided into sub-sections.
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SERVICE BULLETINS
PAGE AND ILLUSTRATION Service bulletins are issued, when required,
supplementing or in some cases superseding in
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NUMBERS formation in this manual. Information in these

The manual pages are numbered consecu bulletins should be noted in the text of the applic
tively throughout the manual. Illustrations are able manual section and the bulletin filed for
ready reference.
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numbered consecutively within each section, or

within each sub-section when the major section is
so divided.
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ALPHABETICAL INDEX
SPECIFICATIONS Important subjects, with manual page number
Service data, fits, and tolerances are listed at references, are alphabetically listed in the index
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end of each section or sub-section under the head in the back of this manual.

VEHICLE MODEL IDENTIFICATION
AND WEIGHT RATING PLATE
The vehicle identification
and weight rating plate is loca
ted on the cab left door pillar of
all models.
Figure 1— Vehicle Identification and G V W Plate
ENGINE SERIAL NUMBERS

The engine serial numbers on all engines are located on the
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flat block surface just forward of the right cylinder head.
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Figure 2— Gasoline and Toro-Flow Diesel (Typical)
ra Figure 3 -6 V -5 3 Diesel
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SERVICE PARTS IDENTIFICATION
The “ Service Parts Identification” label is located on inside of glove com
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partment door of steel tilt and conventional cab models. This label lists all
special equipment installed on the vehicle. This information is imprinted on the
label at the factory and represents only the special equipment on the vehicle
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when it was shipped from the factory. Always refer to this information when
ordering parts.
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SERVICE PARTS IDENTIFICATION

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T H E S P E C IA L E Q U IP M E N T L IS T E D BELO W HAS BEEN IN S T A L L E D ON

T H IS V E H IC L E . FOR PRO PER ID E N T IF IC A T IO N OF REPLACEM ENT
PARTS BE SURE TO S P E C IF Y TH E A P P L IC A B L E O P T IO N NUM BERS.
O P T IO N
D E SC R IPTIO N NO. D E SC R IPTIO N
■ ■ ■ ■ ■
Figure 4 — Service Part Identification PlaH
vi CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

SECTION 0
LUBRICATION
INDEX
Subject Page No. Subject Page No.
Lubrication Charts
Conventional Cab M o d e ls ......................... 2 Rear Axle .................................................. 14
T ilt Cab M od els....................................... 4 Transm ission............................................. 15
Tandem Bevel A x l e s ............................... 6 Universal J o in ts ......................................... 15
Engine and A ccesso ries.......................... 7 Chassis Lubricant - Symbol " C " ................. 16
Capacities High Temperature Grease - Symbol "S2" . . 16
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Crankcase ............................................. 8 Wheel Bearings........................................... 16
Transmission ...................................... 8 Other High Temperature Grease Uses . . . . 16
Rear Axles ........................................... 8 Petroleum Jelly - Symbol "S3" ................. 16
Engine Oil - Symbol "E " .......................... 8 Distributor Breaker Cam .......................... 16
Engine Oil Recommendation ...................... 8 Battery T e rm in a ls ...................................... 16
Viscosities ................................................ 9 Waterproof Grease - Symbol ”S4" ............ 17
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Checking Engine Oil Level ........................ 9 Refrigerant Machine Oil - Symbol "S7" . . . 17
Engine Oil Filter ...................................... 10 Axle Shift Unit - E le c t r ic .......................... 17
A ir Cleaners Hydraulic Brake Fluid - Symbol "S I2" . . . 17
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Carburetor A ir Cleaner ........................ 11 Special Grease - Symbol "S17"................... 17
Tractor Type Air C le a n e r ...................... 12 Type A Fluid - Symbol "S 1 9 "...................... 17
Brake Power and Axle Cyl. Air Cleaner. . ra 12 Power Steering S ys te m ............................... 17
Air Compressor A ir S tra in e r................. 12 High Temperature Grease (Special)
Other Engine Oil U s e s ............................... 13 - Symbol "S27"......................................... 18
Crankcase Ventilation ............................... 13 Clutch Release Bearing............................... 18
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Crankcase B reath er.................................... 13 High Temperature Grease (Special)
Multi-Purpose Gear Lubricant - Symbol ” MP" 14 - Symbol "S28"......................................... 18
Viscosities ................................................ 14 Stopmaster Brake U n i t ............................... 18
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Lubrication charts on following pages will lo ufacturer must be responsible for the quality and
cate each lubrication point on the series shown satisfactory performance of his product. His rep
under each chart. Each point is numbered on the utation is your best indication of quality.
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charts, and each number is keyed to explanatory

text on same or opposite page.
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Each item shown on charts requiring lubrica M EANING OF LUBRICANT SYMBOLS

tion is covered with a lubricant symbol. Explan
ations of symbols start on page following charts. Symbol Explanation Page
Explanations include type of lubricant recommend "E " Engine Oil ..................................... 8
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ed, and detailed instructions regarding its applica "MP" Multi-Purpose Gear Lubricant . . 14
tion. The charts show recommended intervals when "C " Chassis L u b ric a n t......................... 16
various items should be lubricated. The intervals "S-2" High Temperature G r e a s e ............. 16
are recommended for normal use; however, oper "S-3" Petroleum J e l l y ............................ 16
ating conditions may require more frequent inter "S-4" Waterproof Grease ..................... 17
vals. Recommended intervals should be followed "S-7" Refrigeration Machine O i l ............. 17
until operating experience indicates other periods. "S-12" Hydraulic Brake F l u i d ................... 17
No particular brand of lubricant is recom "S-17" Special G r e a s e .............................. 17
mended as many reputable oil dealers can furnish "S-19" Type A F l u i d ........................ . . . 17
the right lubricants when advised of the correct "S-27" High Temperature Grease (Special) 18
specifications or descriptions. The lubricant man "S-28" High Temperature Grease (Special) 18
CHEVROIET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

LUBRICATION 0-2
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LUBRICATION 0-3
LUBRICATION DATA
(CHART O N OPPOSITE PAGE)
Item
No. Item Remarks Symbol Miles t
1 Spring Shackles & Brackets (1) .......... 2 fittings each s h a c k le .............. C 6,000
1 fitting each b ra c k e t................. C 6,000
2 Spring Slip Pads ( 1 ) ............................. Apply each e n d .......................... C 6,000
3 Steering K n u ck les............................... 2 fittings each side ................... C 6,000
4 Steering Tie Rod E n d s ........................ 1 fitting each end ..................... C 6,000
5 Steering Drag Link ............................. 1 fitting each end........................ C 6,000
6 Steering Idler Lever ( 1 ) ..................... C 6,000
7 Power Steering Cylinder Ends (1) . . . . 2 fit t in g s .................................... C 6,000
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8 Trans. Shift Relay Lever ( 1 ) .............. 1 fitting .................................... C 6,000
9 Transmission Shift Rod U-Joints (1) . . 1 fitting each jo in t ..................... C 6,000
10 Auxiliary Trans. Shift Tower (1 ).......... 1 fitting .................................... C 6,000
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11 Prop. Shaft U -Joints............................. 1 fitting each jb in t ..................... C 6,000
12 Prop. Shaft Slip J o in t .......................... 1 fitting each jo in t ...................... C 6,000
C 6,000
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13 Steering Column U -J o in ts................... 1 fitting each jo in t .....................
14 Steering Column Slip Joint ................. 1 fittin g ...................................... C 6,000
15 Clutch Release Cross Shaft ( 1 ) ............ 1 fitting each end ...................... C 6,000
Cup or fitting (sparingly) .......... S27 6,000
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16 Clutch Release Bearing .....................
17 Tru-Stop Brake (1) ............................. 4 or 8 fittin g s ............................. C 6,000
C 6,000
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19
20
21
Speedometer A d a p te r..........................
Brake Camshaft - F. ( 2 ) .....................
Clutch and Brake Master Cylinder . . .
Steering Gear H ou sin g........................
ar 1 fitting ....................................
1 fitting ea. (apply sparingly) . .
Fill - 1/2” below o p e n in g ..........
To level of filler p lu g.................
C
S12
C
6,000
6,000
6,000
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22 Battery Terminals ............................. Keep c o a te d ............................... S3 6,000
23 Electric Shift Unit (2 - S p d .)................. To level of filler plug .............. S7 12,000
24 To level of fille r plug .............. MP 6,000
6,000
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24 Transmission (Clark) (F u lle r )............ To level of filler p lu g ................. MP
Drain and refill ........................ MP 12,000
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24 Transmission (S p ic e r )........................ To level of filler plug .............. MP 6,000

24 Transmission - Auxiliary ( 1 ) .............. To level of fille r p lu g ................. MP 6,000
25 Rear Axle ........................................... To level of filler p lu g................. MP 6,000
Drain and refill ........................ MP 24,000#
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26 Front Wheel Bearings.......................... Hand pack or use lubricator . . . S2 20,000*

27 Rear Wheel B e a rin g s.......................... Hand pack or use lubricator . . . S2 20,000*
28 Brake Cam Roller Pins - F. (2) .......... E 20,000
29 Brake <fc Axle Cylinder Air Cleaner (1). Clean and reinstall ................... 6,000
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30 Air-Hydraulic Cylinder ( 3 ) ................. To level of plug ........................ S6 12,000
# Or every 12,000 miles if truck is operated in

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t When ” C" Chassis Lubricant is specified, lubri

cate every 6,000 miles or 60 days, whichever exceptionally heavy work or at continuous high
occurs first. speeds.
* Or once a year, whichever occurs first. (1) Some Models.
(2) Air Brake only.
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(3) Hydraulic Brakes only.

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Figure 2— Lubrication Chart— Tilt Cab Models

LUBRICATION 0-5
LUBRICATION DATA
(CHART O N OPPOSITE PAGE)
Item
No. Item Remarks Symbol Miles $
1 Spring Shackles and Brackets.............. 2 fittings each s h a c k le ............ 6,000
1 fitting each b ra c k e t.............. . . . C 6,000
2 Spring Slip Pads - Rear ..................... Apply each e n d ........................ . . . C 6,000
3 Steering K n u ckles............................... 6,000
4 Steering Tie Rod E n d s ........................ . . . C 6,000
5 Steering Drag L in k s............................. 1 fitting each end...................... . . . C 6,000
6 Steering Idler Lever ( 1 ) ..................... . . . C 6,000
7 Power Steering Cylinder Ends (1) . . . . . . . C 6,000
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8 Cab Hinges ......................................... 1 fitting each s i d e ................... 6.000
9 1 fitting ................................. . . . C 6,000
10 Brake Camshafts (1) (2) ..................... 1 fitting each .......................... . . . C 6,000
11 Clutch and Brake P e d a ls ...................... 6,000
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12 Tru-Stop Brake ( 1 ) ............................... 4 or 8 fittin g s .......................... . .. C 6,000
13 Clutch Release Cross Shaft ( 1 ) ............ 1 fitting each s i d e ................... . . . C 6,000
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14 Clutch Release Bearing ...................... Cup or fitting (sparingly) . . . . . . . S27 6,000
15 Prop. Shaft U-Joints .......................... 1 fitting each jo in t ................... 6,000
16 Prop. Shaft Slip Joints ........................ 1 fitting each jo in t................... 6,000
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17 Steering Column U -J o in ts ............................... 1 fitting each jo in t ................... . . . C 6,000
18 Steering Column Slip Joint ................. 6,000
19
20
21
Speedometer A d a p te r..........................
Transmission Shift L e v e r s .................
Transmission Shift Linkage (Clark) . .
ar 6,000
6,000
6,000
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22 Auxiliary Trans. Shift Tower (1) . . . . 6,000
23 Auxiliary Trans. Shift Levers (1) . . . . 6,000
24 Transmission Shift Rod U-Joints (1) . . 1 fitting each joint ................. . . . c 6,000
25 Hand Brake Bell Crank ( 1 ) ................... 6,000
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26 Steering Gear H o u sin g........................ To level of filler plug ............ . . . SG 6,000
Clutch and Brake Master Cylinder. . . . Fill - 1/2" below opening . . . . . . . S12 6,000
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*>8 Battery Tfrm inals Keep c oated .......................... . . . S3 6,000
29 Electric Shift Unit (2 - S p d .)................. To level of filler plug ............ . . . S7 12,000
30 Brake Cam Roller Pins ( 2 ) ................... . . . E 20,000
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31 Transmission (N .P .)............................. To level of fille r plug ............ . . . MP 6,000

31 Transmission (Clark) ........................ To level of filler plug ............ . . . MP 6,000
31 Transmission (S p ic e r ) ........................ To level of fille r plug ............ 6,000
31 Transmission - Auxiliary ( 1 ) .............. To level of fille r p lu g .............. . . . MP 6,000
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32 Rear Axle ........................................... To level of filler plug ............ . . . MP 6,000

Drain and r e f i l l ........................ 24,000#
33 Front Wheel Bearings ........................ Hand Pack or use lubricator . . . . . S2 20,000*
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34 Rear Wheel B e a rin g s .......................... Hand pack or use lubricator . . . . . S2 20,000*

35 Brake & Axle Cyl. A ir Cleaner (1 ). . . . Clean and reinstall ................. 6,000
36 Air-Hydraulic Cylinder ( 3 ) ................. To level of plug ...................... 12,000
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t When "C " Chassis Lubricant is specified, lubri # Or every 12,000 miles if truck is operated in
cate every 6,000 miles or 60 days, whichever exceptionally heavy work or at continuous high
occurs first. speeds.
* Or once a year, whichever occurs first. (1) Some Models.
(2) Air Brake only.
(3) Air-Hydraulic Brakes only.

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Item
No. Item Remarks Symbol Miles
1 Prop. Shaft U-Joint ................... C 6,000
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2 Prop. Shaft Slip J o in t ................... C 6,000

3 Rear Spring Pin and Bracket . . . C 6,000t
4 Rear Axles ................................. MP 6,000
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Drain and refill .......................... MP 24,000#

5 Brake Camshafts (1) ................... C 6,000*
6 Brake Shoe Roller Pins (1) ......... E 20,000
7 Wheel Bearings .......................... S2 20,000*
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t Lubricate every 6,000 miles or 60 days,

whichever occurs first.
# Or every 12,000 miles if truck is operated in
exceptionally heavy work or at continuous high
speed.
★ Or once a year, whichever occurs first.
(1) Some Models.
Figure 3 — Lubrication Chart— Tandem Bevel ISLHD, SQHD, 30DSC, and 34DSCI

LUBRICATION 0-7
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O-r —
V-DIESEl ©
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Item
No. Item Remarks Symbol Miles
Engine ................................................ Keep to "F U L L " mark . . , E Daily
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Engine Oil F i l t e r .................................. See instructions ..............

Engine A ir C le a n e r ............................. Clean and refill .............. 12,000 @
Crankcase Breather (1) ...................... See instructions ..............
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A ir Compressor A ir Strainer (1) . . . . Clean and in s ta ll.............. 6,000

Governor Air Filter (2) ...................... Clean and in s ta ll.............. 6,000
Distributor (2) .................................... 1/2 turn of cam lubricator 12 ,000 #
Breaker pivot - 1 drop . . . E 6,000
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Rotor felt - 4 drops . . . , E 6,000
9 Starter ................................................ See instructions ........................... E

10 Power Steering Reservoir ( 1 ) .............. To "OIL LE VEL" mark ............... S19 6,000
11 Tachometer Adapter ( 1 ) ...................... 1 fit t in g ......................................... C 6,000
(1) Some Models.

(2) Gas Engine Only.
# Replace lubricator at 24,000 mile intervals.
@ 2,000 miles on Diesel Engines.
Figure 4 — Engine Lubrication Chart
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHO P MANUAL

LUBRICATION 0-8
CRANKCASE CAPACITIES AUXILIARY Pts.

SP6041 ............................................................ 8
LESS WITH
SP7231 ............................................................ 8
ENGINE FILTER FILTER
SP7041 ............................................................ 11
MODEL QTS. QTS.
401M.478M................. ... 8 10-1/2
D478 (Less Cooler) . . ... 8 10-1/2
DH478 (w/Cooler) . . . ... 9 11-1/2 REAR AXLE CAPACITIES
D637 & DH637 .......... ... 11 13-1/2 BEVEL Pts.
6V-53N ..................... ... 14 16
E16121 ......................................................... 26
Crankcase capacities are for normal refill. E17.121 ......................................................... 30
Add oil as indicated when oil filter is drained and E18121 ................................................... 31-1/2
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element changed. Capacities given may be approx L 1 6 2 ............................................................... 24
imate - keep level as close as possible to "F U L L "
mark without over-filling. Do not operate with TWO-SPEED Pts.
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level below "ADD" mark.
E16221 ......................................................... 22
E17221 ......................................................... 30
TRANSMISSION CAPACITIES E18221 .................................................... 31-1/2
E19201 .................................................... 34-1/2
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MAIN Pts.
CL282 ................................................................... 12
TANDEM-BEVEL
CL285 ............................................................ 12
CL320 ............................................................
CL385 ............................................................
CL387 ............................................................ ar 14
14
16
S L H D ....................................32-1/2F. (1); 32R.
S Q H D .......................................... 34F. (1); 31R.
E34DS
E30DS
....................................... 32F. (2); 30R.
.................................27-1/2F. (2); 26R.
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C L 4 0 1 ............................................................ 20
NP540/541 ...................................................... 10
SP5652/ 5752 ................................................... 13 (1) Add 2 pints at top of inter-axle differential cover.
SP7216............................................................ 29 (2) Add 2 pints at forward hole in top of differential
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R T 5 1 0 ............................................................ 10 carrier.
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ENGINE OIL
(SYMBOL “E” ON CHARTS)
ic
The oil industry markets various types of en DIESEL ENGINE

gine oil under certain service designations, such In addition to using a good quality fuel, it is
as "M L ," "M M ," "MS," "DG," "DM," and "DS." extremely important that only "Heavy Duty" spec
ss
Best quality Heavy Duty engine oils are designated ially compounded lubricating oils complying with
as for service "DG," "DM," or "DS." MIL-L-2104-A, API Designation "DM,"Supplement
#1 (S -l) specifications be employed. (Refer to
Heavy Duty engine oils are designated as
follows: chart for proper viscosity.)
a
MIL-L-2104A Type . . . . API SERVICE "DG" These quality oils provide better lubrication,
cl
MIL-L-2104A Supplement possess more wear and heat resistance, and coun
1 T y p e ........................... API SERVICE "DM" teract sludge formation more effectively than reg
SERIES 3 T y p e ..................... API SERVICE "DS" ular oils. Heavy Duty oils hold foreign matter in
suspension and thus allow contaminants to be drain
ed out of the crankcase when oil is changed.
ENGINE OIL
RECOMMENDATIONS Oils of high additive level, such as the "S-3"
(A P I Designation "DS” ) oil, tend to form excessive
The selection of a reliable supplier, with close ash deposits on the valves and pistons resulting in
attention to his oil and filter element change rec valve burning and ring sticking; such oils are not
ommendations can provide satisfactory lubrication recommended for use in Chevrolet Truck Diesel
and longer life for your engine. engines.

LUBRICATION 0-9
Diesel Engine Oil Change Periods When operating in variable or intermittent low
The intervals at which crankcase oil should be temperature where use of "DG" oil has resulted in
changed depend entirely upon the type and quality some sludge and/or varnish formation, use "Sup
of oil used, the severity of truck operation, and the plement 1" (API Service "DM") (NOTE 3) and drain
mechanical condition of the engine. Normally oil crankcase every 2,000 miles or 60 days, whichever
changing is closely related to filter element and comes first, and change filter every 2,000 miles or
air cleaner element changing. Drain oil after a run every 2 months, whichever occurs first (NOTE 1).
or when oil is hot. Series 3 (API Service "DS") engine oils should
not be used in Chevrolet gasoline engine, except
While it is extremely important that only first
upon recommendation of the oil supplier.
quality "Heavy Duty" lubricating oils be used, it is
imperative that: NOTE 1 - Use of independent laboratory oil
1. Engine oil be drain initially after the first analysis reports or oil supplier recommendation
100 hours of operation. On highway vehicles this (based upon oil sample analysis) should be made to
corresponds to approximately 2,000 miles of determine if more or less frequent oil and filter
m
service. The drain interval may then be gradually change periods are required, or possible.
increased or decreased. Following the recom NOTE 2 - Some oil suppliers may designate
mendations of the oil supplier (based on analysis as "MS-DG."
o
of the drained oil) until the most practical oil and
filter element change period for the particular NOTE 3 - Some suppliers may designate as
"MS-DG-DM."
.c
service has been established. For vehicles oper
ating exclusively in highway service, extended BREAK-IN OILS AND ADDITIVES
intervals may be permissible, while vehicles The use of proprietary blends of supplement
y
operating in "city-service" may require more ary additives or concentrates such as engine oil
frequent oil changes. supplements, break-in oils, tune-up compounds,
which may be detrimental. ar

2. Solvents should not be used as flushing oils.
Dilution of the fresh refill oil supply can occur
friction reducing compounds, etc., is not recom
mended in lubricating oils of the Diesel engines in
Chevrolet Trucks. A lubricating oil additive is
available from Chevrolet dealers specifically for
br
GASOLINE ENGINE gasoline engines.
Heavy Duty engine oil types which are desig
nated for service "DG," "MS-DG" or "DM" and VISCOSITIES
rli
classified as M IL-L-2104-A Type, or "Supplement Atmospheric temperatures and severity of

1," (S -l) and which meet or exceed requirements service determine the viscosity grade of engine oil
of MIL-L-2104-A specifications are recommended to use. Viscosity numbers constitute a classifica
ca
for use in Chevrolet truck engines. tion of lubricants in terms of viscosity or fluidity,
Series 3 (API Service "DS") engine oils should but with no reference to any other characteristics
not be used in Chevrolet gasoline engines. or properties.
As a guide to the selection of the proper grade
Gasoline Engine Oil Change Periods: or viscosity of oil to be used at various atmos
ic
It is recommended that the engine crankcase pheric temperatures, refer to respective gasoline
oil be initially drained and refilled with new oil or Diesel engine "Viscosity Chart" (figs. 5 and 6).
s
after the first 2,000 miles of service. Thereafter, If cold starting is a problem the use of lighter
the intervals at which crankcase oil should be oils will lessen such starting difficulties.
as
changed depend entirely upon the type and quality

of oil used, the severity of truck operation, and the MULTI-VISCOSITY TYPE ENGINE OILS
mechanical condition of the engine. 2,000 mile Multi-Viscosity lubricating oils, as a group,
change intervals are suggested, as these intervals are not normally recommended. However, some
are compatible with the 6,000 mile chassis lubri may be effectively used to facilitate starting when
cl
cation intervals. However, different intervals may prolonged exposure of the engine to temperatures
be necessary, depending upon operating and temp below freezing is unavoidable. Consult your sup
erature conditions as explained following: plier regarding the performance characteristics of
In highway freight haul with very little idling this type of oil and obtain his assurance of adequate
and/or cold operation, while using MIL-L-2104A lubrication before subjecting the engine to heavy-
or API Service "DG" (NOTE 2) oils, drain crank duty service.
case every 2,000 miles or 60 days, whichever CHECKING ENGINE OIL LEVEL
comes first and change filter every 2,000 miles or
every 2 months, whichever occurs first (NOTE 1 Daily, or oftener if necessary, check oil level.
following). Make the check preferably after a day's run and

LUBRICATION 0-10
after engine has been stopped for a few minutes. ELEMENT TYPE
Remove dipstick, wipe clean with cloth, reinsert 1. Remove plug in filter shell to drain oil
and remove again. The upper mark on dipstick is from filter.
"F U L L ," the lower "ADD." Keep level as close as 2. Back out center stud and withdraw shell and
possible to "F U L L " mark without overfilling. Do stud as an assembly.
not operate with level below "ADD" mark. 3. Withdraw element from adapter or base
and discard.
On gasoline and Toro-Flow Diesel engines 4. Clean old oil from .filter adapter and shell.
dipstick is on right side and engine can be filled
5. If filter element spring, retainer or washer
at right fille r on valve rocker cover after remov
require replacing, remove retainer ring from stud
ing fille r cap (fig. 7).
and withdraw parts. After assembling new parts,
On tilt cab models, accessibility is through install ring in groove of center stud.
door behind passenger seat. On other models, dip 6. Replace old filter housing gasket.
stick and oil fille r are accessible when hood is 7. Position new filter element carefully on
om
raised. center stud within the housing and place housing,
element and stud in place on base or adapter.
ENGINE OIL FILTER 8. Tighten center stud, being careful not to
damage gaskets. Install drain plug.
Oil filter element changing periods are closely
related to crankcase oil changing periods, the qual DISPOSABLE TYPE
.c
ity of oil used, or the severity of the trucks service. 1. Turn filter from mounting on engine, then
It is recommended that element be changed initially discard assembly.
at first oil change and thereafter at intervals indi 2. Thoroughly clean mounting at gasket area.
ry
cated under "Engine Oil Recommendations” for 3. Apply lubricant to filter gasket, then thread
respective engine. filter onto stud until, gasket touches mounting,
Location of oil filter is at right rear of crank then tighten filter two-thirds of a turn more.
ra
case on 6V-53 Diesel models and at left rear on Whenever new element is installed, the engine
gasoline and Toro-Flow Diesel models (fig. 8). should be run and the filter inspected for signs of
an oil leak. The engine should then be stopped, and
the oil level brought up to the "F U L L " mark on the
lib
VISCOSITY CHART
H igh Speed O p e ratio n or H ig h Temperatures. oil level dipstick.
120
N o rm a l O p e ra tio n at
VISCOSITY CHART
- 110
ar
N o rm a l Tem peratures
- 100
-9 0
cc
ao
Cold
-7 0 W e ath er
60
si
50
-4 0
as
32
20
10
cl
0
10
20
30
For cold w•attar, soloct viscosity basod on lowost anticipated tomporaturo.

For cold w eather, select viscosity b ased o n low est anticipated temperature.
For hot woathor, soloct viscosity basod on highost tomporaturo oxpoctod during
For hot weather, select viscosity b a se d on h igh e st temperature expected d u rin g thoday.
the d ay. tpm-2233
Figure 5— Gasoline Engine Oil Viscosity Chart Figure 6 — Diesel Engine Oil Viscosity Chart

LUBRICATION 0-11
FILLER C A P
• C Y LIN D ER
H EAD COVER
om
O IL LEVEL G A G E M A R K IN G S
Figure B— Engine Oil Filters

Figure 7 — O il Filler a n d Dipstick (G a so lin e a n d Toro-Flow )
.c
Several types of air cleaners are used. All
AIR CLEANERS are of the "oil bath" type and are serviced in a
A ir cleaners must be serviced at least every similar manner; however, depending upon the ve
y
12,000 miles. Under adverse conditions or exten hicle model, each type cleaner is mounted in a
sive operation on dusty or sandy roads, unit should different manner. Several types are illustrated in
be cleaned every day or at least every 200 miles.
A ir cleaners on vehicles operating in dust storm
areas should be cleaned immediately after such
storms.
ar figures 9 and 10.
CARBURETOR AIR CLEANER

On cleaners mounted on carburetor or on cab
br
W A R N IN G -D IE SE L ENGINE dash, loosen clamp screw, then lift assembly to
remove. Loosen thumb screw on top, then separate
USE EXTREME CAUTION TO BE SURE THAT
cover and element from reservoir.
A L L VOLATILE CLEANING FLUID (GASOLINE,
li
KEROSENE, ETC.) IS REMOVED FROM AIR Drain oil from reservoir. Clean all parts in
ar
CLEANER AT TIME OF CLEANING. UNCON cleaning fluid and dry thoroughly. Do not use com
TROLLED FUEL ENTERING THE COMBUSTION pressed air on element. Fill reservoir to level
CHAMBER IN THIS MANNER CAN CAUSE THE EN mark with same grade oil used in engine. Install
GINE TO "RUN-AW AY" AND POSSIBLY DESTROY element and reservoir in reverse order of their
cc
ITSELF AND CAUSE INJURY TO PERSONNEL. removal and disassembly.

si
II
as
cl
Figure 9 — Engine Carburetor Air Cleaners ITypicall
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP M ANUAL

LUBRICATION 0-12
5. Reinstall element in cleaner body being

sure element is pushed up as far as possible.
6. Fill reservoir up to "OIL LE V E L" mark,
using same grade oil as used in engine. Fill inside
of baffle to same level. Reinstall cover (if used)
over baffle at center of reservoir.
7. Reinstall reservoir to cleaner body and
secure with two latches or wing nuts.
BRAKE POWER AND AXLE

CYLINDER AIR CLEANER
The brake power and 2-speed axle shift air
cleaner used on models with vacuum-hydraulic
brakes or 2-speed axle is dry type.
om
1. Remove element assembly from tube.
2. Wash element thoroughly in cleaning sol
vent to remove all accumulated dirt, then dry thor
oughly.
3. Reinstall dry, do not oil element.
.c
AIR COMPRESSOR AIR STRAINER (Fig. 11)
The air compressor air strainer should be
inspected and replaced or cleaned at recommended
ry
intervals.
Figure 10— Engine Air Cleaners— Toro-Flow On cleanable type, remove snap ring retaining
cover to shell, then remove cover. Remove hair
ra
TRACTOR TYPE AIR CLEANER element, discs, and center tube from shell. Wash
1. Loosen two clamps or thumb screws at all parts in cleaning solvent until clean, then dry.
taching reservoir to cleaner body, then pull reser Dip element in light engine oil and permit surplus
voir downward. oil to drain. Install center tube, element, and discs.
lib
2. Drain oil from reservoir, and clean in Install cover and secure with snap ring.
cleaning fluid to remove all accumulated deposits.
3. Pull element downward and out of cleaner
body. On some cleaners element is held in body
ar
with two wing nuts.

4. Slush element up and down in bath of clean
ing fluid until all oil and dirt deposits are removed.
cc
Permit element to dry thoroughly before installing,

but do not use compressed air.
si
as
cl
Figure 11— Air Compressor Air Strainers (Typical) Figure 12— Crankcase Breather— Gasoline Engine

LUBRICATION 0-13
Paper element type air compressor cleaner is

used on some models and should be replaced when
element shows visible evidence of damage orad irt
clogged condition or is oil saturated.
Cellulose type element is cleanable in cleaning
solution and compressed air to remove accumu
lated dirt.
OTHER ENGINE OIL USES

DISTRIBUTOR
Breaker Pivot. Remove distributor cap and
apply one drop of S.A.E. 10 engine oil to breaker
om
arm pivot. Do not apply excessive lubricant.
Shaft. Distributor shaft is lubricated through
hinge cap oiler. Apply S.A.E. 20 engine oil until
cup is filled.
Rotor Felt. A felt is used under rotor of some
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distributors. Apply 3 or 4 drops of S.A.E. 20 en
gine oil.
STARTER
ry
Some starters are equipped with oiler or plug Figure 73— Air Cleaner and Crankcase
at drive end, plug at commutator end, and plug at Ventilation Tubes— Toro-Flow
middle bearing. At time of installation, apply ra
S.A.E. 20 at plugs or oilers. crankcase and should be inspected at each oil
change, and serviced if necessary (fig. 12).
LINKAGE
Engine oil is used also to lubricate clevis pins, This breather is a dry type, therefore, oil
lib
must not be used on this element or in the body.
linkage, clevises, etc. Application should be made
Remove and inspect element at least every oil
by brush or spray.
change. If element corrugations are clogged with
dirt, or if it is oil soaked, install new element.
CRANKCASE VENTILATION
ar
The frequency of element inspection and chang

ing depends upon severity and type of truck serv
The positive crankcase ventilation system ice. If the truck operates under severe dusty or
makes an important contribution to the reduction sandy conditions, replacement of element should be
cc
of air pollution by recycling fuel fumes, which more frequent than with normal highway service.
enter the crankcase, back to the combustion cham
ber to be burned, and achieves nearly one-hundred
percent elimination of crankcase emissions - one-
si
third of the total hydrocarbon emissions from a

vehicle.
as
GASOLINE ENGINES
The crankcase ventilation system consists of
a ventilation valve in each cylinder head or two in
intake manifold and a crankcase breather at left
cl
rear of crankcase.
TORO-FLOW ENGINES
The crankcase ventilation system consists of
a breather cap at front of engine and tubes be
tween valve rocker covers and air cleaner (fig. 13).
CRANKCASE BREATHER
GASOLINE ENGINES
The crankcase breather is a replaceable paper
element type, mounted in container at left rear of Figure 14— Crankcase Breather— Toro-Flow

LUBRICATION 0-14
Always wipe the body out thoroughly when replac VENTILATION VALVE - GAS ENGINES
ing the element. Install element with open end A ventilation valve is threaded into each cyl
down. Make certain the cover is tight, and that the inder head of 6-cylinder engines, or two valves
holes in the bottom are open. into intake manifold of 8-cylinder engines. When
valves open, crankcase fumes are drawn into com
TORO-FLOW ENGINES
bustion chamber to be burned, thereby eliminating
At time of engine oil change, crankcase
discharge from crankcase into air and reducing
breather (fig. 14) should be removed and immersed
pollution. Every 12,000 miles, or 12 months, which
in cleaning solvent to remove all accumulations of
ever occurs first, the valve should be replaced.
dirt, oil, or foreign matter. Install breather dry,
do not apply oil to element.
MULTI-PURPOSE GEAR LUBRICANT
m
(SYMBOL “MP” O N CHARTS)
co
Multi-Purpose Gear Lubricant, indicated by OTHER UNITS
the symbol "M P" on charts, must satisfactorily S.A.E. 90 may be used the year around. If
lubricate heavy duty truck hypoid or bevel axles, truck is operated in temperatures consistently be
and transmissions, under maximum torque and low 0°F., use S.A.E. 80. If the truck is operated in
speed conditions. It must provide necessary and consistently high temperatures (over 100°F.),
.
suitable load-carrying characteristics to prevent S.A.E. 140 may be used.
ry
scoring and wear, good stability in storage and
service, and give good resistance to corrosion.
Suppliers should assure these characteristics, and ra REAR AXLE
be responsible for the quality and satisfactory per
CHECKING LEVEL
formance of their products.
Remove fille r plug and if necessary, add suf
ficient lubricant to bring level up to fille r plug
VISCOSITIES
b
level. Install and tighten plug. On the forward rear
ROCKWELL AXLES axle with torque divider, be sure that vehicle has
rli
stood for at least 5 minutes before checking level;

In Rockwell axles, S.A.E. 140 should be used
than check level AT AXLE ONLY.
the year around except in cases of extremely low
temperatures. If trucks are parked in temperatures
ca
below +20 F., or operated in temperatures con DRAINING AND FILLING

sistently below0°F., itis advisable to useS.A.E. 90. Check lubricant level every 6,000 miles.
Drain lubricant every 24,000 miles. If the truck is
operated in exceptionally heavy work or at con
ic
tinuous high speed, the lubricant should be changed

every 12,000 miles.
At specified intervals remove plug at bottom
ss
of axle housing, also at bottom of torque divider

or inter-axle differential housing on tandem bevel
axles. Drain when unit is hot, preferably immed
iately after operation. Reinstall drain plugs.
a
Fill axle to level of fille r plug opening. On

tandem axles with torque divider, add specified
cl
quantity through fille r plug on side of case or add

two pints of lubricant at top of inter-axle differen
tial housing.
SPECIAL AXLE LUBRICATION

Special lubrication is required on all 2-speed
Filler Plug and double reduction axles as follows: (1) when
axle has not been operated for a long period (2) has
Drain Plug been out of normal position or (3) after overhaul.
Add 1 pint of lubricant through plug opening in
top of pinion cage or differential carrier. Recheck
figure 15— Drain and Level Plugs— Typical Transmission lubricant level at fille r plug.

LUBRICATION 0-15
TRANSMISSION 12,000 mile interval of highway driving and 6,000

miles of driving over unimproved roads, (or 6
Synchromesh (Incl. Auxiliary) mos. whichever occurs first) the transmission
should be drained and refilled and the filter
CHECKING LEVEL (Fig. 15) should be replaced. Approximately 9 qts. of fluid
Every 6,000 miles or oftener under severe are required to refill the transmission after the
operating conditions remove fille r plug at side of pan has been drained. Drain immediately after
case and, if necessary, add sufficient recom operation - while fluid is still warm. Do not flush
mended lubricant to bring lubricant level up to transmission after draining.
level of opening. Install and tighten fille r plug.
8-Speed Transmission
Allison Automatic Transmission For temperatures above 10°F., eight-speed
m
Every 6,000 miles the fluid level should be transmission should use SAE 90 straight mineral
checked and fluid added as described below when o il only, no multi-purpose oils, no engine oils, no
necessary. Use “ Automatic Transmission Fluid - EP oils. For temperatures between 10°F., and
-10°F., use SAE 80, and for northern areas where
co
Type A ” bearing an AQ -ATF number, or “ Hy
draulic Transmission Fluid Type C” . A good the temperature may be considered below -10°F.,
grade of 10W engine oil may be used temporarily use SAE 20 non-detergent oil.
in emergencies, but must be replaced with Auto
matic Transmission Fluid as soon as possible.
y.
UNIVERSAL JOINTS
Checking Fluid
1. Start engine, set parking brake and move
control lever into (3"-H I” ) position. Run engine
at 1000 rpm until engine and transmission have
ar At specified intervals, use pressure gun to
apply lubricant through fitting in universal joint
trunnion (fig. 16). To insure proper lubrication of
all four trunnion bearings, it is important that lub
br
reached normal operating temperature. ricant be added until it appears at all four journal
2. Remove any dirt or gravel from area bearing seals (fig. 16). It should not be assumed
around indicator in right side of engine compart that bearings are lubricated unless lubricant is
observed coming from around all four bearing
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ment. With engine running at 1000 rpm remove

indicator from case, wipe clean, reinsert and seals. However, if lubricant does not appear at all
carefully withdraw again. seals, move the universal joint trunnion in all
four directions while applying lubricant under
a
CAUTION: Exercise extreme care to prevent pressure.

dirt from entering fille r tube when checking fluid
cc
level.
Add fluid only when level reaches L mark (1 qt.
low) on the indicator.
si
3. With engine operating at 1000 rpm add

sufficient "Automatic Transmission Fluid - Type
A ” or “ Type C” - to bring level to full mark on
as
indicator.
CAUTION: Fluid level should n e v e r go
higher than “ F ” mark on indicator when fluid is
at operating temperature. An excessively full
cl
transmission will result in aeration of the fluid.

The expanding fluid may then be forced out of the
fille r tube. Sufficient fluid may be lost to seri
ously damage the transmission.
4. Reinstall indicator and turn the cap 1/4
turn to lock.
Draining and Refilling T -2 4 5 1
Drain the transmission and replace the filter

after the first 6,000 miles of operation. At the Figure 16— Universal and Slip Joint Lubrication

LUBRICATION 0-16
CHASSIS LUBRICANT
(SYMBOL “C” O N CHARTS)
The lubricant indicated by the symbol "C " on Fittings that have become broken or damaged
charts should be a high grade pressure gun lubri should be replaced with new part, and can be re
cant. moved with a wrench or suitable extracting tool.
Good quality lithium soap multi-purpose grease
is recommended, especially for extreme operating COLD WEATHER PREPARATION
conditions - water, heat, etc. When hard steering is encountered as a result
of cold weather, the steering system should be lu
APPLYING CHASSIS LUBRICANT bricated as follows:
All lubrication fittings must be clean before Use steering gear lubricant (Symbol "SG") or
applying lubricant. Also, always be sure equipment Multi-Purpose grease (N.L.G.I. #0) to lubricate all
m
used in applying lubricant is clean. Every pre steering linkage such as steering knuckles, tie rod
caution should be taken to prevent entry of dirt, ends, and (if used) power steering booster cylinder
grit, lint or other foreign matter into lubricant ends. In warmer weather, relubricate linkage with
containers. chassis grease previously recommended.
co
HIGH TEMPERATURE GREASE
(SYMBOL “S2” O N CHARTS)
y.
The type of lubricant indicated by the symbol When packing by hand, be sure that lubricant
"S2" on charts should be a short fiber, non-fluid, is kneaded between rollers and races. A mechan
sodium soap grease having a high melting point ical lubricator can be used; however, bearings
(350 F., min.). Good quality lithium soap grease is
also highly recommended, especially where cor
rosion is evident due to moisture. Use No. 2 grade
ar
must be thoroughly lubricated.
DO NOT FILL HUB. Coat inside hub and axle
spindle with thin coat (1/8” thick) of grease to re
br
in each case. tard rusting. Allow some excess grease at inner
side of bearings and around adjusting nut. DO NOT
PACK HUB WITH GREASE. The lubricant applied
WHEEL BEARINGS
rli
to bearings is sufficient to provide lubrication un

til next service period. Readjust bearings as des
CLEANING cribed in "FRONT HUBS AND BEARINGS" (SEC.
3D) or "REAR HUBS AND BEARINGS" (SEC. 4C)
a
With a stiff bristle brush and cleaning solvent,

thoroughly clean bearings and hubs, making sure of this manual.
that all old lubricant and dirt is removed. Check
cc
bearings and cups and replace damaged parts. OTHER HIGH TEMPERATURE
GREASE USES
PACKING The following points require use of high tem
si
Some wheel bearings are lubricated from axle perature grease at assembly. Methods of applying
differential after the initial lubrication. However, grease to these points are covered in applicable
whenever wheel hub is removed, bearings should manuals.
as
be cleaned, inspected, and re-lubricated. Some Clutch Pilot Bearing

rear wheel bearings require cleaning, inspection, Clutch Release Bearing Collar
and lubrication at regular intervals as specified on Clutch Shift Fork Ball Stud
lubrication charts. Steering Column Upper Bearing
cl
PETROLEUM JELLY amount of petroleum jelly on distributor breaker

cam. Do not use an excessive amount.
The type lubricant indicated by the symbol BATTERY TERMINALS
"S3" is petroleum jelly or petrolatum. To prevent corrosion, remove cables, clean
terminals on cable and battery, and reinstall cables
DISTRIBUTOR BREAKER CAM to battery terminals. Tighten cables securely, then
At recommended intervals, apply a small apply petroleum jelly.

LUBRICATION 0-17
WATERPROOF GREASE
This type of lubricant should be waterproof
grease containing 20% to 35% calcium soap. On
models equipped with propeller shaft center bear
ings, both sides of the shield should be packed with
this lubricant at the time of assembly. This lubri
cant excludes water and dirt from bearing. Refer
to PROPELLER SHAFTS (SEC. 4D) for procedure.
REFRIGERANT MACHINE OIL

(SYMBOL “S7” ON CHARTS)
om
Refrigeration machine oil is a highly refined
straight mineral petroleum oil.
SHIFT UNITS (2-SPEED AXLES)
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Remove plug in cover and fill to level of open
ing with oil.
Figure 17— Clutch and Brake Master Cylinders
ry
HYDRAULIC BRAKE FLUID
(SYMBOL “SI 2” O N CHARTS) In addition to above items, which are lubri
ra cated periodically, many other units use this lubri
cant at time of assembly after overhaul, as indi
The fluid indicated by the symbol "S12" must
cated in various sections of this manual.
be genuine heavy duty brake fluid meeting the
heavy duty standards of S.A.E. 70R3.
TYPE A FLUID
lib
CLUTCH AND BRAKE MASTER CYLINDER (SYMBOL “SI 9” ON CHARTS)
Check master cylinder fluid level at intervals
indicated on charts. Remove dirt from around the The fluid indicated by the symbol "S19" must
ar
plug or cover; then remove. be an "Automatic Transmission Fluid - Type A "

Fill with fluid until level is within 1/2" of open supplied from containers bearing the mark "AQ-
ing. Inspect to be sure vent hole is clean, then in A T F ," followed by an identification number and the
stall and tighten fille r plug or cover (fig. 17). suffix letter "A ." DO NOT USE ANY OTHER FLUID.
cc
SPECIAL GREASE POWER STEERING SYSTEM

(SYMBOL “SI 7” ON CHARTS)
i
Power steering system reservoir is located on

ss
power steering hydraulic pump (fig. 18). Reservoir

A semi-fluid grease having extreme pressure
is marked with an "OIL LEVEL” mark. Use only
properties and containing zinc oxide.
"Automatic Transmission Fluid - Type A ." DO
At regular lubrication intervals, or whenever
NOT USE HYDRAULIC BRAKE FLUID, SHOCK
a
accessible during repairs or overhaul, apply lub

ABSORBER FLUID, OR SIMILAR OIL.
ricant sparingly to the following items and areas:
Fluid level should be kept at "OIL LEVEL"
Door Striker Plates
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mark on reservoir. After cleaning reservoir and

Door Checks and Trunnions
cover, loosen cover bolt and remove. Using aclean
Door Hinge Pins
receptacle, pour fluid through a 200-mesh screefi
Door Lock Remote Control Link
- NOT A CLOTH STRAINER. Keep fluid clean and
Cowl Ventilator Linkage
free from water.
Seat Adjuster Slides
For cold weather preparation on steering link
Door Lock Mechanism
age refer to information under "Chassis Lubricant"
Door Dove Tails
(Symbol "C ") in this section.
Window Regulator Channels
Window Regulators BLEEDING SYSTEM
Hood Hinges Whenever a line is disconnected or a pump is
T ilt Cab Guide Pin replaced, the air that has entered the hydraulic
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHO P M ANUAL

LUBRICATION 0-18
CLUTCH RELEASE BEARING

Mileage interval shown on charts may be al
tered to meet type of service or driving conditions.
Stop and go (city) driving requires more frequent
use of clutch release mechanism, and consequently
should be serviced at more frequent intervals than
a vehicle which is operating in highway service.
Use extreme caution not to over-lubricate the
bearing, although the interval of application should
not exceed 6,000 miles. Use caution, when applying
lubricant, not to overlubricate or use excessive
pressure, as excess grease may reach clutch fac
ings and result in serious clutch problems.
Clutch release bearing fitting is accessible by
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removing the flywheel or clutch housing inspection
cover. Some vehicles use a grease cup which is
_________ __ accessible at side of clutch housing.
co
Figure 18— Power Steering Fluid System Reservoir Filler
HIGH TEMPERATURE GREASE (SPECIAL)
system must be bled out, otherwise noisy and un
y.
The lubricant indicated by the symbol "S28"
satisfactory operation will result. must be a water-proof, non-soap, smooth fibre
grease having a #1 N.L.G.I. stable consistency,
r
HIGH TEMPERATURE GREASE (SPECIAL) and must withstand extended high (500°F.) tem
peratures. A grease containing Bentonite or equiv
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(SYMBOL “S27” O N CHARTS) alent should be satisfactory.
The lubricant indicated by the symbol "S27" STOPMASTER BRAKE UNIT
on charts should be a short fiber, non-fluid, sod At time of assembly after overhaul apply
lib
ium soap grease having a high melting point above lubricant to areas indicated in "AIR BRAKES"
(500°F.) and having a #3 N.L.G.I. consistency. (SEC. 5B) of this manual.
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cc
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as
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SECTION 1
CAB AND BODY MOUNTINGS
This group is divided into sections as shown in index below:
Subject Page No.
General Maintenance .......................................................................... 1-1
Conventional Model Cabs ................................................................... 1-15
T ilt Model Cabs ................................................................................. 1-34
Body M ountings................................................................................... 1-51
A ir Conditioning (Conventional Cab M o d e ls )...................................... 1-54
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Information on sheet metal components as used with conventional cab is
described in SHEET METAL (SEC. 11) of this manual.
Description of each type cab is explained in respective cab section.
NOTE: Maintenance information on subjects common to all cabs, such as
painting, checking for water and dust leaks, correcting cab alignment, wind
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shield wipers, and replacement of windshield glass is covered in the "GEN
ERAL MAINTENANCE" section following. For all other information, refer
to respective cab section.
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GENERAL MAINTENANCE ra
NOTE: This section includes general maintenance information on sub
jects which are common to all cabs. Subjects are listed in index below:
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Subject Page No.
General .......................................................................................... 1-1
Dust and Water L e a k s ..................................................................... 1-1
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Cab A lig n m e n t................................................................................. 1-2

Straightening.................................................................................... 1-2
Dinging and Finishing ..................................................................... 1-2
Painting .......................................................................................... 1-2
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Windshield Glass Replacement ...................................................... 1-3

Rear Window Replacement ............................................................ 1-4
Windshield W ip e r s ........................................................................... 1-4
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NOTE: Refer to respective cab section for all other information.
GENERAL to door weatherstrip and adjacent contact areas on

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cab will prevent squeaks and freezing of weather-

Regular periodic inspections and maintenance strip to cab.
procedures are recommended to insure that all NDTP
cab mounting bolts are kept properly tightened.
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Keep door hinge bolts tight - both those at- Refer to LUBRICATION (SEC. 0) for inf or m-
taching hinge-to-body, as well as bolts which at- ation regarding lubrication of cab.
tach hinge-to-door.
Periodically check all cab bolts for tightness. DUST AND WATER LEAKS
Proper protection and maintenance of finish
will add to its luster. Road elements are injurious Test windshield, windows, and cabunderfloor-
to painted surfaces of vehicles. These can be re- ing for leaks by spraying water under pressure
moved by regular washings. As an additional pro- against cab, while assistant inside cab marks
tection, polish vehicle, using a good grade of wax, points of leakage, if any exist.
30 days after delivery. Apply a coat of polish there- NOTE: To determine the exact location of leak
after at least once a year. at flooring or cowl, remove floor mat and dash
An application of DC4X silicone or equivalent panel pad. Water which shows up at a certain place

CAB A N D BO DY M O U N T IN G S 1-2
To straighten frame, it may be necessary to

remove cab. Never attempt to straighten cab unless
cab is firm ly attached to chassis. The inner panel
ing of cab should be straightened first. Use of a
push-pull hydraulic jack, together with extension
and adapters is recommended for this type of repair.
After straightening framing, it is important
that strains set up in framing be relieved or "nor
malized." Normalizing consists of heating areas
of greatest tension with a torch. Holding torch
nozzle about 2" from metal, move torch over an
area of 3" to 4" until the metal barely begins to
turn red. Cooling must be slow to avoid changing
characteristics of the metal. Apply slight heat with
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torch, if necessary, to retard cooling.
DINGING A ND FINISHING
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Paint is quickly scuffed off sharp dents leaving
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metal exposed to rusting and corrosion; therefore,
importance of proper metal finishing to produce a
fairly smooth surface should not be underestimat
y
ed. Application of hammer directly to panel tends
to stretch the metal and cause a great deal of un
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necessary work. Whenever possible, a spoon should
be used under the hammer when bumping a panel.
Repair damaged panels by forcing outward in direc
tion opposite to force which caused damage. In this
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Figure 1— Installing Insert-Retained Glass way metal strains, set up when damage occurred,
are relieved.
inside cab may actually be entering atapoint other
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than where water is found. Back-track path of PAINTING
water to point of entry.
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After location of leak has been determined REPAINTING

around glass, dry surface and apply rubber cement. 1. Thorough cleaning is essential. All corro
Apply cement to outside, both between glass and sion products, grease, and other foreign matter
weatherstrip and between weatherstrip and body. must be removed. Use of phosphoric base metal
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Apply body sealing compound over all the conditioners, such as "Metalprep" (Neilson Chem
other leak points. ical Co.) or "Dioxidine" (American Chemical Paint
If leakage occurs at door opening, check wea Co.) or equivalent is recommended in preparing
therstrip. Replace if necessary. If door does not
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steel for painting. These materials vary in method

firm ly contact weatherstrip, align door as des of application and use, and should be employed only
cribed in applicable cab section. as directed by the manufacturer. Solvent cleaning,
as
pressure steam cleaning, wire brushing, and hand

CAB ALIGNMENT sanding methods are recommended.
2. Completely remove old paint by use of
Since cab is an integrally welded structure, organic or alkaline solvents. However, if alkaline
repair should be attempted only by competent
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removers are used, all traces of alkali must be

craftsman using proper tools and equipment. For washed off before primer is applied. If old primer
best results, only genuine factory parts should be is very difficult to remove, and if there is no evi
used for replacement. As work progresses, cross dence of metal corrosion, old primer may be left
checking with an adjustable tram bar is recom on, but all loose paint must be removed.
mended for obtaining proper alignment. 3. Apply primer, preferably by spraying, and
allow to dry. Use a good oxide primer obtained
STRAIGHTENING from a reputable manufacturer.
4. Apply finish coats:
Before attempting repair of a damaged cab, a. For understructure or other parts not re
the chassis frame must be checked and aligned as quiring color, apply two coats of a good air-drying
described in FRAME (SEC. 2). black or other automotive lacquer.

b. To exposed body parts, apply surfacer and

paint in accordance with standard practice.
PAINTING NEW PARTS

New replacement parts should be thoroughly
cleaned and painted, as outlined previously under
"Repainting," after installation in vehicle. In addi
tion, hidden surfaces of panels should be cleaned
and coated with one heavy coat of sheet-metal
deadener.
IMPORTANT
Figure 2— Checking Glass Clearances (Till Cabl
Calcium chloride and other salts,
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road tar, excretion from insects ("tree GLASS-TO-OPENING CLEARANCE CHECK
sap"), chemicals from factory chim (T IL T CAB)
neys and other foreign matter may Before installing new glass, check glass open
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permanently damage the finish of the ing for proper clearance, using five special spacer
trucks. Frequent, regular washing and blocks (J-9316) as shown in figure 2. With the aid
a thorough cleaning after exposure is of an assistant, place blocks around perimeter of
recommended to prevent damage by new glass, two at bottom and top and one at outer
these substances. side of opening. A 5/16 to 3/8 inch clearance should
.
exist between glass and opening flange. Insert
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blocks into gap, then rotate blocks perpendicular
WINDSHIELD GLASS REPLACEMENT to flange surfaces. If all blocks cannot be installed,
ra rework metal flange or grind off edge of glass at
the side where block or blocks could not be in
CAUTION
stalled.
ALWAYS WEAR HEAVY GLOVES If glass clearance is found too small and is to
TO PREVENT POSSIBLE INJURY
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be ground off, place a strip of tape on a line where
WHEN HANDLING GLASS. glass is to be removed. Grind up to edge of tape.
If glass clearance is found too large, braze a
NOTE: When replacing a cracked windshield,
resulting from causes other than from flying ob continuous piece of 1/8 inch diameter wire to edge
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jects, it is very important that the cause of break of cab windshield glass opening flange. This will
age be determined and the condition corrected. provide a closer glass and seal fit.
' If cracks in glass extend to outer edge of NOTE: Add build-up to flange where neces
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glass, mark cab or cowl with chalk at these points sary. Usually the building up to only one side and
so that weatherstrip flange in cab opening can be one-half way around one corner will provide proper
examined later for possible distortion. glass and seal fit. Taper off ends of build-up to
conform to edge of glass, otherwise glass breakage
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REMOVAL may occur, originating at a point adjacent to the

NOTE: Windshield glass is retained in cab end of flange build-up.
as
opening with insert-type rubber seal as illustrated

in figure 1. A single windshield glass is used in INSTALLATION
the conventional 70 series truck whereas two 1. Reposition rubber seal on cab opening
glass sections are used on all other models. flange. Raise new glass to outside of seal, then
with hook end of installer tool (J-2189) in glass
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1. Pry end of insert out of rubber seal with a groove of seal as shown in figure 1, move tool
pointed tool; pull insert completely out of seal. around glass to force outer lip of seal over edge
2. With aid of an assistant to hold glass out of glass.
side cab, push glass forward from inside cab. 2. Thread end of rubber insert through handle
and loop of installer tool (fig. 1). Push tool loop
INSPECTION and end of insert into groove of seal. Feed in rub
1. Check for the following conditions at the ber insert, while proceeding around window. Use
previously marked point of fracture at cab opening: a hitching movement of tool to avoid elongating
a. Chipped edges on glass. insert. If new insert is being used, cut off insert
b. Irregularities in body opening. allowing sufficient overlap for a tight joint; then
c. Irregularities in rubber channel. butt into groove.

C A B A N D BO DY M O U N T IN G S 1-4
3. Install insert in center vertical seal (2- Push glass from inside cab. Pull seal from opening.
piece windshield) in same manner previously des 2. If necessary, straighten any irregularities
cribed in step 2. of seal flange in cab opening which may have caus
ed breakage of glass.
NOTE: If desired, sealing cement can bfc ap
3. Install new rubber seal over panel flange,
plied between lip of seal and glass and seal lip at
pushing it completely into corners. Avoid stretch
cab opening flange.
ing seal during installation. Cut seal to allow suf
ficient overlap for a tight joint, then butt ends.
REAR W IN D O W GLASS REPLACEMENT
4. Position glass to seal and insert hood end
(ALL CABS) of installer tool (fig. 1) into seal groove. Move tool
around glass to force outer lip of seal over glass.
Rear window glass is retained by means of
5. Thread end of rubber insert through handle
rubber seal and seal insert (fig. 1). No sealing
and loop of installer (fig. 1). Push tool loop and end
compound or cement is used.
of insert into groove at bottom center of window.
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If body prevents access to rear window, glass Feed in the rubber insert while proceeding around
can be installed from inside cab by reversing seal window. Use a hitching movement to avoid elong
so that insert is located inside cab. ation of insert.
1. Pry end of seal insert out of seal with a 6. Cut off end of insert, allowing sufficient
pointed tool; then remove rubber insert completely. overlap for a tight joint; then butt into groove.
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WINDSHIELD WIPERS
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Windshield wiper unit on all models except A single control switch operates both single
rear engine models is of standard two speed elec speed wiper motors on tilt cab models whereas
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tric type with windshield washers or of the optional separate control switches are used with two-speed
single speed type,less windshield washers. wipers. The left wiper motor control switch knob
only, employes a push-type control button for the
The type of windshield wipers used on rear-
operation of windshield washers.
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engine models is determined by the body builder.
All wiper motor units incorporate parking
A single wiper motor (figs. 3 and 4), mounted
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switch contacts which keep the wiper circuit closed,

at engine side of cab cowl, powers both wiper blades
permitting blades to park even after dash switch
on conventional cab models.
is turned off.
Two separate wiper motors are used with tilt
a
Wiper motor electric circuits are shown in

cab models. Each wiper motor is bracket-mounted
figures 8 and 9.
to rear side of cowl under the dash. Figure 5
cc
shows one of the units removed.

WIPER ARM ADJUSTMENT
CONVENTIONAL CAB MODELS
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To adjust sweep of blades to provide maximum

visibility, turn on wipers, then note sweep of arms.
If necessary, remove one or both arms as follows:
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Pull outer end of arm away from glass which will

trip lock spring at base of arm and release spring
from undercut of pivot shaft. While holding arm in
this position, pull outward on cap section at base
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of arm to remove arm. Arm can be reinstalled in

any one of several positions due to serrations on
pivot shaft and in arm cap.
T IL T CAB MODELS (Refer to Fig. 6)

Wiper arm can be repositioned on pivot shaft
to provide proper sweep as follows:
Remove hex crown nut and washer which at
tach wiper arm to knurled driver and pivot shaft.
Figure 3— Wiper Motor Installed IConv. Cab Models) Relocate arm on driver to desired position.

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Figure 4— Wiper Motor and Linkage Layout (Conv. Cab Models)
BLADE ANGLE ADJUSTMENT parking switch within wiper unit, control the start
(TILT CAB MODELS) ing and stopping of wiper. Parking switch contacts,
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located on a terminal board at bottom of drive unit,
To change angle of wiper blade on arm, loosen are actually connected across the dash switch and
cap screw (fig. 7) which attaches blade to arm. act as a set of holding contacts when the dash
y
Rotate blade to new position against adjustment switch is turned off. This keeps the wiper circuit
washer on arm, then tighten cap screw firm ly. closed so wiper can keep operating until the blades
IMPORTANT: DO NOT ATTEMPT TO
M ANUALLY MOVE WIPER ARMS AS
DAMAGE TO LINKAGE OR MOTOR MAY
ar reach their predetermined "PARK" position.
When the wipers are turned on, current flows
from battery through the circuit breaker or fuse
through the motor field and armature to the dash
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OCCUR. switch and on to ground, starting the wiper. Refer
to figure 8.
WIPER UNIT OPERATION When wiper is turned off, circuit is broken at
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the dash switch. However, current from battery
SINGLE SPEED UNIT continues to flow through motor, through the park
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Two switches, a control switch on dash and a ing switch contacts to ground. When wiper blades
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Ground Strap Transmission

Mounting Bracket Shaft Assem bly Shaft Housing
Assem bly
Shaft Housing
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Assem bly
Thrust
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W asher
Mounting
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Crank Arm Bracket
Crank Arm Nut

Retaining Retaining Ring
Ring
Transmission Motor Assem bly
Shaft Assem bly
DRIVE LINKAG E DISASSEMBLED DRIVE UNIT A N D M O T O R ASSEMBLED
T-031
Figure 5— Wiper Motor and Drive Components (Tilt Cab Models)

om
Figure 8— Motor Wiring Diagram (Single Speed)
through the series field coil and divides; part pass

ing through the shunt field coil to ground at the
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dash switch, the remaining part passing through
reach "PARK" position at the inboard end of wiper the armature to ground at the dash switch.
pattern, the parking switch contacts open, stopping
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the motor. High Speed Operation
NOTE: Refer to figures 9 and 10.
TWO-SPEED UNIT ra Moving the dash switch(s) to "High" speed posi
NOTE: Refer to "Windshield Washer” later in tion opens the shunt field circuit to ground at dash
this section for operation of washers. switch and keeps the armature circuit closed to
The principle of wiper operation is very sim ground. The shunt field current must then pass
ilar to that of the optional single speed wiper through a 24 ohm resistor located on the wiper
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explained previously. An explanation of "Low ," terminal board, and then through the same lead
"High," and "Parking" circuits follows: that connects the armature circuit to ground through
the dash switch.
Low Speed Operation
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NOTE: Refer to figures 9 and 10. Parking Circuit

When the dash switch(s) is placed in "Low " The parking circuit is the same as explained
speed position, current from the battery flows previously for optional single speed wiper unit.
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WIPER ARM TRANSMISSION AND

LINKAGE REPLACEMENT
A n g le A djustm ent
(CONV. CAB)
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W asher
NOTE: Refer to figure 4 which illustrates the

as
wiper motor and linkage arrangement.
REMOVAL
NOTE: Both right and left wiper transmission
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units with connecting link rod and motor link rod

W ipe r Blade are replaced as an assembly.
Assem bly
1. Remove both right and left wiper arms
■ap Screw from transmissions. Pull arms outward to disen
gage arm retaining clip.
2. Remove special retaining nut, steel washer,
and seal washer from each transmission at front
TPM-6563
of windshield.
3. Underneath the dash, remove defroster air
Figure 7— Wiper Blade Angle Adjustment outlet tubing if necessary, and any other items to
(Tilt Cab ModelsI allow access to transmission linkage.

SHUNT W INDING # 3 te r m in a l
SERIES W INDING / # 1 TERMINAL

WIPER TERMINAL BOARD / / # 2 TERMINAL
' # 4 TERMINAL #1 TERMINAL
M f-it--}!' !
om
i 'x41=4> II !
I I t HI LO OFF I
t\ l____________ I (s w i t c h C O N T A C T S.__ SO LEN O ID I

\ DASH SWITCH W ASHER UNIT
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M OTO R UNIT BATTERY
PARKING SWITCH
T -24 16
CONTACTS
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Figure 9— Wiper Motor and Washer Wiring Diagram (Two-Speed)
4. At motor crank arm under dash, remove

the two nut assemblies which secure link rod to
ra INSTALLATION
Perform the installation procedures in the
arm. Disengage end of rod from arm. NOTE: A l reverse of the "Removal" procedures. NOTE: Make
lib
ternate methods of obtaining access to these two sure the seal washer located below the transmis
nuts is to move the wiper motor forward from the sion units at front of windshield are new or in
cowl opening or to remove the ash tray panel. good condition before installing; otherwise leakage
5. Using a short cross-recess type screw may occur later at these two points.
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driver, remove two screws and washer assemblies IMPORTANT: Before locating the wiper arms
which attach each transmission unit to underside on transmission shafts, make sure wiper motor
of cowl. Remove the transmissions with linkage was stopped in the "Park" position (fig. 11). Oper
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as an assembly. ate motor, then turn switch off and allow it to stop
ic
Series W in ding Shunt W in ding CRANK ARM

Dash Switch
( Gray ) COVER
\ -
ss
I 24 O H M CRANKARM
Resistor
POSITION
I®
a
Battery Park Switch

Armature
1 ------
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LO W SPEED CIRCUITS HORIZONTAL

Series W in d in g Shunt^Winding Dash Switch POSITION
( Gray )
NOTE: "P A R K " POSITION MARKERS

O N CRANK ARM MUST C O IN CID E
Battery Armature Park Switch WITH MARKER O N COVERS T -2 4 1 7
H IG H SPEED CIRCUITS T -2 5 5 8
Figure 1J — Motor Crank Arm Lever

Figure 10— High-Low Speed Circuits Location in "Park” Position

CA B A N D BO DY M O U N T IN G S 1-8
NOTE; Terminals Are Num bered

NOTE: Terminals are Numbered Below For Purposes of Explanation
for Purposes of Explanation Only.
LO S P E E D - A s Show n
HI SPEED— Disconnect Jumper W ire
From Terminal No. 3
O FF— Leave Jumper Connected to
Terminals 1 and 3 But Disconnect
it From G round
Jumper Wire
For Bench Testing

Connect to
Wiper Housing
m
Ammeter
T -0 3 0
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Figure 14— Troubleshooting Two-Speed
Wiper Motor Circuits
y.
2. If windshield washers are used, disconnect
Figure 12— Troubleshooting Single Speed washer lines at pump.
Wiper Motor Circuits
in "Park" position. If motor is not in "Park" posi

ar 3. Remove three screw assemblies which
attach motor assembly to front of cab cowl.
4. Pull motor forward from opening, then
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tion and arms are installed, the arm travel may through the opening, remove two nuts from arm-
be restricted when motor is started, resulting in a to-link rod ball clamp to separate motor from link
blown fuse. In any case when motor is first started, rod. Remove motor assembly.
be prepared to turn wiper switch off in the event
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wiper arms were installed out of proper sweep INSTALLATION

position. Reposition arms if necessary. NOTE: Before installing motor, scrape any of
the old sealing compound from around cowl open
ca
WIPER MOTOR REPLACEMENT ing, then apply a bead of new compound around the
(CONVENTIONAL CAB MODELS) opening.
REMOVAL (Refer to Fig. 3) Perform the installation procedures in the re

ic
1. Disconnect wiring harness connector at verse of "Removal" procedures.

motor. IMPORTANT: Make sure the motor ground
strap is free of paint before installing motor
s
mounting screws; otherwise motor will not operate.

as
WIPER MOTOR REPLACEMENT

(TUT CAB MODELS)
(Refer to Figures 5 and 6)
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REMOVAL
1. Remove hex crown nut and lock washer
which attaches wiper arm to knurled driver and
pivot shaft (fig. 6). Remove arm from driver, then
Switch Contacts remove driver.
2. Referring to figure 6, remove rubber rain-
Terminal Board shield, hex nut, flat steel washer, and leather
washer from pivot shaft housing.
M ounting Plate T P M -9 0 2 4
3. Inside of cab, disconnect electrical wiring
at connector on motor drive unit. If equipped with
Figure 13— Parking Switch Contacts— washers disconnect hoses.
Single Speed Unit Shown 4. Remove four cap screws which attach motor

CAB A N D BODY M O U N T IN G S 1-9
and drive unit to cab panel. Figure 5 shows wiper

unit removed.
M otor A sse m bly
INSTALLATION
1. Position styrofoam pad on pivot shaft hous
ing, then locate motor and drive unit to cab panel.
Attach unit mounting bracket to panel with four
cap screws and washers.
IMPORTANT: Make sure agoodmetal-to-metal
contact is made between panel and mounting bracket
so as to provide an electrical ground for motor.
2. Connect electrical wiring to terminals on
drive unit. If equipped with washers, connecthoses. Retainer Ring
3. Referring to figure 6, install leather wash
om
er, flat steel washer, hex nut, and rubber shield on
pivot shaft housing. Position arm driver on pivot Parking Switch
shaft. and G ear Rib
4. Before installing wiper arms, operate wiper
motor momentarily, then turn it off which should
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rotate pivot shaft to "Park" position. Figure J5— Motor Drive Unit Disassembled For
5. Install arm on driver of shaft so that it is Access To Parking Switch Contacts
located in the "Park" position. Wet windshield,
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then again operate wiper and check arm sweep. 4. Attach motor to mounting bracket with three
Reposition arm on shaft driver if necessary. Se screws. IMPORTANT: Make sure motor ground
cure arm on shaft with crown nut. ra strap is sandwiched between motor and bracket.
5. At outer end of wiper transmission shaft,
WIPER TRANSMISSION LINKAGE AND
install bronze thrust washer, flat steel washer, and
MOUNTING BRACKET REPLACEMENT the shaft retaining ring.
(TILT CAB MODELS)
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TROUBLESHOOTING
REMOVAL (Fig. 5) (SINGLE-SPEED WIPER)
1. Remove small retaining ring near end of
transmission shaft, then slide the flat washer and NOTE: Refer to figures 8 and 12 when trouble
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thrust washer from end of shaft. shooting single speed wiper.

2. Remove the three small screws which at
tach motor mounting bracket to motor. Move motor TYPICAL TROUBLE CONDITIONS
cc
with attached linkage from mounting bracket suf 1. W ill not shut off.
ficiently to allow access to connecting link retain 2. Wiper inoperative.
ing rings. 3. Intermittent operation.
3. Remove connecting link retaining rings, 4. Blades do not return to "Park" position
si
then remove link. Separate motor from mounting when wiper is turned off.
bracket.
4. The transmission shaft can be removed CHECKING INSTALLED WIPER
as
only after the shaft housing is separated from

mounting bracket. Housing is attached with two Wiper Will Not Shut Off
screws, nuts, and washers. 1. Disconnect wiring from dash switch. If
wiper shuts off, a defective dash switch is indicated.
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INSTALLATION (Fig. 5) 2. If wiper still operates, disconnect wiring

1. If transmission shaft was separated from from motor and connect 12 volt supply direct to
housing, locate small tension washer on shaft be motor terminal No. 2 (fig. 12). DO NOT connect
fore inserting shaft into housing. any jumper wire to terminal No. 1. If wiper then
2. Locate shaft and housing assembly to mount shuts off, check for grounded lead that extends be
ing bracket and attach housing to bracket with two tween wiper terminal No. 1 and dash switch. If
screws, nuts, and washers. wiper still fails to shut off, remove wiper from
3. Locate motor into mounting bracket, then vehicle, remove covering from over drive gears
install connecting link. and check to see if switch contacts are opening.
IMPORTANT: Make sure end of link marked Also check for grounded condition in the internal
"Crank End" is connected to motor crank arm. motor lead that connects to terminal No. 1, figure
Install link retaining rings. 12 .
Wiper Inoperative IMPORTANT: Wiper must operate in "Low "

1. Check wiring harness connections at motor speed during parking cycle.
and at dash switch.
2. Disconnect wiring harness from wiper
2. Check fuse.
motor and try operating wiper independently of
3. See if wiper motor ground strap is secure.
the dash switch as shown in figure 14. If wiper
4. Check for loosely mounted dash switch.
operates correctly independently of the dash switch
5. If wiper still fails to operate, disconnect
(shuts off correctly with crank arm in "Park” posi-
wiring from motor, and check for 12 volts at har
tion) refer to possible causes below:
ness terminal that connects to No. 2 (fig. 12) wiper
a. If wiper operates in both speeds, lead be
terminal. No voltage indicates defective wiring.
tween wiper terminal No. 1 and dash switch is
CAUTION: Do not connect hot line to No. 1 grounded, or the dash switch is defective.
terminal. b. If wiper operates in "Low " speed only, the
lead between wiper terminal No. 3 and dash switch
6. Connect 12 volt supply to No. 2 motor term
om
is grounded, or the dash switch is defective.
inal and connect a jumper from No. 1 terminal to
c. If wiper operates in "High" speed only, the
ground. If wiper operates, the dash switch or w ir
lead between wiper terminal and dash switch is
ing to dash switch is defective.
open, or the dash switch is defective.
7. Remove wiper linkage from motor crank
3. If wiper still fails to operate correctly,
arm (Conventional Models only). Repeat Step 6. If
remove it from cab, then remove covering from
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wiper operates, a defective transmission or a
over drive gears and check parking switch con
binding condition exists.
8. If wiper still fails to operate, remove wiper tacts which may be broken or stuck inclosed posi
tion; check for a grounded lead at No. 1 or 3 term
ry
from vehicle for disassembly.
inals (fig. 14), or for a grounded shunt field.
Intermittent Operation
Wiper Inoperative
1. Check for loose ground strap at motor.
2. Check for loose dash switch mounting.
3. Check for break in wiring.
ra 1. Check wiring harness connections at motor
and at dash switch.
2. Check fuse (if used) or circuit breaker (if
b
Blades Do Not Return to "Park" Position used).
When Wiper is Turned Off
3. See if wiper motor ground strap is secure.
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Remove wiper motor from cab and disassem

ble. Check for dirty or broken "Park" switch with 4. Check for loosely mounted dash switch.
in the unit (fig. 13).
5. If wiper still fails to operate, disconnect
a
TROUBLESHOOTING wiring from motor, and check for 12 volts at motor

No. 2 terminal (fig. 14). No voltage indicates de
(TWO-SPEED WIPER)
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fective wiring.
NOTE: Refer to figures 9 and 14 when trouble 6. With harness disconnected from motor, try
shooting two-speed wiper. operating motor as shown in figure 14. If wiper fails
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to operate, remove wiper transmission linkage and

TYPICAL TROUBLE CONDITIONS recheck wiper operation. If wiper operates, linkage
1. Wiper will not shut off. is at fault. If wiper does not operate, remove unit
as
2. Wiper inoperative. from vehicle for disassembly.

3. Wiper has one speed (High).
4. Wiper has one speed (Low) and shuts off Wiper Has One Speed - Fast
with dash switch in "High" position. Check for a defective dash switch or open lead
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5. Blades do not return to "Park" position between motor No. 3 terminal and dash switch.
when wiper is turned "O ff."
6. Wiper speed normal in "Low " speed posi Wiper Has One Speed (Low) and Shuts Off
tion but too fast in "High" speed position. With Dash Switch in "High" Speed Position
7. Wiper operates intermittently. Reverse harness leads that connect to motor
terminals No. 1 and No. 3.
CHECKING INSTALLED WIPER
Blades Do Not Return to "Park" Position
Wiper W ill Not Shut Off When Wiper is Turned Off
1. Determine if wiper operates in both "High" 1. Check wiper motor groundconnectiontocab.
and "Low " speeds, "Low " speed only, or "High" 2. Remove wiper motor from cab and check
speed only. for dirty, bent or broken "Park” switch contacts.

Wiper Speed Normal in "Low " 8. Referring to figure 11 which shows proper
But Too Fast in "High" relationship of crank arm alignment marks with
Remove wiper motor from cab and check for marks on gear cover, place crank arm on shaft as
an open terminal board resistor. shown. NOTE: This view shows marks on conven
tional cab motor only. Install crank arm nut and
Intermittent Operation tighten it firm ly.
Check for loose wiper ground connection and/ 9. If equipped with washer pump, install drive
or loose dash switch mounting. cam and pump assembly.
WIPER DRIVE UNIT PARTIAL WINDSHIELD WASHER

DISASSEMBLY AND ASSEMBLY The electrically operated, automatically con
trolled windshield washer is part of the two-speed
NOTE: This procedure is necessary to obtain windshield wiper motor assembly.
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access to wiper motor parking switch contacts for
cleaning, checking or replacement. OPERATION
Conventional Cab Models (Single Wiper Motor)
DISASSEMBLY (Refer to Fig. 15) - Pushing in on the wiper switch knob causes the
NOTE: If unit is equipped with washer pump, washer to activate and also causes wipers to ac
remove the pump. Also pry the pump cam from tivate in "Low " speed. If operator wishes high
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shaft. speed wiper action he must manually switch to
1. Clamp crank arm in a vise, then remove "High" speed. At the end of washer cycle, washer
attaching nut. Separate arm from shaft. will automatically shut off; wiper must be shut off
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2. Remove retaining ring and end play washer manually, regardless of high or low speed.
from output shaft.
3. Remove cover from over gears.
ra Tilt Cab Models (Two Wiper Motors) - Pushing
in switch knob of left-hand wiper switch causes
NOTE: D rill out six attaching rivets. Mark
washer to activate (both sides) and also causes
ground strap location for reassembly purposes.
left-hand wiper (only) to activate in "Low " speed.
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4. Remove output gear and shaft assembly If operator wishes high speed and/or right-hand
from mounting plate bushing. wiper action also, he must manually control both.
5. If condition warrants replacement of wiring At the end of washer cycle, washer will automatic
terminal board and parking switch contacts, first ally shut off; wiper(s) must be shut off manually
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mark wires, then unsolder at terminal lugs. D rill regardless of speed (both left- and right-hand).
out three rivets which attach terminal board to
motor mounting plate. Remove terminal board.
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ASSEMBLY (Refer to Fig. 15)

1. Install new terminal and parking switch as
sembly to motor mounting plate with three rivets.
NOTE: Rivets are included in package with new
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terminal board.
2. Referring to marks made on wires prior to
as
disassembly, solder wires to terminal lugs.

3. Install spring washer over idler gear shaft
pin (if removed). Apply small quantity of special
lubricant available from United Motors Stations,
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and identified as AC640 to idler gear shaft pin,

then install idler gear.
4. Install output shaft and gear assembly in
motor mounting plate bushing. Apply AC640 lubri
cant sparingly to gear teeth.
5. Operate motor and stop it in "Park" posi
tion.
6. Install cover over gears and secure cover
with six small screws and nuts. NOTE: Screws
are included in Repair Kit package.
7. Install end play washer and retaining ring
over end of output shaft. Make sure ring is seated
fully in shaft groove. Figure 76— Washer Pump Attaching Screws

WHEfcL
BELLO W S A N D SPRIN G C OIL A N D POLE
H O U S IN G
PAW L
4-LOBE C A M
W ASH ER
PU M P DRIVE
(PRESS FIT)
P A W L SPRIN G
AC TU ATO R LUG
ASSEM BLY
PLUNGER ARM
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Figure 19— Washer Pump Mechanism
motor making sure lever arm pin properly engages

four-lobe cam (see figs. 17 and 18).
2. Secure pump to motor with two mounting
.
screws.
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3. Reconnect electric wiring.
Figure 1/ — Washer Pump Cam Drive Installed 4. Reconnect water hoses.
PUMP REMOVAL
1. Disconnect water hoses to washer pump
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PUMP REPAIR
making certain they are properly marked to assure Disassembly (Refer to Fig. 19)
correct installation. 1. Remove washer pump cover.
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2. Disconnect electric wiring from washer 2. Unsolder coil leads from terminals.
terminals.
NOTE: No coil polarity is necessary when re
3. Remove washer pump attaching screws, then
soldering leads during assembly.
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lift pump off wiper motor (fig. 16).

3. Remove coil retainer clip and slip coil as
PUMP INSTALLATION
sembly out of mounting bracket.
1. Place washer pump in position on wiper
4. Disengage ratchet wheel clutch spring from
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ratchet pawl. Observe carefully how spring is as

W IP E R M O T O R sembled to assure proper reassembly.
5. Squeeze top of ratchet pawl shaft together,
then lift pawl off shaft. Remove pawl spring.
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ACTUATOR
PUMP A SSEM BLY 6. Remove four screws which fasten valve as
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sembly to bellows housing.
as
CAUTION: It may be necessary to carefully

pry bellows lip out of the valve body groove.
7. Manually revolve ratchet wheel clockwise
so that eccentric on wheel is in position to begin
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pumping action thereby releasing pump from "lock

out" position (see fig. 20).
8. Hold bellows plunger arm from moving, then
push in against bottom of bellows with thumb and
twist bellows 90° to remove bellows and bellows
spring from housing.
Assembly (Refer to Fig. 19)

1. Install bellows spring and bellows in housing.
Hold plunger arm from moving and push in with
thumb against bottom of bellows and twist until
Figure 18— Washer Pump and Motor Separated bellows will remain on bellows arm.

ARM TANG
------HP / RATCHET WHEEL
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PLUNGER A R M RAMP
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Figure 2 0 — Releasing Pump From “Lock-Out" Position
2. Manually revolve ratchet wheel until pump
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is in "lock-out" position.
3. Place valve assembly in proper position Figure 22— Bench Checking Pump Operation
relative to bellows housing.
c. Screen at end of jar cover hose is not plugged.
NOTE: If necessary, tap valve body lightly to
seat in lip of body groove.
4. Secure valve with four screws.
5. With ratchet pawl spring in position, lower
ar d. Electrical connections to washer pump and
dash switch.
e. Nozzles are not plugged.
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ratchet pawl on shaft. 2. If all items in Step 1 check out, start
6. Place coil in mounting bracket and install wiper motor only, then push washer button and lis
retainer clip. ten for "click" as washer relay pulls in. If no
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7. Resolder coil leads to terminals. "click" is heard, check for 12 volts at terminal
8. Install pump cover. No. 2 (fig. 21). No voltage indicates defective w ir
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ing. If "click" is heard, proceed to Step 4.

TROUBLESHOOTING WASHER PUMP 3. If correct voltage was found in Step No. 2,
connect a jumper wire from terminal No. 1 to
TYPICAL TROUBLE CONDITIONS ground (fig. 21) and operate wiper. If washer relay
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1. Washer inoperative. "click" is heard and pump functions correctly, a

2. Washer pump will not shut off. defective dash switch or an open circuit between
washer pump and dash switch is indicated - "No
CHECKING WASHER PUMP ON VEHICLE Click" indicates an open relay coil.
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1. Check the following items: 4. If relay "click” is heard in Step 2, listen

a. Reservoir contains water solution. for the soft clicking as the pump ratchet wheel is
as
b. Hoses are not damaged and hose connec rotated.

tions are tight.
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W ASH ER PUMP
T E R M IN A L S
NO. 2 B +
F R O M F UJSE BL<
SE B LO CK
NO. 1
I TO D ASH
TO Hl _
S W IT C H
W IP E R
S W IT C H
NO. 2 » + rr T E R M IN A L S
( T E R M IN A L
P O L A R IZ E D TA B ) T -9 9 0
Figure 21 — Checking W asher Operating Voltage Figure 23— Washer Holding Contact Closed

C A B A N D BO D Y M O U N T IN G S 1-14
- If "soft clicking" is not heard, the pump so indicates open or dirty holding contacts.
mechanism is faulty and should be removed 4. If pump performs correctly in Step 3, con
from the wiper motor and checked. tinue to manually rotate until the ratchet wheel has
- If soft clicking is heard but no pumping acbeen turned through 360° or 21 teeth. After the
tion occurs, replace the valve assembly and ratchet wheel has been rotated 21 teeth, the holding
recheck pump. contacts should be opened by a "hump" on the wheel
and the pump plunger arm should be in the "lock
5. Check for proper gear engagement. Check
out" position (fig. 20).
to see that cam gear teeth are not damaged.
CHECKING WASHER PUMP ON BENCH Check Valve Assembly as Follows:

1. Attach a hose to the large or intake pipe.
You should be able to blow through it but not draw
Check Pump Operation as Follows:
through it.
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1. Remove washer pump cover and connect 12
2. Attach a hose individually to each of the
volt power supply to washer pump as shown in fig
small or exhaust pipes. You should be able to draw
ure 22. Connect jumper wire from terminal No. 1
through them but not blow through them, If any of
to ground. Turn ratchet pawl to the position shown
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three valves allow air to pass in both directions,
in figure 23. Ratchet pawl should be pulled toward
the valve assembly is defective.
relay pole and engage ratchet teeth. Failure to do
as described above indicates an open relay coil.
WASHER PUMP W ILL NOT SHUT OFF
2. If relay and ratchet pawl perform correctly
.
With wiper motor running and washer operat
in Step 1, manually actuate the slide and ratchet
ing continuously, check the following:
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pawl. Turn the ratchet wheel one tooth. Observe if
relay holding contacts close (fig. 23) and the pump 1. Contact point adjustment - points should be
plunger arm is released from its lock-out position. open when ratchet wheel ramp is engaged. Points
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(Figure 20 shows plunger arm in lock-out position.) should be closed when not engaged with ramp.
3. Disconnect jumper wire from terminal No. 2. Continuity of coil and pole assembly.
1. Relay coil should remain energized and hold 3. Ratchet pawl spring broken or disengaged.
ratchet pawl against ratchet wheel. Failure to do 4. Ratchet wheel brake broken or misaligned.
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as
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CONVENTIONAL MODEL CAB
Contents of this section are listed in index below:

Subject Page No.
Cab Description ............................................................................. 15
Cab Mountings ................................................................................. 16
Seats ............................................................................................... 16
Doors ............................................................................................... 17
Cab Replacement .............................................................................. 28
Heating and V e n tila tio n ..................................................................... 29
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NOTE: Maintenance information on painting, windshield glass, and wind
shield wipers which is common to all types of cabs is explained at beginning
of this group in "GENERAL MAINTENANCE" section.
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Information on sheet metal components is covered in SHEET METAL
(SEC. 11) in this manual.
.
CAB DESCRIPTION
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The basic conventional cab is of all steel In most cases, all paneling pieces are lap-
welded construction (fig. 1). Cab side construction ra jointed and welded for maximum in sealing and
consists of a one-piece body door opening frame structural strength.
which assures more positive sealing around the Doors are of double-wall construction. Lower
door when closed.
inner panel of door has a cut-out allowing access
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The one-piece roof panel has longitudinal to door control mechanism for adjustment and
ribbing to stiffen and reinforce the roof. parts replacement. Horizontal slots in door hinge
assembly provides for adjustment of door in cab
The floor panel, also of one-piece construction
opening.
eliminates joints, pockets and seams which norm
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ally act as moisture traps. Door vent window is of friction-type withposi-

tive theft-resistant latch.
The windshield used on all Series 70 is of
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one-piece type whereas two-piece glass with a

center divider is used on Series 80.
Front outside air intake is located at top cen-
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Figure 1— Cab Welded Construction Figure 2— Cab Front Mounting

M O U N T IN G BRACKET
C A B SILL
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UPPER C U S H IO N
BOLT SPA C ER
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LO W E R C U S H IO N
C A B REAR
FLAT W A S H E R M O U N T IN G A S S E M B L Y
y.
SE L F -L O C K IN G M O U N T IN G \ V
NUT _ BOLT
CO M PRESSIO N TYPE M O U N T IN G
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Figure 3 — Cab Rear Mountings
SEMI-SHEAR TYPE M O U N T IN G t-2 9 6 4
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ter of cowl. Opening and closing of intake is con The front mount consists of an upper and
trolled by push-pull lever at top of dash panel. lower cushion assembly as shown in figure 2.
Outside air for the heating system enters Cab rear mounts are of two types (fig. 3), the
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through a separate louvered opening at right side compression type mounting or the semi-shear
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of cowl. type. Semi-shear type mountings are serviced only

as assemblies. Compression-type mounting is
CAB MOUNTINGS readily replaced by removing one mounting bolt.
At regular intervals, all cab mountings should
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Four point type cab mountings are used on be checked for loose attaching parts and for deter
these vehicles. iorated or collapsed rubber cushions.
Any one cab mounting can be readily replaced
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after removing the weight of cab at that particular

mounting.
as
SEAT BACK
ADJUSTING STUD
AND IMPORTANT
Raise cab only to height necessary
to replace mounting components. If
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FORE A N D AFT
ADJUSTING LEVER
cab is raised too high, damage to ve
hicle operating controls, wiring and
lines may occur.
SEATS
CLEANING SEATS AND UPHOLSTERY
Care of the soft trim material is a relatively
simple but important matter. Accumulation of dirt
and grime on the surface eventually turns into a
hard, gritty substance which actually cuts into the
Figure 4-Full-W idth Seat Back Adjustment surface of the material.
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANOAL

Vinyl Coated Cloth oration and apply to both the soiled and the area
To clean the seats, use lukewarm, not hot or surrounding same, using a light, brisk motion.
cold water, and any mild soap, such as castile. 6. Repeat brushing operation.
Work up thin suds on a piece of cheesecloth and 7. If a cleaning ring should form, the entire
rub upholstery briskly. Remove suds with a damp area of the assembly which is being cleaned should
cheesecloth, using no soap, and finish by rubbing be thoroughly brushed and gone over lightly with
with a dry cloth. Do not use furniture polishes, the solvent.
oils, varnishes or ammonia.
SEAT ADJUSTMENT
Woven Nylon Fabric (FULL-WIDTH TYPE)
Soap and water, regardless of the basic type If right-hand and left-hand seat adjusters do
of soap, is not recommended for cleaning nylon not release simultaneously, lengthen or shorten
fabrics of the type used on these vehicles. adjuster lock rod underneath the seat assembly.
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1. Carefully brush all loose particles of dirt
and soil. A stud adjustment nut and wing nut at ends of
2. Immerse small cloth in volatile type clean seat-back frame (fig. 4) provide a means of chang
o
ing solution, wring out thoroughly, open cloth and ing tilt of seat-back. To change tilt of seat-back,
allow medium evaporation. loosen each wing nut and turn adjustment nuts
Do not use too much cleaning fluid; some in above seat-back frame brackets an equal amount
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terior trim assemblies are padded with rubber, to raise or lower seat-back. Tighten wing nuts to
and volatile cleaners are generally solvents for secure desired position.
rubber. The application of too much cleaner may
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destroy these rubber pads or cause the rubber it SEAT TRACK REPLACEMENT
self to penetrate the upholstery fabric and soil it.
3. Place cloth on soiled spot, do not rub, apply
ra NOTE: The seat track assemblies are more
slight tapping pressure, several times. This will readily replaced after seat assembly is removed
pick up particles which are too embedded to be re from cab.
moved in the brushing operation. This operation
1. Remove four screws which attach each
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should be repeated several times - in each instance
using a clean area of cloth. track assembly to seat cushion. Lift seat assembly
4. Immerse a new cloth in cleaner, wring out from cab.
thoroughly, open and allow to evaporate until bare 2. If only one track assembly is to be remov
ed, disconnect lock rod between tracks, then re
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ly damp. Apply increased pressure and rub soiled

area in a backward and forward motion. The clean move four bolts which attach each track to cab
ing cloth should be reversed several times in this floor panel. Remove track assembly.
operation. 3. Reverse the above procedure to install
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5. Immerse third cloth, wring out, allow evap track assembly.

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DOORS
DOOR REPLACEMENT each hinge strap to door. Remove door and hinge
as
shims (if used).

Component sub-assemblies of cab doors, such
as window regulator, door lock, remote control, INSTALLATION (Refer to Fig. 5)
and vent window can be replaced without necessity 1. Position door to hinge straps and install
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of removing door from cab. Doors can be replaced attaching cap screws loosely. Insert shims (if
without prior removal of above components. used) between hinge and door. Note direction ef
Replacement of door glass is explained later slots in upper and lower hinge shims in illustra
in this section. tion.
Instructions for replacing door assembly are 2. Adjust door-to-cab opening as explained
as follows: later under "Door Adjustments.”
3. Connect door check strap to cab pillar
REMOVAL (Refer to Fig. 5) bracket by driving spring pin down from the top.
1. Using small punch, drive spring pin up NOTE: It is not recommended that the access
from door check strap at cab bracket. panel be removed from door inner panel for the
2. With aid of an assistant to support weight purpose of storing heavy tools in door compart
of door, remove three cap screws which attach ment.

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Figure 7— Door Striker Bolt and Washers
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lubricant and door vent window should be open be
fore opening and closing door while making door
adjustment. If door has been replaced, adjustments
y.
should be made in sequence described in the fol
lowing paragraphs:
Before adjusting hinges, always remove the
Figure 5 — Cab Door Hinges and
Check Link Installed
DOOR ADJUSTMENTS
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striker bolt from the cab pillar.
NOTE: Horizontal slotted cap screw holes in
door half of hinge provide the "in " and "out" ad
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justment of door. See figure 5.
Doors can be adjusted for alignment or clear
ance in the cab door opening (fig. 6), and for proper The fore and aft adjustment of door is pro
latching. Door alignment adjustments are made at vided by the removal or installation of shims in
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the striker bolt, and at door hinges. Rubber seal serted between door and hinge strap (fig. 5).
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around door should be lubricated with silicone The door, when properly located in door open
ing, will have equal clearance around its perimeter.
TO POSITION DOOR FORE AND AFT

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At only one hinge at a time, loosen three cap-

screws which attach hinge strap to door. Add shim
to increase clearance at door leading edge or re
move shim (if used) to decrease clearance.
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Repeat adjustment at other hinge if necessary.

NOTE: A condition may exist where the removal
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or installation of shim at only one of the hinges

may be necessary.
Door should have equal clearances at both
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front and rear. After making adjustment, tighten

hinge screws firm ly. Install striker bolt as direc
ted later.
TO POSITION DOOR "IN " OR

"OUT" OF CAB OPENING
Loosen three cap screws which attach each
EQ UAL CLEARAN CES hinge strap to door. Reposition door on hinge straps
so that door outer surface is flush with cowl sur
face.
Perform clearance adjustment at rear of door
as directed later under "Door Striker." See "Door
Figure 6— Door Clearances Rear Edge "In" or "Out" Adjustment."

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Figure 8— Sight Checking Striker Bolt Alignment LO O SEN ED
STRIKER BOLT
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DOOR STRIKER
Figure 9— Relocating Striker Bolt
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The door striker consists of a special bolt
and washer assembly which is threaded into a STRIKER BOLT REPLACEMENT
tapped, floating cage plate located behind the cab ra Removal (Refer to Fig. 7)
lock pillar as shown in figure 7. The door is se
1. Mark position of striker bolt spacer or
cured in closed position when the lock cam in door
washer on door pillar using pencil or crayon.
engages and snaps-over the striker bolt. Striker
2. Insert a 5/16-inch hex wrench into head of
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bolt can be replaced or adjusted as directed under
striker bolt, then turn bolt counterclockwise from
applicable headings.
plate in cab pillar.
NOTE Installation (Refer to Fig. 7)
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1. To install, reverse the "Removal" proced

Periodically check tightness of striker bolt. ure.
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A PPLY P A IN T O R G R E A S E
TO EDG E O F LOCK C A M
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SC RIBE H O R IZ O N T A L
LIN E T H R O U G H
;C E N T E R O F L O C K " V ' STRIKER BO LT M A R K
IN P A IN T O R G R E A S E
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FLAT BLA D ED
BUMPER
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Figure 11 — Installing Rubber Bumper in Door
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NOTE: Make sure the thin plastic washer is
positioned against the painted door opening pillar
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and center the bolt washer within marks on pillar.
2. If door has been removed and then installed
or aligned in opening, the door should not be closed ra
completely until a visual check is made to deter
Figure 13— Door Weatherstrip Installed
mine if lock cam in door will engage the striker
bolt correctly. Center of striker bolt should be in
NOTE: Striker bolt on cab pillar is adjustable
b
direct alignment with "V " slot in door. See figure
vertically and transversely as shown in figure 9
8. If necessary, reposition striker bolt as direc
after loosening theboltwitha5/16-inchhexwrench.
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ted below under "Striker Bolt Adjustment."

The bolt fore and aft adjustment is obtained by use
of shim spacers located between the bolt washer
STRIKER BOLT ADJUSTMENT
and the cab pillar. Figure 7 illustrates location
ca
IMPORTANT: This adjustment should be check of bolt, washers and spacer.

ed and if necessary adjusted after door is aligned
properly in cab opening. Striker Bolt Fore and Aft Adjustment
1. To check striker bolt for proper fore and
ic
aft adjustment, smear grease or paint to contact

side of bolt as shown in right view of figure 10.
C H E C K A SSE M B L Y
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2. Slowly close door until lock cam of door

just contacts the side of striker bolt and makes an
as
impression in the grease or paint.

C A B BRACKET
3. Measure distance between head of bolt and
the cam impression in grease. Distance should
measure 1/8-inch as shown in right view of figure
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10. This dimension is necessary to assure that the

head of striker bolt will ride at center of nylon
shoe which is located just in back of the lock cam.
To obtain this dimension, remove the striker
bolt and install or remove shim spacers. Spacers
[T W O A T T A C H IN G
SCREW S are available in two thicknesses; 5/64-inch and
5/32-inch. Make sure the thin plastic washer is
located next to cab pillar.
After obtaining proper fore and aft adjustment,
tighten bolt snug only at this time and then proceed
Figure 12 — Door Check Installed with the "Striker Bolt Height Adjustment."

Striker Bolt Height Adjustment

This adjustment is important to assure that
the right proportion of door's weight will rest on
striker bolt when door is closed. If bolt is posi
tioned too high on pillar, rapid wear w ill occur to
the lock cam; if too low, an extra load will be
placed on door hinges as well as pull door down
ward and out of alignment. Tighten striker bolt.
Generally the striker bolt height adjustment
can be checked quite accurately by just sighting
the center of "V " slot on door with the center of
striker bolt as illustrated in figure 8. However,
to make a more positive check, perform the fol RUBBER
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lowing:
1. Mark a horizontal line through center of
" V ” slot and on door lock cam as shown in left
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view of figure 10.
2. Smear some grease or paint on contac
edge of lock cam as shown in same view. Figure 14— Installing Access Panel Insert
3. Slowly close door until cam barely contacts
.
the striker bolt to leave an impression in grease. DOOR CHECK REPLACEMENT
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Open door and check contact mark on edge of cam.
Mark should be located approximately 1/16-inch
below the horizontal mark if properly aligned.
IMPORTANT
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4. If necessary, raise or lower the loosened
striker bolt up or down by tapping on the washer
Do not allow door to swing beyond
the normal full-open position when the
or spacer at base of striker bolt as shown in fig check strap is disconnected or removed.
ure 9. DO NOT TAP ON HEAD OF BOLT.
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NOTE: Refer to figure 12.
NOTE: If striker bolt reaches end of adjust
1. Using a small punch, drive spring pin up
ment travel it will then be necessary to add or
from bottom of strap bracket.
remove shims at the door hinges.
2. Remove the two screw and washer assem
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After obtaining proper height adjustment, pro blies which attach the check strap catch to door.
ceed to make "Door Rear Edge "In" or "Out" Ad Remove check assembly.
justment."
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Door Rear Edge "IN " or "OUT" Adjustment REAR G A S K E T H AN DLE

This adjustment is for purpose of aligning the
rear surface of door flush with adjacent surfaces
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of cab. If surfaces are not flush, proceed as follows:

1. Mark a horizontal line on cab pillar at top
as
of striker bolt base washer or spacer.

2. Loosen striker bolt slightly, then tap against
R E IN F O R C E M E N T
bolt base washer, to move bolt "in " or "out" as PLATE
necessary to locate door surface flush with cab
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surface when door is closed. Before tightening the

striker bolt make sure top of bolt base washer is
contacting the horizontal mark on cab pillar. Final
tighten striker bolt.
FRO N T G ASKET
NOTE: Two rubber bumper blocks are insert
ed into door rear edge panel to absorb closing
shock and to limit the "in " adjustment. If bumper
blocks are deteriorated or damaged otherwise, they
should be replaced. Pull blocks from door to re A T T A C H IN G BO LTS
move. A flat-bladed tool, such as a putty knife,
can be used for installing blocks in manner shown
in figure 11. Figure 15— Door Handle Installation

DOOR ACCESS PANEL

REPLACEMENT
REMOVAL (Refer to Fig. 14)
1. Pry end of small rubber insert out of re
tainer seal groove with a pointed tool, then pull
insert completely out of seal.
2. Engage hook end of tool J-2189 under edge
of access panel, then run hook along panel to force
panel out of rubber seal.
3. Pull seal from door.
CAUTION: INSIDE EDGE OF OPEN
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ING MAY BE SHARP. DO NOT ATTEMPT
TO PERFORM OPERATIONS THROUGH
OPENING UNLESS SHARP EDGE IS RE
Figure 16— Door Handle Disassembled MOVED.
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3. Attach check assembly to door, then con INSTALLATION
nect check strap to cab bracket with spring pin, 1. Position rubber seal around opening in door.
which must be installed from top side. 2. Place access panel to seal, then with hook
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end of tool in panel groove of seal, move tool around
DOOR WEATHERSTRIP REPLACEMENT panel to force outer lip of seal over edge of panel.
3. Thread end of small rubber insert through
NOTE: Door weatherstrip is retained to cab
opening with adhesive cement as shown in figure
13. Weatherstrip at bottom of door opening is re
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handle
rubber
and loop of installer tool (fig. 14). Push tool
and end of insert into groove of seal. Feed in
insert, while proceeding around panel. Use
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tained by the sill plate as shown. a hitching movement of tool to avoid elongation of
insert. If new insert strip is being used, cut off
1. Remove weatherstrip, then scrape all old insert allowing sufficient overlap for a tight joint,
cement from cab flange. then butt into seal groove.
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2. Apply cement to cab flange surfaces, then

position seal to cab. Referring to figure 13, note
DOOR OUTSIDE HANDLE
REPLACEMENT
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the installed position of seal ends of the door

weatherstrip. Also note the position of the cut ends
of weatherstrip in cab opening. NOTE: Refer to figure 15.
1. Remove the access panel from lower por
3. After installing weatherstrip in cab open tion of door as directed previously under "Door
ic
ing, install sill plate. Access Panel Replacement."

2. Roll window to top of door, then using a
7/16-inch wrench, reach up through access open
s
ing and remove two lock-type screw and washer

assemblies which attach handle to door. Remove
as
handle and handle gaskets.

3. Install door handle, using procedures in
reverse of handle removal. Make sure the handle
reinforcement plate is in position, inside of door
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at handle mounting.
DOOR HANDLE PUSH BUTTON AND

SHAFT REPLACEMENT
DISASSEMBLY (Refer to Fig. 16)
1. Remove handle from door as directed pre
viously under "Door Outside Handle Replacement."
2. Remove the button shaft retainer by first
depressing, then rotating retainer as shown in
figure 17. Remove shaft spring and button assem
Figure 17— Disengaging Handle Spring Retainer bly with O-ring seal from handle.

C Y LIN D E R A S S E M B L Y
RETAINER
RETAIN ER
S C R EW D R IV E R
G ASKET
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INSTALLING CYLINDER REMOVING RETAINER T -2 5 2 9
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ASSEMBLY
1. Place button assembly with installed O-ring
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Figure 18— Door Lock Assembly Replacement
DOOR INSIDE HANDLES

REPLACEMENT
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seal in handle.
2. Locate spring over button shaft, then install NOTE: If removing door lock inside handle,
spring retainer (fig. 17). the handle position should be marked in relation
to door panel to assure that handle is installed
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DOOR LOCK CYLINDER later at the same operating angle. See figure 19
REPLACEMENT
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which shows proper handle position.

(Refer to Figure 18)
REMOVAL
REMOVAL 1. Insert tool (J-9886) between handle flange
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1. Using flat blade screwdriver, pry retainer and escutcheon plate as shown in figure 19.
from edge of door as shown in figure 18. 2. Force lock spring from grooves in base of
door handle. DO NOT LOSE SPRING. Remove
CAUTION: HOLD ON TO RETAINER WHEN
handle and escutcheon plate.
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REMOVING AS RETAINER MAY F LY FROM

NOTE: The lower view in figure 19 shows how
POSITION.
the tool engages the clip at underside of handle
2. Remove the lock cylinder from door. when removing.
as
NOTE: Cylinder must be rotated and tilted

slightly to permit cylinder lug to disengage from INSTALLATION
lock mechanism stud. Remove lock cylinder gasket. 1. Insert lock spring in handle grooves from
direction shown in figure 19.
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INSTALLATION 2. Place the escutcheon plate on handle spindle.

1. With gasket in position on lock cylinder, 3. If installing door lock release handle, make
insert cylinder into door to engage cylinder lug sure handle is in position previously marked on
over lock mechanism stud within door. door inner panel. To install either handle, force
2. While holding cylinder in door, force the handle with installed lock spring over spindle until
cylinder retainer through slot at edge of door to lock spring becomes fully engaged.
engage grooves at side of cylinder body. NOTE: It
may be necessary to drive the retainer into final DOOR LOCK AND REMOTE CONTROL
engagement with a light hammer. Make sure both MECHANISM REPLACEMENT
legs of retainer are engaged in grooves of lock
cylinder. If one of the retainer legs is not engaged, NOTE: Figure 20 illustrates the components
the retainer flange ■will not be vertical indoor slot. of the lock and remote control mechanism.

THREADED
L O C KING K N O B
L O C KING ROD
REMOTE CONTROL
A TTACH ING SCREW S
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LOCK M EC H AN ISM
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A TTACH ING SCREW S
(SPECIAL LO C KIN G TYPE); T-253V|
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locking-type screws which attach lock mechanism

to door frame. Lower the lock and attached two
rods out through access opening in door.
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7. Separate rods from lock mechanism if de
sired. To disengage pull-rod fastener, force lock
tab of fastener outward through small hole in lock
release lever as shown in figure 21, then slide
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fastener from lever.
INSTALLATION
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Install lock mechanism with rods and remote

control in reverse of the "Removal" procedures.
PROPER TOOL-TO-CLIP EN G A G E M E N T t 2548 IMPORTANT: Make sure to use the three
special locking-type screws which attach lock
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Figure 19— Door Inside Handle Replacement mechanism to door frame.
REMOVAL DOOR VENT GLASS ONLY

as
1. Remove the door inside lock knob which is REPLACEMENT

threaded on lock rod.
2. Remove the access panel from door inner NOTE: This procedure covers replacement of
panel as directed previously under "Door Access the vent glass only.
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Panel Replacement." 1. Squirt gasoline on rubber fille r all around

3. Remove the door lock inside handle as glass frame to soften old filler. When seal softens
directed previously under "Door Inside Handles sufficiently, pull glass and old fille r from glass
Replacement." channel.
4. Remove three screws which attach the re 2. Thoroughly clean the inside of the glass
mote control to door inner panel. Lower the con channel with sandpaper to remove all rust and
trol to door access opening, then disengage fastener foreign matter.
at pull-rod. Separate rod from control. NOTE: Ventilator glass rubber fille r is sup
5. Remove the lock cylinder assembly from plied in two thicknesses - 0.067" and 0.080" - to
outer side of door as directed previously under permit installation in any vehicle without use of
"Door Lock Cylinder Replacement." special tools.
6. At rear edge of door, remove three special 3. Cut new piece of glass channel rubber filler,

i T E N S IO N
L O C K LEVER L O C K C O N N E C T IN G A D J U ST M E N T
NU T
CLIP ENGAGED CLIP DISENGAGED t-2 5 4 9
’/2" SPEED W R E N C H
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Figure 21 — Disengaging Door Pull Rod Fasteners
two inches longer than required. Position fille r

(soapstoned side away from glass) over that part
of glass which will be inserted in frame. Punch to
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gether extra projecting length of fille r at each end
to retain fille r in place during installation.
4. Brush inner channel of glass frame with
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light engine oil. Press glass and fille r into frame
until firm ly seated.
NOTE: Purpose of engine oil is two-fold; as a ra
lubricant to facilitate assembly, and to soften and
expand fille r to create a water-tight seal. How Figure 22— Adjusting Vent W indow Tension
ever, latter effect requires 24 hours; therefore,
water-leak test should not be made before this
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time has elapsed.
5. Trim off excess fille r material around
frame and at end of frame.
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DOOR VENT W IN D O W TENSION

ADJUSTMENT
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Vent windows are of friction type having a

theft-resistant latch. Friction mechanism consists
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prim arily of a coil spring mounted on vent window

lower pivot, which exerts frictional force against
mounting lower support.
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If friction mechanism is adjusted too tight, it

will be difficult to open or close vent. Too loose
as
an adjustment will result in a fluttering vent or

one having a tendency to close with wind pressure.
If necessary to change vent friction, perform
procedures as follows:
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1. Remove access panel from door inner panel

as directed previously under "Door Access Panel
Replacement." Panel is retained to door with rub
ber insert-type retainer.
2. Reaching up through access opening indoor,
as shown in figure 22, turn adjustment nut with a
9/16-inch speed wrench to obtain five to seven
pounds torque, while moving vent window from a
ten degree open position to a full-open position.
Use either a push or pull type spring scale, posi
tioned at rear edge of vent glass. Turning adjust
ment nut clockwise increases operating tension. Figure 23— Vent W indow Attachment

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Figure 25— Replacing Door W indow Glass Assembly
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portion of vent assembly to door inner panel brac
ket (fig. 23).
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to attach vent frame to door structure.
5. Adjust the vent opening and closing tension
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Figure 24— Replacing Vent W indow as directed previously under "l!)oor Vent Window
Tension Adjustment."
Turn nut counterclockwise to decrease tension. 6. Install door access panel.
3. Install door access panel.
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DOOR W IN DO W GLASS
DOOR VENT W IN D O W ASSEMBLY
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REPLACEMENT
REPLACEMENT
REMOVAL
REMOVAL 1. Remove the vent window assembly as di
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NOTE: The channel between the door window rected previously under "Door Vent Window A s
glass and the door vent is part of and is removed sembly Replacement."
with the vent window, assembly. 2. Regulate window to two-thirds closed posi
1. Regulate the window to the full down position. tion.
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2. Remove the access panel from door inner 3. Disengage the glass from the regulator
panel as directed previously under "Door Access guide by positioning the roller at the guide openings
Panel Replacement." and then lifting out the window (fig. 25).
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3. Referring to figure 23, remove lower two 4. If desired, the horizontal seal strips can
channel retaining screws from door inner panel be replaced using a pointed instrument to pry
bracket. strips from door as shown in figure 29.
4. Referring to figure 23, remove three screws 5. Also if desired, the door glass run channel
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which attach vent framing to door. assembly can be removed at this time. Pull run
5. Referring to figure 24, rotate the vent win channel from door.
dow assembly and carefully lift it up and out of door. 6. To replace the glass in glass channel per
form the following:
INSTALLATION a. Squirt gasoline along glass fille r on both
1. With window glass down, lower the glass sides of glass to soften seal. Remove glass from
channel portion of vent assembly down into the channel when fille r is sufficiently soft. Pull rubber
door and rotate it to locate in position (fig. 24). fille r from channel.
2. Make sure that the rubber lip around fo r b. Thoroughly clean inside of glass channel,
ward portion of vent is properly mated over door removing all rust and foreign matter.
vent opening contours. c. Window glass rubber fille r is supplied in
3. Install two screws attaching lower channel three thicknesses - 0.037", 0.047", and 0.057" -

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Figure 27— Replacing Door W indow Glass Regulator
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DOOR W IN D O W REGULATOR
REPLACEMENT
Figure 26— Door W indow Class Assembly ra NOTE: To replace regulator, it is first neces
to permit installation in any vehicle without special sary to remove the door window assembly and the
tools. vent window assembly as directed previously under
d. Cut new piece of channel fille r slightly "Door Window Glass Replacement."
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longer than channel. Position fille r (soapstone side 1. Remove regulator handle.
away from glass) around glass. 2. Remove four screws which attach regulator
e. Brush inside of channel freely with light to door inner panel.
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engine oil.
f. Press channel on fille r and glass until firm
ly seated.
IMPORTANT: Make sure channel ends are
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equal distance from edge of glass (fig. 26) and that

regulator arm slot in channel, is facing the right
direction in respect to rounded and squared corn
ers at upper edge of glass. Trim off excess fille r
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material along channel and at ends.

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INSTALLATION
1. If glass run channel was removed from
door framing, install channel by pressing run
a
channel into place around door frame.

2. If the glass horizontal seal strips were
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removed from door, press new seal strips into

position making sure all strip attaching clips are
fully engaged.
3. Lower the door window assembly into door
(fig. 25).
4. Engage glass channel on the roller of reg
ulator arm. NOTE: Regulator arm should be in
the window two-thirds closed position.
5. Install vent assembly as directed under
"Door Vent Window Assembly Replacement."
6. Check operation of vent assembly and win
dow raising and lowering action for possible binding. Figure 28— Installing W indow Glass Channel Run

top of door, then upward to remove from side

frame of door.
FLAT BLA D ED T O O L INSTALLATION
1. Apply thin coat of silicone type lubricant
H O R IZ O N T A L SE A L
to back and sides of run channel.
2. Start end of run channel into door side
frame, then force it downward in manner shown in
figure 28. By engaging length of channel required
to butt against vent window frame, the amount of
channel to be inserted downward can be determined.
Use thumbs to press channel into position.
NOTE: The run channel can be inserted down
ward more readily if the window is rolled up and
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down during the process.
If run channel cannot be installed as instruc
ted, it will then be necessary to remove the door
Figure 29— Removing Glass Horizontal Seals
window glass.
3. Referring to figure 27, remove regulator. DOOR W INDO W GLASS HORIZONTAL
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4. To install regulator, perform the "Removal"
procedures in reverse sequence.
SEALS REPLACEMENT
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DOOR GLASS RUN CHANNEL 1. Remove the vent window and door window
REPLACEMENT as directed previously under applicable headings.
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REMOVAL seals from door panel in manner shown. Pry a
1. Roll window to bottom of door. small amount at each fastener to prevent seal
2. At upper end of channel, next to vent win channel distortion.
dow frame, pry end of channel from door using a 3. To install, press seal assembly evenly into
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small flat bladed instrument. door panel.
3. Continue to pull channel downward from 4. Install door glass.
CAB REI
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REMOVAL 11. Remove closure panel from cab floor at

NOTE: Necessary equipment for efficient and transmission shift lever.
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safe replacement of cab consists of a chain hoist 12. Disconnect speedometer cable at trans
(3/4-ton minimum capacity), a sling having padded mission or at the dash unit.
hangers, and two or more support blocks to rest 13. Mark for alignment purposes later, the
cab on once the cab is removed from chassis. steering shaft joint flange-to-steering gear shaft
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1. Disconnect the battery. then remove the flange clamp bolt. When cab is
2. Remove the hood panels. raised later, this connection will separate.
3. Drain cooling system if equipped with 14. Remove the cab mounting bolts.
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heater. 15. With a hoist sling device having padded

4. Disconnect heater hoses at cab cowl. hangers, engage hangers to cab door openings with
5. If equipped with air brakes, exhaust the doors partly open.
pressure from air system. IMPORTANT: Any attempt to lift cab with doors
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6. Disconnect all necessary wiring harnesses closed and sling hangers contacting the top of doors
and cables from cab or chassis at the most prac could disturb the alignment of doors.
tical connections. NOTE: If sling device of type described above
7. Drain fuel system if supply tank is located is not available, a solid hardwood 4 x 4 , 7-1/2 feet
in cab. long, positioned through the cab with hoist chain
8. Detach and/or disconnect all lines between attached securely to each end, can be used.
cab and chassis. NOTE: Do not attempt to salvage 16. Raise cab and remove from chassis.
clutch or brake hydraulic fluid. Replace later with
new fluid. INSTALLATION
9. Disconnect accelerator linkage at cab cowl. 1. Place cab mounting components in position
10. Disconnect parking brake if of the mechan on chassis frame brackets. Refer to figures 2
ical type. and 3 for location of mounting components.

NOTE: If desired, masking tape can be ap 8. Connect fuel line if previously disconnected.
plied to retain loose parts temporarily in position. 9. Connect heater hoses if used, then fill cool
2. Carefully lower the cab to chassis and at ing system.
same time engage the steering shaft to gear shaft 10. Service the hydraulic brake system if used.
using marks made prior to removal for alignment. 11. Service the clutch hydraulic system. Use
Tighten shaft clamp bolt (when used) to 35 to 40 new fluid.
foot-pounds torque or clamp bolt nut (when used) 12. Connect all electrical wiring.
to 40 to 50 foot-pounds torque. 13. Connect battery cables.
3. Install balance of cab mounting components. 14. Install hood panels.
4. Connect speedometer cable. 15. Recheck all connections of wiring, lines,
5. Connect hand brake if of the mechanical and control linkage.
type. 16. With wheels blocked as a safety measure,
6. Connect accelerator linkage. start engine, then final check all connections and
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7. Connect all control and gauge lines. linkage.
CAB HEATING AND VENTILATION
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(CONVENTIONAL CAB MODELS)
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HEATERS HEATER CORE, BLOWER AND
DISTRIBUTOR DUCT REPLACEMENT
Two types of heaters may be used in these (STANDARD AIR-FLOW HEATER)
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conventional cabs, the standard duty air-flow type
(fig. 30), and the heavy duty air-flow type (fig. 31). NOTE: Both the distributor duct and the blow
A ll the heater components are located within cab,
ra er assembly can be readily replaced separately
under the dash. without having to remove the heater core unit from
cab. The replacement procedure below describes
Description, operation, and maintenance in
the method for replacing the heater air distributor,
formation for each type heater is explained under
the blower and motor assembly, and the heater
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applicable headings.
core unit which are all shown in figure 30.
Service diagnosis information, covering both
types of heaters, is explained later at end of the REMOVAL (Refer to Fig. 30)
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heater section in this group. 1. Drain the cooling system to just below level
of heater core fittings.
STANDARD AIR-FLOW HEATER 2. Mark the heater hoses and piping at front
of cowl for identification purposes later at install
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ation, then disconnect hoses.

The standard air-flow heater provides heated
outside air for heating and defrosting requirements.
A IR F L O W
Outside air is drawn through the air inlet grille at
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right side of cab cowl and through the heater by

SPEED C O N T R O L
the blower motor. The degree of heated air to be
RESISTO R UNIT
expelled by heater is determined by the position of
as
"O FF-AIR -O N" lever at side of the air distributor.

D EFROST
C O N T RO L
IMPORTANT
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Avoid operating the blower motor with

this control lever in "O F F " position.
The control marked "ON-DEFROST-OFF "

regulates the flow of heated air to either the wind
shield defroster outlets or onto floor, or to both.
The blower motor speed is regulated by the DISTRIBUTOR DUCT
BLO W ER SCROLL
dash switch and a resistor unit. Resistor unit is
attached to top of blower shroud with two screws. [AIR FL O W M O T O R W IR IN G
CONTROL CONNECTOR
If resistor should become defective the result will
be high speed blower motor operation in both the
"MEDIUM" and "LOW " speed switch positions. Figure 30— Standard Duty Air-Flow Heater

R E SIST O R A S S E M B L Y
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HEATER S U P P O R T
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\ BRAC K ET
ADAPTER ASSEM BLY
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BL O W ER A N D HEATER
C O R E A SSE M B L Y
MOTOR
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G R O U N D W IR E
HEATER UNIT M O U N T IN G
a
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A IR D IST R IB U T O R
ASSEM BLY
as
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B L O W E R A N D HEATER
C O R E A SSEM BLY
"DEFROST"
HEATER CONTROLS T -24 28
Figure 31— Heavy Duty Air-FIow Heater

3. Separate the defroster air duct tubes from heater and into cab. This control must be posi
air distributor. tioned all the way towards the right in order to
4. Disconnect electrical wiring from heater obtain heat.
speed control resistor and from blower motor.
IMPORTANT: Do not operate the blower motor
Resistor is located at top of blower scroll.
when "A IR " control lever is in the full left position.
5. Remove screws which attach the air dis
tributor to cowl and to blower scroll. Remove air The heater fan speed is controlled by moving blow
er switch lever from left to right positions "OFF-
distributor.
6. To remove the heater core and blower unit LOW-SPEED, MEDIUM SPEED - and HIGH SPEED."
as an assembly, remove the screws which attach The "DEFROST" lever controls flow of air
the heater core housing to the outside air inlet to the windshield defroster ducts. With knob all
duct. Carefully lower heater unit and remove from the way to the right, entire heater output is divert
compartment. ed to the defroster ducts for defrosting.
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7. To remove the outside air inlet duct, re For warm weather ventilation, place "DE
move screws which attach duct to firewall and in FROST" and "TEM P." control knobs in extreme
strument panel, then remove duct and seal gasket. left positions, move "A IR " knob to extreme right,
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8. Remove screws which attach heater core then place fan switch lever to desired fan speed
in housing. Remove core. position. The fan speed control resistor unit is
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9. Remove screws which attach blower motor attached to the blower shroud with two screws. If
to scroll. Remove motor and blower fan assembly. resistor should become defective, the result will
be high speed blower motor operation with blower
NOTE: The heater core can be repaired by a
y
switch lever in both the "LO W " and "MEDIUM"
competent radiator core repairman.
speed positions.
INSTALLATION (Refer to Fig. 30)
Assemble and install the heater components
in reverse of "Removal" procedures using new
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(HEAVY DUTY AIR-FLOW TYPE)
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gaskets and seals where necessary.
REMOVAL
IMPORTANT: When connecting heater hoses
1. Drain cooling system to just below level of
to core piping make sure the 5/8 inch I.D. hose is
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heater core.
connected to small core pipe and that 3/4 inch I.D.
2. Mark hoses for identification then discon
hose is connected to larger pipe.
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nect hoses at heater core fittings.

3. At front side of cowl, remove single bolt
If hoses are not installed as directed, poor
which attaches the heater blower bracket to cowl.
heat output and/or a ruptured heater core may re
4. At rear side of heater core housing, re
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sult. The core, internally, is designed to accept

move the small spring-type retaining washer from
the higher pressure at the inlet (5/8 inch I.D. pipe)
"TEM P" control lever then remove the control wire
side of core only.
clamp screw. Pull wire from lever.
5. At top of blower motor, disconnect the
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HEAVY DUTY AIR-FLOW HEATER

"A IR " control wire in same manner.
6. Disconnect the blower adapter-to-air dis
The heavy duty air-flow heater operates on
as
tributor hose.
full outside air and has a three lever control panel
7. At top of blower housing, near the cowl,
and a blower motor control switch on dash (fig. 31).
separate the wiring connection at the blower speed
Temperature control is by means of the air- control resistor.
mix method; mixing heated outside air which has 8. Separate wiring connector at rear of blower
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passed through the heater core and outside air motor. Pull rearward on connection.
which has by-passed the core in proportions nec 9. Underneath the dash, at right side of core,
essary to provide the desired temperature. The remove four bolts which attach heater unit to cowl
control on dash for this purpose is marked "TEM P." extension.
With lever to the left, all the incoming air by 10. Remove single bolt which attaches heater
passes the heater core. With lever to the far right, support bracket to bottom of dash panel. This same
all outside air must pass through the core, thus bolt attaches the blower motor ground wire.
providing maximum heat. When lever is positioned 11. Using care not to damage heater unit, work
part way, part tempered and part untempered air the unit rearward and down from compartment.
passes through the heater. 12. If desired, the unit can be readily dis
The control on dash marked "A IR " regulates assembled for inspection or replacement of the
the flow of outside air which passes through the blower, motor, core, etc.

RO TATE T O C H A N G E SPO N G E W IN D S H IE L D VENT CO NTRO L

C ABLE LEN G TH RUBBER H AN DLE
T O A D J U ST V E N T C L O S IN G
PRESSURE, B E N D R O D
AT THIS P O IN T
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Figure 33— Cab Outside Air Vent
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"DEFROST" control wire,then removing the three
screws which attach distributor to dash and cowl.
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Figure 32— Heater Control Cable Adjustment Sleeve
HEATER CONTROL CABLE
INSTALLATION ADJUSTMENT
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1. Make sure the cellular dust pad is located
over heater core water inlet and outlet pipes. Each control wire conduit is equipped with a
2. Place the heater core and blower assembly
into position then install all attaching bolts.
IMPORTANT: Make sure blower motor ground
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threaded-sleeve (fig. 32) which can be turned to
obtain full opening and closing of air doors and to
even up the heater knobs on control panel. Make
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wire is sandwiched under head of heater support adjustment to control wire conduit if desired.
bracket attaching bolt at dash panel.
3. Connect wiring at blower speed control re SERVICE DIAGNOSIS
sistor unit and also at the blower motor. Make
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sure connections are secure. The following applies to both the Standard and
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4. Connect the blower air outlet tube. Heavy Duty Air-Flow heater systems:
5. Connect the "A IR " and "TEM P." controls
to heater assembly. Lower view in figure 31 shows
POOR OR NO HEATING
connections.
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6. Referring to identification marks made on 1. Heater hoses are kinked, deteriorated, or

heater hoses prior to disconnecting, connect the switched around at the core piping.
hoses to respective heater core piping. 2. Heater core plugged.
IMPORTANT: Make sure the 5/8 inch I.D. hose 3. Poor blower motor ground connection.
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is connected to small core pipe and that the 3/4 4. Blower malfunctioning.
inch I.D. hose is attached to the larger pipe. If
hoses are not installed as directed, poor heat Out
as
BLOWER INOPERATIVE
put and/or a ruptured heater core will result. The
core internally is designed to accept the higher 1. Check dash switch and blower motor con
pressure at the inlet (5/8 inch I.D. pipe) side of nections.
core only. 2. If blower operates at high speed with switch
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7. Replenish coolant in system then start and in either "MED." or "SLOW" position, the speed
operate engine until normal operating temperature control resistor at top of blower shroud is defec
is obtained. tive and should be replaced. NOTE: Resistor is
8. Check for possible leakage and check the attached to the blower motor scroll by two screws.
operation of heater and controls. Only one-half of resistor winding may be defective;
if so, replace the resistor assembly.
AIR DISTRIBUTOR REPLACEMENT 3. Check the blower motor.
(HEAVY DUTY AIR-FLOW HEATER)
(Refer to Figure 31) VENTILATION
The air distributor can be readily replaced A single vent intake at front center of cab
after disconnecting the attaching air hoses and the cowl (fig. 33) permits outside air to enter cab

under dash panel. The vent is controlled by "VENT" installing new seal, remove all the old seal and
control handle located at top center of dash panel. adhesive from seal channel.
Pulling "V E N T " handle rearward opens the vent.
If vent cover fails to close firm ly against seal,
Vent closes when handle is pushed forward.
the link rod under dash can be bent slightly as re
Figure 33 illustrates the vent control mech quired to increase the closing pressure.
anism shown in closed position.
NOTE: Do not bend rod excessively as the
Sponge rubber seal under vent cover should control handle will fail to remain in closed detent
be replaced if deteriorated or damaged. Before position.
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NOTE
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For all Air Conditioning information refer to

separate "AIR CONDITIONING" sub-section
at end of this section.
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NOTE
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Refer to "GENERAL MAINTENANCE" at beginning

of this section for information on straightening, dinging,
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refinishing and painting of cab which will apply.

TILT CAB
Contents of this section are listed in index below.
Subject Page No.

Description ...................................................................................... 1-34
Cab Tilting Instructions .................................................................. 1-35
Insulation ......................................................................................... 1-36
Cab Mountings ................................................................................ 1-36
Seats . ............................................................................................. 1-37
Doors ............................................................................................... 1-37
Cab Ventilation and Heating ............................................................ 1-46
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Cab Replacement .............................................................................. 1-47
Torsion Bar Replacement ............................................................... 1-49
Torsion Bar Tension A d ju stm en t...................................................... 1-49
NOTE: Maintenance information on windshield wipers, windshield and
rear window glass replacement, and cab painting which are common to con
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ventional cab also is explained in "GENERAL MAINTENANCE" section at
beginning of this group. Refer to LUBRICATION (SEC. 0) for cab lubrication
information.
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DESCRIPTION
Tilt type cab is used on " T " and "W " Models. ra rear side glass is retained in same manner as
Typical interior view of tilt cabs is shown in figure windshield glass.
1.
Cab, which is of all steel welded construction, WINDSHIELD WIPER
fully surrounds engine and can be tilted 55 degrees Each section of windshield is equipped with an
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to expose engine for servicing. The cab tilting individual electric wiper motor unit. Both single
mechanism is integral with cab front mountings speed wiper units are controlled by a single dash
and tilting is accomplished by means of a torsion
bar extending across cab front hinge mountings.
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One end of torsion bar is anchored to cab, whereas

opposite end is anchored to chassis. Cab is retain
ed in lowered (operating) position by positive lock
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ing mechanism located at rear of cab.

Access for minor engine servicing, such as
oil and engine coolant, is accomplished without
tilting cab through access doors in panel at rear
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ss
of passenger seat and at top of seat back riser. A

concealed step is constructed in floor of each door
opening. Also, a central island shifting area that is
not disturbed with the cab tilting, is located be
a
tween the seats. Island contains transmission shift

lever, hand brake lever and ignition or control
switch.
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At upper rear of cab a seat back riser extends

entire width of cab.
The underside of cab is completely insulated
to deaden sound and prevent corrosion.
Figure 1 shows interior view of cab.
WINDSHIELD AND REAR WINDOW

Two-piece windshield is retained in cab open
ings with a one-piece rubber seal expanded into
position by a small rubber insert. No sealing com
pound or cement is used. Rear window glass and Figure 1— Tilt Cab Interior ITypicalI

switch. Two separate switches control the two- friction type having a positive theft-resistant latch.
speed units. Friction mechanism consists of a nylon bushing on
lower pivot of vent which exerts frictional force
DOORS against tension clamp mounted to door paneling.
Doors are hung on swing-out type hinges with
the upper hinge incorporating a spring-loaded door FRONT OUTSIDE AIR INTAKE
check for holding door open. Door is supported at Outside air enters cab through a vent directly
the rear on cab sill by a spring-loaded striker in front of driver and through the outside air heat
which is self-adjusting to carry weight of door. ing system. Air entry from outside of cab is made
through a louvered, removable panel, located in
A one-piece rubber seal completely around
front center of cab just above radiator grille open
door seals door in cab opening.
ing. Air flows through plenum chamber between
Outside handles are of stationary-type having outer and inner cab paneling and is dispersed to
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a push-button type latch control in each handle. heater and vent outlet.
The outside key lock is incorporated in pushbutton
of left door handle. Locking of doors from inside CAB MOUNTING
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cab is accomplished by positioning remote control Cab is three-point mounted to chassis. Weight
handle to rearward detent. of cab at the front is supported on the cab right
and left tilt hinges, and a single support bracket
Handles are screw-retained to door lock re
having two rubber cushions, supports cab at rear
mote control shaft and to window regulator shaft.
center. Cab tilt hold-down mechanism locks cab
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Vent window in forward portion of door is of firm ly on cushions.
CAB TILTING INSTRUCTIONS ar

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TO RAISE CAB ward until hold-down catch becomes disengaged
(Refer to Figure 2) and rear of cab raises from mount. Tilt the cab
completely forward until check link at right front
mounting locks cab safely in full-tilt position.
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IMPORTANT: Before tilting cab forward, re

move or position loose articles safely in cab; also
place transmission shift lever in neutral and apply IMPORTANT: Make sure check link is properly
engaged with frame anchor pin.
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hand brake.
1. Close both doors of cab. TO LOWER CAB

2. At right rear of cab remove safety chain (Refer to Figure 2)
hook.
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3. While holding safety catch release rod to IMPORTANT: Before lowering the cab to oper
the right, pull hold-down release lever out and up ating position, make sure transmission shift lever
is in neutral position and that hand brake lever is
s
H o ld D o w n
in the applied position.
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R e le a s e Le ve r J
H o ld -D o w n 1 1. Release check link at right front mounting

C a fc h
(see inset view) by pulling rearward on link re
S a fe t y C a tc h
lease rod, then pull cab back to operating position.
2. Safety catch at rear of cab will automatic
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S a fe t y Catchj
R e le a s e R o d ally become engaged. Pull downward on hold-down
release lever and engage lower end of lever in
lever spring catch, bracket-mounted to rear of cab.
3. Engage safety hook through matching holes
C h a in a n d
in clip bracket and lug on lever by inserting the
chain hook from underside.
C h e c k Lin kN NOTE: The raising and lowering effort of cab

R e le a s e R o d
can be adjusted as desired by means of relocating
O P E R A T I N G P O S IT IO N C H E C K L IN K j torsion bar anchor lever at left frame bracket. If
required, make adjustment as directed later under
Figure 2 — Releasing Cab Hold-Down Mechanism "Torsion Bar Tension Adjustment."

INSULATION
Insulation, applied to cab understructure di
Apply Adhesive
rectly over engine, is highly resistant to abrasion
to Both Surfaces
and corrosion and is designed to give maximum
sound deadening and insulation. Insulation Strip
In tne event repair, such as welding is requir - \
ed to that part of cab covered with insulation, it is
first necessary to remove the insulation from that
area. After completing repair, insulation sections fenL
can be cut to size and cemented over the repaired
area (fig. 3).
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J ff /
IMPORTANT: Clean area

thoroughly before installing
/ 4 V i W TPM 6387
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new section of insulation. Figure 3 — Applying Insulation Strip
CAB MOUNTINGS
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Cab is three-point mounted with two pivot-type ATTACH TORSION BAR RIGHT ANCHOR
mountings at front and twin cushion-type mountings BRACKET TO CAB AND THE TORSION
at rear. Refer to figure 4 for typical views of
mountings.
ra BAR LE FT ANCHOR LEVER TO FRAME
BE LOOSENED OR REMOVED WHEN
Interconnected with the cab front mountings is CAB IS IN OPERATING OR FULL T ILT
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a torsion bar (fig. 4) which is under load when cab POSITIONS WHICH IS WHEN BAR IS
is in either the operating or full-tilted position. LOADED. AN INJURY COULD RESULT
Right end of bar is anchored to cab bracket and WHEN ANCHOR BRACKET BECOMES
left end is anchored by lever to frame bracket as FREE AND TORSION BAR TWIST IS A L
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shown in figure 4. LOWED TO RELEASE. Attaching bolts

Bar is unloaded when cab is tilted approxi can be removed safely when bar is un
mately 45°, therefore, torsion bar assists operator loaded, cab tilted part way (approx. 45
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in both the raising and lowering of cab. degrees). Normally it should never be
CAUTION: UNDER NO CIRCUM necessary to remove above mentioned
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STANCES SHOULD THE BOLTS WHICH bolts.
Lubrication Fitting
Cab Rear Support
ss
Cab Hold-Down Catch

Return Spring
Sill Brackets
Hold-Dow n Catch
Release Rod
a
Cab Rear Mounting] Safety Catch

Cushions_____ .
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Safety Catch
Release Rod
Cab Right Cab Left

Frame Bracket Check Link
0 Frame Bracket Release Rod
'C heck Link and
Release Rod
CAB FRONT M O U N T IN G CAB REAR M O U N T IN G
Figure 4 — Cab Mountings

NOTE: Whenever torsion bar is in includes an additional safety catch.

operative, cab must be supported safely. Tightness of cab hold-down lock canbeadjust
ed by shortening or lengthening catch release rod.
Attaching bolts at front pivot mountings should After adjusting rod, tighten end yoke lock nut.
be checked at regular intervals for tightness. Loose
mountings will allow shifting of cab and eventual Cab hold-down catch shaft is equipped with a
failure of other items connecting cab to chassis. lubrication fitting.
Front pivot mountings have fittings for lubrication A check link is provided near the right front
purposes. Lubricate as directed under LUBRICA mounting (see inset, fig. 2) which limits the dis
TION (SEC. 0) of this manual. tance cab can be tilted forward and automatically
Rear mounting has positive locking mechan locks the cab in the full-tilt position. Check link
ism to retain cab in normal operating position in must be released before cab can be returned to
relation to chassis frame. The rear mounting also normal operating position.
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SEATS
CAUTION: Do not use gasoline, kerosene,
CLEANING SEAT UPHOLSTERY
benzene, acetone or any other hydrocarbon or Ke
Use mild soap and lukewarm water and a stiff tone solvents. These solvents will remove soften
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bristle brush to clean upholstery. Mild synthetic ing agents of upholstery and lower the materials
detergents may be used in place of soap. Rinse resistance to cracking.
thoroughly and dry after cleaning.
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SEAT ADJUSTMENT
ra D river's seat (fig. 5) is provided with "fo re"
and "aft" adjustment only. Pull out on lever at left
side of seat to disengage seat position lock.
SEAT TRACK REPLACEMENT

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(Refer to Figure 5)
Fore and Aft Adjustment
— Pull Lever Outward 1. Tilt cab forward, then remove four nuts
to Adjust
and washers from studs which attach seat tracks
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to seat riser of cab.

2. Lower cab to operating position, then lift
seat assembly from cab.
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Four Attaching Studs

3. Remove four nuts which attach each track
(Stud Nuts Accessible
from Under Cab) assembly to seat assembly. Remove track assem
bly.
4. Reverse the above procedure to install
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Figure 5— Driver's Seal M ounting and Adjustment track assembly.
DOORS
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Component sub-assemblies of cab doors, such plug from door inner panel. Use pointed tool to
as window regulator, door lock, remote control, remove plug.
vent window, and door window can be replaced 2. Carefully remove door assembly from cab.
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without necessity of removingdoorfrom cab. Doors

can be removed, however, without prior removal of INSTALLATION
above components. Removal and installation of Attach door to hinge straps with sixcap screws.
door window glass is described later ir_ this section. Adjust door in cab opening as instructed later under
"Door Adjustments."
DOOR REPLACEMENT
DOOR ADJUSTMENTS
REMOVAL
1. With the aid of an assistant to support Door "up" and "down" adjustment in cab open
weight of door, remove six screws which attach ing is provided by means of floating hinge cap
hinge straps to door. NOTE: Access to one cap screw tapping plates within door framing. Hori
Screw at door upper hinge is gained by removing zontal slotted cap screw holes in cab half of hinge

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Door Half
Adjustment
VIEW A— DOOR UPPER SUPPORT VIEW B— DOOR UPPER HINGE VIEW C— DOOR UPPER STRIKER
Note: Door should be adjusted in
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cab opening so that rear of door is
supported vertically by strikers in
views “C " and “D", ana that clear
ance around perimeter of door is
uniform.
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Cowl Half
Adjustment
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Door Half
Adjustment
VIEW F— LOCK STRIKER PLATE

AND LOWER STRIKER SUPPORT VIEW E— DOOR LOWER HINGE
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Figure 6— Door and Support Points
assembly provide the "in" or "out" adjustment of Upper striker and striker support is employed
door. at top of door to restrict the "up" and "down"
a
Only the upper portion of door can be adjusted movement of door in cab opening. See Views A and
"fo re " and "aft," with the adjustment being at the C, figure 6. A fiber shim (approx. 0.094" thick) is
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upper hinge. installed between cab and striker support (View A,

NOTE: Before making door adjustments, al fig. 6) to provide proper clearance between top of
ways remove striker plate assembly (View F, fig. door and cab.
6) from the cab lock pillar. The position and purpose of door upper and
In addition to the door lock striker, rear of lower strikers must be considered when making
door is supported in cab opening on two other door adjustments.
strikers, one at top of door and the other at bottom
of door. Lower striker, which is spring-loaded and TO REPOSITION DOOR "UP" OR "DOWN"
self-adjusting, is mounted to bottom of door frame NOTE: Adjustment at top of door is limited by
as shown in View D, figure 6. The adjacent striker a striker at top rear of door (View A, fig. 6). The
support is mounted on door ledge of cab as shown striker support at cab is mounted over a shim
in View F, figure 6. which will usually provide the proper clearance

Door Panel Striker Plate

Assembly
Door Panel Flush
STRIKER
LOCK ROTOR
HOUSING
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Figure 7— Checking Door-To-Cab Surfaces
at top of door, however, shim can be removed or

another added as desired.
a. Loosen hinge-to-door cap screws slightly.
Reposition door on hinges to provide equal clear
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pillar as directed later under "Striker Plate Ad

justment."
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ance around perimeter of door in cab opening.
TO REPOSITION DOOR "IN " OR "OUT"
NOTE: Access to one cap screw at door upper
hinge is gained after removing plug from door NOTE: Horizontal cap screw slots exist in cab
half of hinge assembly to permit this adjustment.
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inner panel. Use pointed tool to remove plug.
b. After satisfactory adjustment has been ob See Views fi and E, figure 6.
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tained, tighten hinge cap screws firm ly. Open and The outer surface of door, when properly in
stalled, should be flush with adjacent panel sur
close door to check operation. If necessary, repeat
faces of cab (fig. 7). If necessary, reposition door
adjustment. Install hinge cap screw access plug in
as follows:
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door inner paneling after making final adjustment.

a. Loosen slightly all cap screws which attach
c. Install striker plate assembly on cab lock
pillar as directed later under "Striker Plate Ad hinge half to cab pillar.
b. If door is to be brought outward from cab
justment."
opening, apply pressure at door hinge area from
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TO REPOSITION DOOR "FORE" OR "A F T " inside cab. If door is to be moved inward, apply
pressure on door outer panel at hinge area.
NOTE: Only the upper portion of door can be
IMPORTANT: Excessive pressure will damage
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adjusted "fo re " or "aft." This adjustment is made

at the upper hinge. No means for this adjustment door paneling.
c. After adjustment has been made, tighten
exists at the lower hinge.
hinge cap screws firmly. Open and close door to
check operation. Readjust if necessary.
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a. Loosen upper hinge-to-door cap screws

NOTE: It may be necessary to reposition door
slightly. NOTE: Access to one cap screw at door
striker plate on lock pillar after making above ad
upper hinge is gained after removing plug from
justment. See "Striker Plate Adjustment "explained
door inner panel. Use pointed tool to remove plug.
later.
Lift upward or pull downward at rear of door
to tilt upper portion of door "fo re " or "aft" as STRIKER PLATE ADJUSTMENT
desired.
b. Tighten hinge cap screws firm ly after mak The, door latch dovetails into striker plate
ing adjustment. Open and close door to check oper (fig. 8) to hold door firm ly latched and to assist in
ation. Repeat adjustment if necessary. Install cap keeping door from sagging.
screw access plug in door inner paneling. Raised beads on back of the striker plate and
c. Install striker plate assembly to cab lock on the pillar facing, and serrations on both the

front and back of the striker plate spacers, coupled NOTE: Outline striker with a pencil. This will
with moveable anchor plates in the pillar, allow provide a base from which to make further adjust
for "in and out" or "up and down" adjustment for ment.
a close fit of the door on the lock side.
Position striker assembly to door pillar as
low as possible (bottom of lock rotor housing
The striker plate spacers must be assembled
27/32" below striker cam) and still provide clear
so that the vertical serrations on the spacer are
ance between striker cam and leading edge of lock
toward the lock pillar (fig. 8). Likewise, the hori
rotor.
zontal serrations on the lower spacer must be to
ward the front so that they match the horizontal slot NOTE: Striker cam must not interfere with
in the striker plate. leading edge of rotor as door is being closed.
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IN T ER IO R OF D O O R D O O R C O N S T R U C T IO N
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1 Vent Window Glass 8 Access Panel 15 Door Lock Remote Control

2 Division Channel 9 Division Channel Lower Assy.
3 Access Panel Attaching Screws 16 Door Lock Mechanism
4 Remote Control Handle 10 Regulator Attaching Screws 17 Run Channel Retainer Screws
5 Remote Control Attaching 11 Regulator Handle 18 Run Channel Retainer
Screws 12 Division Channel Upper 19 Door Window Stop Bumper
6 Weatherstrip Seal Clip and Attaching Screws 20 Window Regulator Assy.
Screw 13 Door Window Sash 21 Division Channel Center
7 Weatherstrip Seal 14 Sash Channel Attaching Screw T-2976
Figure 9— Door Assembly

3. Remove the lock cylinder.

4. Remove seal between lock cylinder (Push
button assembly) and door handle.
5. If necessary, the lock cylinder, lock cylin
der housing, and push button shaft may be disas
sembled as follows:
a. Bend the ears of the push button cap suf
ficiently to disengage cap from cylinder housing.
Disassemble cap, cylinder housing, and lock cyl
inder. Figure 11 shows the lock disassembled.
b. Repair or replace the lock cylinder.
c. Assemble lock cylinder into housing and
replace the push button cap, rebending ears to
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original position.
6. Referring to figure 10 which shows the re l
Figure 10— Door Handle Components ative position of components, install seal, lock cyl
inder, spring seat, spring, stop, and stop ring in
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DOOR OUTSIDE HANDLE door handle.
REPLACEMENT 7. Install door outside handle to door as di
rected previously under "Door Outside Handle Re
REMOVAL placement."
y.
1. Remove eight screws which attach access
panel (8, fig. 9) to lower portion of door. Remove DOOR LOCK REMOTE CONTROL
access panel. MECHANISM REPLACEMENT
2. Roll door glass to top, then through access
opening, using a short handle cross-recessed
screwdriver or a 7/16" wrench, remove two bolts
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sists of three parts: The remote control (door in
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which attach door handle to door outer panel. Re side handle unit), the connecting link, and the door
move handle and handle gaskets. edge lock assembly.
INSTALLATION REMOVAL
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1. Position door handle with gaskets to door 1. Remove eight screws which attach access
outer panel, then through access opening at bottom panel (8, fig. 9) to lower portion of door. Remove
of door, install two attaching bolts. access panel.
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2. Install access panel (8, fig. 9) to bottom of 2. Mark position of handle in relation to con
door. trol shaft, then remove handle and handle washer
from shaft. NOTE: Handle is retained with set
DOOR HANDLE LOCK CYLINDER screw.
REPLACEMENT
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3. Remove three screws which attach lock as

(Refer to Figure 10) sembly (16, fig. 9) to door outer framing.
4. While supporting remote control mechan
s
1. Remove the door outside handle as directed ism through access opening, remove three screws
previously under "Door Outside Handle Replace (5, fig. 9) which attach remote control shaft unit
as
ment." to door inner panel. Lower both units of mechanism

2. Remove the lock stop ring, then remove from access opening in door.
stop, spring, and spring seat, noting relative posi 5. Rotate lock and remote control unitstodis-
tion of the stop and spring seat. engage the connecting link.
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INSTALLATION
1. Assemble connecting link between lock unit
and remote control unit.
2. Through access opening at bottom of door,
place remote control mechanism into installed
position. Secure remote control unit to door inner
panel loosely with three screws (5, fig. 9). Secure
lock unit (16, fig. 9) to door edge with three screws.
3. Place handle with flat washer on remote
control shaft to the position marked prior to re
moval. Secure handle to shaft with set screw.

C AB A N D BO DY M O U N T IN G S 1-42
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Figure 12— Door Weatherstrip Installed
4. Check operation of lock mechanism.
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NOTE: Remote control shaft unit (15, fig. 9)
can be shifted slightly to door inner panel to pro
vide adjustment. When satisfactory adjustment is Figure 13— Door Vent W indow Installed
obtained, final tighten three attaching screws (5,
fig. 9).
door.
5. Install access panel (8, fig. 9) to bottom of
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will be difficult to open or close vent. Too loose an
adjustment will result in a fluttering vent or one
having a tendency to close with wind pressure.
If necessary to change vent friction, perform
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DOOR WEATHERSTRIP procedures as follows:
REPLACEMENT 1. Remove access trim panel attached to door
just below vent window with five screws. Figure 13
1. Remove three screw-retained clips (6, fig. shows access opening to friction components.
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9) from weatherstrip around perimeter of door. 2. Using screwdriver, turn clamp screw (fig.
NOTE: Figure 12 shows view of weatherstrip 13) to obtain two to four pounds torque while mov
installed at retainer clip. ing vent window from a ten degree open position to
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2. Pull weatherstrip from door, then scrape a full-open position. Use either a push or pull-type
any rubber or adhesive material which may have spring scale positioned at rear edge of glass.
become bonded to door surface. Tightening clamp screw increases operating ten
3. Apply coat of weatherstrip adhesive to seal sion.
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and seal surfaces of door as directed by manufac 3. After obtaining proper tension, install ac
turer of adhesive. Directions for application are cess trim panel.
usually found on adhesive container.
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4. Position seal around perimeter of door, DOOR W INDO W GLASS

making sure corners of seal engage respective REPLACEMENT
corners of door.
5. Install three screw-retained clips (6, fig. REMOVAL
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9) to door and weatherstrip. Tighten clip screws NOTE: Key numbers in text refer to figure 9.
firm ly. 1. Remove access panel (3) from door inner
panel below vent window.
DOOR VENT W IN DO W TENSION 2. Unlatch vent window catch, then swing vent
ADJUSTMENT outward.
3. Remove two screws (17) at edge of door
Cab vent windows are of friction type having which attach run channel retainer shown in figure
a positive theft-resistant latch. Friction mechan 14 to door frame.
ism consists of a bushing attached at lower end of 4. Disengage lug of glass run channel from
vent shaft which rotates in a stationary friction slot of run channel retainer as shown in figure 14.
clamp. Remove retainer (18).
If friction mechanism is adjusted too tight, it 5. Roll window to bottom, then referring to

INSTALLATION
NOTE: Key numbers in text refer to figure 9.
1. Thoroughly clean inside of glass channel,
removing all rust and foreign matter.
2. Cut new piece of fille r to length of glass
regulator channel.
3. Brush inside of glass regulator channel
freely with light engine oil.
4. Position fille r (soapstone side away from
Retaining glass) around edge of glass, centered between
Screws corners of glass.
Removed
5. IMPORTANT: Before installing new glass
in regulator channel, make sure that the outer
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Run Channel
edge of glass having rounded corner is located so
Retainer
G lass Run that smooth side of channel is located as shown in
Channel figure 17.
6. NOTE: When installed, bottom of glass
must be centered in glass regulator channel (fig.
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17). Press glass with fille r into channel until firm
ly seated.
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7. Position glass assembly into opening at
TPM-6559 bottom of door (fig. 16) and engage edges of glass
ra in door front and rear glass run channels.
8. Engage regulator arm pin in glass channel
Figure 14— Engagement of Do or Glass Run with leather washer located each side of channel
Channel to Retainer as shown in figure 18. Install pin fastener (View B,
fig. 15).
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View A of figure 15, detach regulator arm from 9. Raise window, then referring to figure 14,
window glass lower channel by removing retainer engage lug of sash run channel into slot of run
clip which retains arm pin in channel slot. Disen channel retainer. Install two screws into holes
gage arm pin from channel, then lower glass as (fig. 14) attaching retainer to door edge framing.
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sembly out door lower opening. Figure 16 shows 10. Raise and lower door window to check for
replacement of glass assembly. binding. If binding exists, division channel attach
6. Soak glass fille r along glass channel to ing screws (9 and 21) should be loosened to allow
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soften fille r. Remove glass from channel when channel to shift for free operation of window. Re-
fille r is sufficiently soft. tighten screws after making adjustment.
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Regulator Arm
Regulator
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V IEW A — R E M O V IN G RETAINER V IEW B— INSTALLING RETAINER
Figure 15— Replacing Regulator Arm Retainer

Door Window
Assem bly
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Figure 16— Replacing Door W indow Class
11. Install access panel (8) to opening at bot

tom of door.
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Figure 17— Door W indow Glass Assembly
DOOR VENT W IN D O W ASSEMBLY
REPLACEMENT 5. Raise and lower door window glass to check
for binding. If binding occurs, reposition vent win
NOTE: Door division channel is not part of the
door vent window assembly. However, instructions
below cover replacement of division channel as
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dow frame as required by loosening or tightening
upper attaching screws. Lower door window glass,
then final tighten lower end of division channel to
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well as the vent assembly. door inner panel. Recheck for binding.
REMOVAL
DOOR VENT GLASS REPLACEMENT
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1. Remove access trim panel (3, fig. 9) from
inner side of door. Panel is retained with five
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screws. NOTE: The following procedure covers re

2. Remove forward screw (21, fig. 9) which placement of vent glass and frame only and not
attaches vent window frame bracket to door panel. the division channel.
3. Lower door window sash, then remove
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seven screws which attach vent window frame to

front edge of door framing.
4. At lower part of door assembly, remove
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screws (9, fig. 9) which attach vent window division

channel to door inner panel. At top of door, remove
two screws (12, fig. 9) which attach vent frame
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and division channel to door. Raise and rotate vent

window assembly from door compartment.
INSTALLATION
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1. Lower vent window assembly with division

channel into door compartment. Engage division
channel with door window glass and adjust vent
window frame to door opening.
2. At lower portion of door, install screws
(9, fig. 9) loosely which attach vent window division
channel to door inner panel.
3. Install seven screws which attach ventwin-
dow frame to door frame.
4. At top of door, install two screws (12, fig.
9) attaching both vent frame and division channel
to door.

separate upper and lower glass channels as shown

in figure 20, then remove old glass.
INSTALLATION
(Refer to Figs. 13, 19, and 20)
1. Thoroughly clean inside of glass channels
to remove old glazing rubber, rust, or other fo r
eign matter.
2. Brush inside of channels freely with light
engine oil.
3. Position new glazing rubber (soapstone side
away from glass) around edge of glass. Press glass
with glazing rubber into lower channel, then press
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upper channel over top of glass. Make sure chan
nels are firm ly seated, then install two small
screws which attach channels together.
4. If necessary, trim glazing rubber at ends
of channels and along sides of channel each side of
glass.
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5. If necessary, seal cracks at latch bracket.
6. Insert pivot stud of vent lower channel into
hole of vent frame as shown in figure 19. Through
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small access hole at top of door, install vent upper
pivot screw. Install two screws which attach brac
ra ket of vent channel to glass division channel just
below vent latch.
7. Install special flat washer, nylon friction
bushing, and friction clamp on vent lower channel
pivot shaft, positioned as shown in figure 13.
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NOTE: Make sure that tab on special flat wash
Figure I 9— Replacing Vent Glass
er is positioned properly to act as a stop of vent
when it is in full open position. Attach friction
REMOVAL
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clamp to vent lower frame with screw. Tighten

(Refer to Figs. 13 and 19)
screw (fig. 13) to obtain two to four pounds torque
1. Remove small access panel from inner
while moving vent window from a ten degree open
side of door below vent window. Figure 13 shows
position to a full-open position. Use either a push
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access panel removed.

or pull type spring scale positioned at rear edge
2. At bottom of vent glass (fig. 13), place hand
of glass.
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to catch vent friction components, then remove

screw from friction clamp. Slide clamp, friction NOTE: Tightening clamp screw increases
bushing, and flat steel washer from vent shaft. operating tension.
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3. At top of door through small access open

8. Install access panel to inner side of door.
ing (see inset, fig. 13), turn vent upper pivot screw
as
from vent frame. NOTE: Screw need not be re

moved completely, just enough to become disen DOOR GLASS RUN CHANNEL
gaged from vent glass channel. REPLACEMENT
4. Remove two screws which attach division
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channel to vent channel just below vent latch. Using 1. Remove door window as explained previ
a screwdriver, pry down on vent channel as shown ously under "Door Window Glass Replacement."
in figure 19, which will cause upper part of channel 2. Pull down on end of run channel at vent
to become disengaged from pivot screw. Rotate window, then using a flat blade screwdriver be
glass channel lower pivot shaft up out of vent tween channel and door, detach channel retaining
channel. clips.
5. Referring to figure 20, which shows com 3. Making sure clip is detached at bottom of
ponents of vent assembly, remove two screws channel, pull channel from door framing and run
which attach glass upper channel to glass lower channel retainer near bottom of door.
channel. 4. Install run channel into door framing and
6. Apply gasoline on vent glazing rubber to channel retainer. Make sure channel retaining
soften old rubber. When rubber softens sufficiently, clips are fully engaged.

CAB A N D BO D Y M O U N T IN G S 1-46
5. Install door window glass as explained pre

viously under "Door Window Glass Replacement."
DOOR W IN D O W GLASS HORIZONTAL

SEAL REPLACEMENT
1. Remove access panel (8, fig. 9) from bot
tom of door. This will remove window stop attach
ed to access panel and allow top of window to be
lowered to a point below horizontal weatherstrips.
2. Using a flat-blade screwdriver, pry wea
therstrips from door.
3. Install weatherstrips to door, making sure
retaining clips are fully engaged.
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4. Raise window, then install access panel (8,
fig. 9) to bottom of door.
DOOR W IN D O W REGULATOR
REPLACEMENT
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REMOVAL
1. Remove access panel (8, fig. 9) from lower Figure 20— Vent W indow Disassembled
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portion of door.
2. Roll window to bottom, then detach regu INSTALLATION
lator arm from window glass lower channel (fig. ra 1. Place regulator assembly into position, then
15). Remove clip retainer and washers which re attach assembly to door inner panel with four
tains arm pin in channel slot, then disengage arm screws (10, fig. 9).
pin from channel. Remove pin inner washer. 2. Install regulator handle with fiber washer
3. Remove set screw from window regulator to regulator shaft. Secure handle with set screw.
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handle, then pull handle from shaft. Remove flat 3. Engage regulator arm pin in slot of door
fiber washer from shaft. glass channel, with leather washer located each
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4. While holding regulator assembly through side of channel as shown in figure 18. Install clip
opening in door, remove four screws (10, fig. 9) retainer (View B, fig. 15).
which attach regulator assembly to door inner panel. 4. Install access panel (8, fig. 9) to bottom
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Carefully lower regulator assembly from door. of door.
CAB VENTILATION AND HEATING

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VENTILATION
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A single grilled intake at front center of cab

(fig. 21) permits outside air to enter plenum cham
as
ber located between the cab outer and inner panels.

From the plenum chamber, outside air can be di
rected into cab interior through opening at front of
driver and through opening at front of passenger.
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When heater is used, the outside air enters heat

ing system through the right side opening.
The outlet located ahead of driver is opened

and closed manually by control knob on dash. The
control knob pushed inward closes outlet door and
pulling out on knob opens outlet door. A spring-
loaded door prop retains door snug in either the
fully opened or closed positions. A rubber seal
around perimeter of outlet door provides positive
sealing of outlet. Seal, which is glued to door, can
be readily replaced if necessary. Figure 21 — Outside Air Intake

C A B A N D BODY M O U N T IN G S 1-47
CONTROL ADJUSTMENT (DRIVER'S SIDE)

NOTE: Refer to inset - figure 21.
When control knob on dash is pushed complete
ly in, the air outlet door should close snug to out
let opening.
If door is not seated completely with control
knob in this position, loosen screw at control con
duit clamp above door which will allow compres
sion spring within door telescopic prop to force
door tight to opening. Retighten clamp screw after
making adjustment.
HEATING
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The heater used on tilt cab models is of the
air-flow type (fig. 22) and is serviced in same
manner as air-flow heater described previously
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Figure 22— Healer Installation under "Conventional Model Cabs."
CAB REPLACEMENT
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Necessary equipment for efficient and safe 2. On vehicles with air brakes, exhaust air
replacement of cab consists of a chain hoist (1-ton
minimum capacity), a sling having padded hangers,
and two or more support blocks to rest cab on
ar supply from air tank at drain fitting. Remove burn
er (with attached air tank, if used).
3. Open heater temperature control on dash to
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when it is removed from chassis. full open position, and drain radiator. Disconnect
NOTE: A wood 4 x 4 , 7-1/2 feet long position heater hoses at cab connections.
ed through cab door openings with a hoist chain 4. Disconnect accelerator linkage and steer
attached securely to each end can be used. How ing flexible coupling. Disconnect brake lines and
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ever, means of protecting top of cab from chain clutch line.

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must be provided. 5. Disconnect speedometer cable and all elec

tric connectors that junction cab with the chassis.
CAB REMOVAL Remove cab-to-chassis ground straps.
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1. Disconnect battery ground strap.

'C " R ea^W ountm ^
Bolt Installed
Cab Right Sill Brackets

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Hoist Attachment
Lifting Sling
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'Check Link
I© IM /
Cab Right Support
Figure 23— Lifting Sling Attached lo Cab Figure 24— Mounting at Cab Right Support ITypicalI

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Figure 25— Hold-Down Catch at Rear
of Cab Resting on Block
NOTE: REMOVE OR SECURE A L L
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LOOSE ITEMS IN CAB BEFORE TILTING.
PLACE SHIFT LEVER IN NEUTRAL AND
THE HAND BRAKE IN FULL-APPLIED
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POSITION.
6. Attach a suitable padded lifting sling (fig. ra

23) to cab with doors partly open (lifting cab with
doors closed will disturb door alignment later).
7. Using aid of assistant and hoist, tilt cab
approximately 45° to the unloaded position of cab
b
mounting torsion bar (refer to preceding caution)
and suspend safely there. While cab is in this posi
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tion, insert a pry bar in between cab right support

and cab sill. Remove three forward bolts, lock
washers and nuts from cab right support to sill 2. Raise cab and install support (if previously
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brackets (B, fig. 24). Use pry bar to assist in re removed) loosely to cab left sill brackets.
moving bolts. Disconnect check link at right side
NOTE: Cab tilt torsion bar, check link, and
of cab.
right cab to sill support should be in position on
8. Place a short piece of wood 2" x 4" over
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chassis as shown in lower view of figure 26.

catch hole in cab rear support (fig. 25), then with
aid of assistant, lower cab until catch at bottom of 3. Raise cab over chassis and lower into posi
cab rests on block. This will prevent engagement tion, forward slightly to clear shift control panel,
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of cab hold-down catch. Remove two retaining bolts then back and down.
from torsion bar at cab left support and remove 4. Position steering gear coupling and cab left
as
support cap. Raise cab slightly, and remove rear support onto torsion bar and install cap with two
mounting bolt (C, fig. 24) attaching right support bolts; torque bolts to 35-50 foot-pounds.
to sill brackets. 5. Install check link retaining clevis pin with
9. Raise cab slightly to clear cab lift mech cotter pin (A, fig. 24). Install bolt (C, fig. 24) into
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anism, then forward and up to clear shift control rear hole of cab right sill brackets and support.
panel. Figure 26 shows cab and chassis disconnect 6. Insert a pry bar in between cab right sup
points. port and cab sill.
10. Lower cab onto suitable blocks, then re 7. With two assistants, one holding pry bar
move chainfall and lifting sling. and the other helping to tilt cab forward (approx
NOTE: Left support can be removed from cab imately 45 degrees), install the three remaining
if desired. bolts, lock washers, and nuts (B, fig. 24) in the
right cab support and sill brackets. Use pry bar
INSTALLATION OF CAB to align bolt holes. Torque bolt nuts to 40-50 foot
pounds.
1. Install lifting sling and chainfall to cab 8. Tighten steering coupling clamp bolt to 15-
with doors slightly open (fig. 23). 22 foot-pounds torque. Connect speedometer cable

and all electric connectors that junction with the 11. Connect clutch flexible line and bleed as
cab-to-chassis. outlined under "CLUTCH CONTROLS" (SEC. 7D).
9. Connect accelerator linkage and adjust as 12. Connect heater hoses and fill radiator.
outlined under ENGINE FUEL SYSTEM (SEC. 6M). Connect battery ground strap.
Connect all ground straps. 13. Install bumper to front of frame. If vehicle
10. Connect brake lines and hoses. Bleed the is equipped with air brakes, connect air lines.
brakes as outlined under "HYDRAULIC BRAKES" NOTE: Check cab tilting and locking action;
(SEC. 5A) if equipped with hydraulic brakes. adjust if necessary.
TILT CAB TORSION BAR REPLACEMENT
NOTE: A chain hoist and a lifting sling are 6. Slide torsion bar from cab right frame
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required to properly replace cab torsion bar as bracket, then slide bar in opposite direction from
the weight of cab must be removed from bar. Also, cab left support.
the aid of one or more assistants is also recom CAUTION: Do not hammer on end of bar.
mended.
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NOTE: Instructions below pertain to cab re INSTALLATION
placement procedures when cab is tilted (approx 1. Before replacement of torsion bar, inspect
imately 45 degrees) and suspended safely there, frame brackets (castings) and cab supports (cast
with weight of cab removed from chassis. ings) for cracks. DO NOT WELD OR BRAZE
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BRACKETS. If cracked, replace.
REMOVAL 2. Prelubricate left frame bracket opening and
1. Secure hoist sling at rear of door openings. right frame bracket. Slide hex end of torsion bar
NOTE: A chain from hoist hook, down over rear
center of cab and attached to cab rear hold-down ar
catch will assist in maintaining cab safely at a 45
into left frame bracket, then insert opposite end
into cab right support.
3. Install torsion bar anchor lever over end of
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degree angle. bar and into frame bracket.
IMPORTANT: Protect top of cab from damage NOTE: Lever should be located on bar so that
by hoist equipment. opposite end of anchor lever is located near center
2. Remove weight of cab from chassis. of serrations on cab bracket (fig. 27).
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3. Remove two retaining bolts from mounting 4. Install cab stop brackets (if previously re
cap at torsion bar right frame bracket and from moved) to torsion bar cab and frame brackets as
support cap left support. shown in figure 28. Torque attaching bolts to 35
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4. Remove bolt, nut, and washers which at to 50 foot-pounds. Make sure stop brackets are
tach torsion bar anchor lever to cab mounting left installed as shown.
frame bracket. Remove arm from bar and bracket. 5. Install torsion bar right frame bracket cap
5. Loosen cap screw which clamps cab right and cab left support cap with two bolts and wash
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mounting bracket to right end of torsion bar. ers. Torque bolts to 35 to 50 foot-pounds.
6. Tighten bolt which clamps cab right mount
ing bracket to end of torsion bar (shown in figure 28)
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to 65 to 75 foot-pounds.
7. Lubricate all cab tilt lubrication fittings
as
with lubricant specified in LUBRICATION (SEC.O).

8. Raise and lower cab to check operation. If
cab rises too fast from operating position or if
considerable effort is required to raise cab, make
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torsion bar tension adjustment as directed under

"Torsion Bar Tension Adjustment."
TORSION BAR TENSION ADJUSTMENT

1. Tilt cab forward to an angle whereby the

torsional load is removed from torsion bar. Usual
ly the bar will become unloaded when cab is tilted
45 to 50 degrees.
NOTE: This unloaded angle position will vary
Figure 27— Torsion Bar Tension Adjustment Lever Installed slightly on different vehicles.

o p B ra c k e t Stop Bracket Torsion Bracket
ram e Bracket
C a b Support
Bracket
C a b Support
C la m p Bolt— Torque
Bracket ■
To 65 To 75 Foot-Pounds
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Frame Bracket
LEFT M O U N T IN G R IG H T M O U N T IN G tpm-9049-i
Figure 28— Cab Torsion Bar Stop Brackets Installed
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IMPORTANT: Before continuing, check tight NOTE: Loosen nut only enough for spacer to
ness of screw which clamps cab right mounting clear serrations.
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bracket to torsion bar. Tighten screwfirm ly ONLY 4. By tilting cab slightly fore and aft, the
when torsion bar is unloaded - cab tilted part way. small serrated spacer block can be relocated to
If screw is loose, cab bracket may fracture when new related serrations on cab frame bracket as
torsion bar is loaded.
2. SAFELY support cab at angle at which tor

radesired.
5. Tighten anchor bolt nut firmly.
6. Check cab tilting action. If necessary, re
sion bar becomes unloaded. position anchor point of torsion bar anchor lever
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as directed above.
NOTE: An overhead hoist is recommended for
NOTE: If adjustment is such that cab rises
supporting cab in this position as it will allow cab
rapidly to full-tilt position, damage to cab check
to tilt slightly fore or aft to facilitate alignment
link could occur and also upon lowering of the cab
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of torsion bar anchor lever to cab frame bracket.

to operating position, considerable effort may be
3. Loosen nut on bolt which attaches the anchor required.
lever and serrated spacer block to the cab frame IMPORTANT: Final check tightness of anchor
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bracket. lever bolt nut.

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BODY MOUNTINGS
PLATFORM BODY MOUNTINGS
Before any body mounting is attempted, this tersink longitudinal sills just enough to clear rivet
section should be studied carefully and the rec heads.
ommendations followed as closely as possible. IMPORTANT: Do not use spacers to raise sills
When mounting bodies, certain important pro above rivet heads. If body longitudinal sill is of
cedures should be followed. Unless such practices metal, it will be necessary to use a one-piece full
are followed, strains of load and chassis weave length hardwood strip, with holes to clear rivet
may not be distributed correctly, causing damage heads between body sill and frame rail. Wood strip
to body or frame. should be firm ly fastened to body sill.
IMPORTANT: Avoid drilling additional holes 2. Sill should extend as close as possible to
back of cab without interfering with mounting or
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in frame for mounting bolts. Use existing holes if
possible; if additional holes are necessary, close movement of cab.
unused holes by welding. 3. Make sure height of sill is sufficient to
prevent body from striking tires, or other parts
LONGITUDINAL SILL MOUNTING of chassis, with maximum spring deflection. Take
into consideration full load operation over ex
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If body is equipped with longitudinal sills, tremely rough terrain.
observe following standard practices. 4. Sill must rest squarely on frame flange and
1. Wooden longitudinal sill should rest direct not overhang outside of frame. If sill width does
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ly on top flange of chassis frame side rail. If pro not cover entire width of frame, install a spacer
jecting rivet heads prevent a solid bearing, coun block as shown in figures 1 and 2. Blocks should
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TOP VIEW
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SIDE VIEW END VIEW

1 Frame Side Rail 4 Wood Filler Block 8 Lock Nut
2 Longitudinal Sill 5 Clip Plate 9 Nut
3 Spacer Block 6 Metal Channel 10 Cross Sill
7 Mounting Bolt
Figure 1— Typical Body Mountings

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STUD TYPE M OUNTING TAPPED PLATE TYPE M OUNTING U-BOLT TYPE M OUNTING
1 Lock Nut 6 Spacer Block 11 Mounting Bolt

2 Nut 7 Frame Side Rail 12 Lock Washer
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3 Clip Plate (not tapped) 8 Wood Filler Block 13 U-Bolt Clip

4 Metal Channel 9 Mounting Stud 14 U-Bolt
5 Longitudinal Sill 10 Clip Plate (Tapped)
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Figure 2 — Recommended Methods of Mounting Body
extend beyond width of frame flanges to permit MOUNTING BOLTS

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grooving blocks to maintain position of mounting

bolts. If desired, block can be attached to sill with 1. Install one mounting near front end of sill,
as
screws as shown in figure 2. one near rear end of sill, and space others as
Wood grain of block should be perpendicular nearly equal as possible between front and rear
(up and down) to grain of sill. mountings. It may be necessary to vary distances
to clear chassis brackets, etc., but approximately
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5. Wood sills must be chamfered 1/2" at the

equal spacing should be maintained.
front end, tapering to meet the frame 12 to 18
inches from end of sill (fig. 1). Tapered front of 2. Use two bolts or studs of proper length with
sill is required for all Van or torsionally rigid a diameter of at least 7/16" and preferably 1/2"
bodies. Notch or spot drill sill to clear the rivet for each mounting. Use a clip plate, of same thick
heads. ness as diameter of bolts, at upper and lower end
of bolts. Use at least three, and preferably four
6. To prevent mounting clip plate becoming
mountings on each side.
embedded in longitudinal sill, install a sheet metal
channel on top of sill at each mounting point (figs. 3. Hex head bolts are preferred for body
1, 2, and 3). Rabbet grooves along each side of mountings; however, carriage bolts, U-bolts, and
top edges of longitudinal sills to permit flush threaded rods (studs) can also be successfully
mounting of sill channels. employed. If design of body does not permit use

C AB A N D BODY M O U N T IN G S 1-53
used, bolt must be of "flatted" type as shown in

figure 2. A clip or spreader must be used on each
U-bolt, and bolt must not be used in reverse of
position shown in figure 2.
6. Use two nuts on threaded end of each bolt.
Tighten inner nut firmly, then tighten outer (lock)
nut firm ly against inner nut. DO NOT USE SINGLE
NUT AND LOCK WASHER: however, lock washer
should be used with tapped plate type of mounting.
CROSS SILL MOUNTING

If body is not equipped with longitudinal sills,
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attach sills, if possible, as shown in figure 3,
since mounting on cross sills (bolsters) is not
recommended. Longitudinal sills can be easily
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made of dry hardwood and attached to either wood
or metal cross sills by means of angle irons and
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bolts. General practice of body mounting is on
longitudinal sills; however, where the conditions
necessitate mounting directly on cross sills, the
following practices should be observed.
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1. Sills must rest squarely on frame top
flange. Countersink sill, if necessary to clear
ar rivet heads — do not use spacer.

2. Use same type of mounting bolts and clip
plates as described in "Mounting Bolts." The num
br
ber of clips to use is of course dependent upon
of nuts at top of sill, tapped plate, as shown in load, body style, etc. Carriage or step bolts are
figure 2 can be used. useful in this type mounting, since bolt heads pro
ject above floor.
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4. Insert a block of hard, dry wood (withgrain
running up and down) in channel of frame at each 3. Use wood blocks in frame channel when
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mounting. Block must be of sufficient length to ex ever mountings are used on frame. Mount clip
tend well under clip plates. Thickness of block plates diagonally across frame rail — with one
should extend beyond width of frame flanges to bolt forward of cross sill and inside frame rail
permit grooving the blocks. Inner mounting bolt and other bolt to rear of cross sill and outside
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will fit into groove and hold block firm ly in place frame rail.
(fig. 1 or 2). 4. U-bolts cannot be used with this type of
5. If shoulder on bolt head is square, as on mounting since mounting bolts, of necessity, pro
carriage bolts, the holes in upper clip plates should ject through floor or platform of body. Make sure
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also be square. Shoulder of bolts should be driven that heads of bolts are well supported at body floor
into holes to prevent bolts turning. If U-bolts are with plates or washers.
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AIR CONDITIONING
This sub-section contains service information on the following:
Subject Page No.

General Information ............................................................... 1-54
Insufficient Cooling Diagnosis C h a r t ....................................... 1-55
Operating Instructions ............................................................ 1-57
System O p era tion ..................................................................... 1-59
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On-Vehicle S e r v ic e .................................................................. 1-66
GENERAL INFORMATION
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The air conditioning system as used on con THE CONDENSING SYSTEM
ventional cab models is designed to provide com
This system consists of the following:
fort by cooling and dehumidifying the air which is
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force circulated within the cab. 1. A six-cylinder double-action piston-type
Briefly, the air conditioning system is com compressor, belt-driven from the engine crankshaft
prised of the following units and controls: Figure pulley.
1 shows typical arrangement of system units and
controls. ar 2. A fin and tube-type condenser coil mounted
to front of engine radiator.
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CONDENSER
SUCTION THROTTLING
VALVE, EVAPORATOR
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AND EXPANSION VALVES

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LOW PRESSURE
HOSE
HIGH PRESSURE
SERVICE GAUGE HOSE
FITTINGS COMPRESSOR
RECEIVER-DEHYDRATOR
Figure 1— General Arrangement of Air Conditioning Units

CA B A N D BODY M O U N T IN G S 1-55
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Check - com pressor If ice is blocking evaporator, adjust Adjust to normal

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discharge pressure. suction throttling valve. If cooling evaporator pressure.

remains low, follow diagnosis under If unable to adjust-
"Norm al Evaporator P ressu re.” If
valve does not respond to adjust
COMPRESSOR HIGH
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ment, hoses to and from valve and

DISCHARGE PRESSURE
suction hose may be restricted or
Check fo r air in system, excess valve may be defective.
refrigerant, restriction in con
denser refrigerant tubes or air
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fins. See Note "B ."
RESPONDS TO NO RESPONSE
COMPRESSOR LOW
ADJUSTMENT TO ADJUSTMENT
DISCHARGE PRESSURE
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Check for low refrigerant, restric Repair o r replace suc

tion in liquid line, plugged o r de tion throttling valve.
fective expansion valve, o r defective
com pressor o r suction throttling
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valve. See Note " C ."

NORM AL HIGH
EVAPORATOR PRESSURE EVAPORATOR PRESSURE
If cooling remains low after Check installation of capillary

p ressure is normal, check bulb. If bulb is secured properly
COMPRESSOR NO R M AL the discharge pressure. and pressure is high, remove
DISCHARGE PRESSURE bulb from pipe. See Note ”D ."
Check for proper seal around

evaporator core and tem per EVAPORATOR PRESSURE EVAPORATOR PRESSURE
ature door. REMAINS THE SAME INCREASES
Valve is stuck open and too much re frig Check for clutch slippage,
erant is entering evaporator. Replace belt slippage and listen
expansion valve. See Note " E ." for unusual noises.

INSUFFICIENT COOLING DIAGNOSIS CHART NOTES

(Used in Conjunction With Chart on Opposite Page)
NOTE “A ” as a possibility of a restriction in the high pres

sure side of the refrigeration system. The system
Suction throttling valve piston sticking; if stuck will have high pressure control more frequently
closed, no cooling due to lack of flow of refriger under this condition.
ant through the evaporator core; if stuck open no
controlled cooling and cab may get too cold - evap Install gauge set and bleed off refrigerant from
orator may freeze. Replace valve. compressor suction and discharge side for 20 sec
onds. After 20 seconds close valves and recheck
NOTE “B” operating pressures. Repeat until discharge pres
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sure is normal. Check sight glass; if bubbles ap
System with excess discharge pressure should be pear it indicates that air was in system. Charge
slowly depressurized at the receiver-dehydrator with refrigerant as follows: 2000 engine rpm,
inlet connection, observing the behavior of the high "OUTSIDE" air, "HI” blower and maximum cooling.
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pressure gauge indicator. Add refrigerant until sight glass clears, then add
1 pound additional.
1. If discharge pressure drops rapidly, it in
dicates air (with the possibility of moisture) in the NOTE “C”
y.
system. When pressure drop levels but still indi
cates in excess of specifications shown in the Check for presence of bubbles or foam. If bubbles
OPERATIONAL TEST DATA CHART, slowly bleed or foam is noted, charge with refrigerant as fo l
system until bubbles appear in the sight glass and
stop. Add refrigerant until bubbles clear, then add
one (1) pound of refrigerant. Recheck operational
pressures. If discharge pressure still remains
above specifications and the suction pressure is
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lows: 2000 engine rpm, "OUTSIDE" air, "HI"
blower and Maximum Cooling. Add refrigerant
until sight glass clears, then add an additional 1
pound.
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slightly above normal, then a restriction exists in NOTE: It is not unusual for bubbling to occur on
the high pressure side of the system. minimum cooling and "L O " blower in mildweather
even with a fully charged system.
2. If discharge pressure drops slowly, it in
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dicates excessive refrigerant. If pressure drops to NOTE “D”

specifications and sight glass remains clear, stop
depressurizing and recheck operational pressures. Remove insulation and inspect for clearance be
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If pressures are satisfactory, depressurize until tween tube and bulb. If gap exists, move bulb to
bubbles appear in the sight glass, stop depressur establish contact, reclamp and reinsulate.
izing, then add one (1) pound of refrigerant. Re
check operational pressures. NOTE “E”
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3. If discharge pressure remains high after Remove expansion valve and inspect internal screen
depressurizing the system, continue depressuriz for foreign objects. If present, there is a possi
as
ing until bubbles appear in the sight glass. If suc bility seat is being held open. Install new expan
tion pressures also remain high, then the suction sion valve; if condition is corrected, discard the
throttling valve may require adjustment, as well valve removed.
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3. A liquid refrigerant receiver and dehydra- below the evaporator coil.

tor unit mounted to right rear side of radiator 3. The suction throttling valve (S.T.V.) is
shell. mounted at top of above mentioned housing and is
accessible after opening the dash compartment
THE COOLING UNITS door.
Consist of:
THE AIR CIRCULATION SYSTEM
1. An evaporator coil located under right side The air flow through evaporator coil and heat
of dash in an enclosed housing assembly. er core is forced by a single blower and motor
2. A refrigerant expansion valve, also located unit mounted at left side of dash unit. Motor is
in above mentioned housing. Valve is mounted just controlled by dash switches.

OPERATING INSTRUCTIONS
NOTE: Before starting truck engine, make NOTE: For rapid cool-down, place blower con
sure "AIR COND." lever is in "O FF" position to trol switch lever to "HIGH-SPEED" position.
lessen the load on battery during starting. Also open windows for a minute or two to expel
warm air from cab.
1. With engine running: 2. After desired temperature in cab is obtained,
•Place "AIR COND." control lever to "ON.” move "A IR " lever to "NORMAL" position, which
NOTE: Blower motor will automatically operate will generally provide an ideal mixture of both
at low speed. recirculated air and outside air for maximum
•Place "A IR ” control lever to "A/C." comfort.
•Select blower speed. 3. If desired, the "TEMP, lever can also be moved
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to any degree towards the "HOT” position, to
provide maximum comfort by cooling, dehumid-
ifying, then re-heating the air flowing through
the system.
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NOTE: For heating only, leave "AIR COND."
lever in "O F F" position and move "A IR " lever to
"OUTSIDE," then operate system as described
.
on following page.
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NOTE
The air flow direction from any one
ra of the dash outlets can be controlled by
positioning of outlet inner deflector. The
inner deflector can also be oscillated to
completely close the outlet if desired. To
close off any one of the outlets will in
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crease the flow from remaining open out
lets. The small outlet door at base of dis
tributor duct can be opened if desired by
Figure 2 — Air Conditioning Control Switch: pulling downward on door tab.
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OPERATING HEATING SYSTEM ONLY "A IR " knob controls flow of outside air through
A ll four control knobs are in "O F F" position the heater unit. Place knob in extreme right posi
when placed to extreme left side of control panel. tion for heating only.
"DEFROST" knob controls flow of air to the
HEATER FAN SPEED is controlled by moving
windshield defroster ducts. With knob all the way
blower switch lever from left to right positions;
to the right, entire heater output is diverted to the
OFF - LOW SPEED - MEDIUM SPEED - and HIGH
defroster ducts for defrosting.
SPEED.
"TEM P." knob sets the air temperature door
in desired position. As knob is moved to right of For warm weather ventilation less air condi
panel, the air leaving the system is increased. tioning, place "AIR COND." lever, "DEFROST"
Knob can be set at any position to maintain desired and "TEM P." control knobs in extreme left posi
temperature. To direct additional air flow towards tions, move "A IR " knob to extreme right position,
passenger's side of cab, a small door at base of then place fan switch lever to desired speed posi
the blower distributor duct, under the dash, can tion. Ventilation will be directed through heater
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be pulled downward. outlets and not A/C outlets.
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VENTILATION
W A R N IN G -C A R B O N M O N O X ID E
y.
Keep cowl vent air intakes closed when operating in congested
traffic to prevent deadly exhaust gases from entering cab.
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Exhaust gases may have strong odors which normally should give
warning of their presence. However, the exhaust gases from some
vehicles may not be so noticeable under certain conditions and the
senses of people react differently. Exhaust gases contain a percentage
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of carbon monoxide which is poisonous gas that, by itself, is tasteless,
colorless and odorless.
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Figure 4— Air Conditioning Wiring Diagram

SYSTEM OPERATION
Contents of This Sub-Section are as Follows:
Subject Page No.

General Operation .................................................................. 1-59
Fundamental Principles of R e fr ig e r a t io n .............................. 1-59
R e fr ig e r a n t.............................................................................. 1-60
Refrigerant Circulation ................................. ....................... 1-61
A ir C irc u la tio n ........................................................................ 1-62
Operation of Individual U n it s ................................................... 1-62
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GENERAL OPERATION FUNDAMENTAL PRINCIPLES OF
REFRIGERATION
Some controls and units used with the air con
ditioning system are common to the heating sys The principle of operation of the refrigeration
tem. These controls and units are: Control switches, system is based on a few simple laws of physics
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heater core, air intake and distribution ducts. which are stated informally as follows:
The heating and cooling systems operate in 1. Temperature is a measurement of the in
dependently of each other, except under certain tensity of heat.
ry
conditions of cooling system operation when there 2. Heat is a form of energy. When heat is
is an overlapping operation of both systems as added to a substance, it usually is noticed by an
explained previously under "Operating Instructions." ra increase in temperature. For example, in order
to raise the temperature of water from 35°F. to
NOTE 100°F., it is necessary to add a certain amount of
heat.
Follow the "Heating and Air Con
lib
3. When an object cools, it does not absorb
ditioning Wiring Diagram" (fig. 4), for
cold, but rather it loses heat to a colder object or
electrical circuits and connections.
substance nearby. When a bottle containing warm
liquid is placed on a cake of ice, the ice will melt
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R E F R IG E R A N T -1 2 and the bottle and its contents will become cool.

P R E SSU R E -T E M P E R A T U R E R E L A T IO N S H IP Heat from the bottle and its contents is lost to the
The table below indicates the pressure of ice.
Refrigerant-12 at various temperatures. For 4. When a liquid boils, turning to vapor, it
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instance, a drum of R efrigeran t at a tem p er

ature of 80°F. w ill have a pressure of 84.1
absorbs a great amount of heat. For instance,
psi. If it is heated to 125°F. the pressure w ill water boiling on a stove is absorbing a great
increase to 167.5 psi. It also can be used con amount of heat from the burner as it is changing
v ers e ly to determine the temperature at which to the vapor commonly called steam. Boiling is a
i
R efrige ra n t-12 boils under various pressures.

rapid form of evaporation.
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F or example, at a pressure of 30.1 psi, R e

frigeran t boils at 32 F. When a liquid boils, it absorbs heat without
TEMP. (°F.) PRESSURE (PSIG) TEMP. (°F.) PRESSURE (PSIG) changing temperature. For example, when heat is
added to water at sea level, as when heating on a
-21.7 0 (atmospheric 55 52.0
stove, the temperature of the water will rise until
a
pressure) 60 57.7
-20 2.4 65 63.7 it reaches 212°F. If the water remains on the hot
-10 4.5 70 70.1 stove, it will boil, but the temperature will remain
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- 5 6.8 75 76.9
9.2 80 84.1 at 212°F. The heat being absorbed by the water is
0
5 11.8 85 91.7 changing it to steam rather than raising the temp
10 14.7 90 99.6 erature.
15 17.7 95 108.1
100 116.9
Refrigerant-12 used in air conditioning sys
20 21.1
25 24.6 105 126.2 tem boils at 21.7°F., below zero. Thus, if it were
30 28.5 110 136.0 exposed to the air at normal room temperature, it
32 30.1 115 146.5
157.1
would absorb heat from surrounding air and boil,
35 32.6 120
40 37.0 125 167.5 immediately changing to a vapor.
45 41.7 130 179.0 5. When heat is removed from water vapor,
50 46.7 140 294.5
it will condense back into a liquid. For example,
the steam caused by boiling water on a stove will
Figure 5-Pressure-Temperature Chart condense into water on the underside of the cover.

This is due to the fact that the cover is not as hot evaporates and cools so rapidly it will cause an
as the steam. The cover, therefore, takes heat injury similar to frostbite.
from the steam, condensing it back to water.
6. The temperature at which substances will PROCUREMENT
boil or condense is affected by pressure. Refer to Refrigerant is generally shipped and stored
"Pressure Temperature Chart" (fig. 5). If the in 25-lb. drums and 15-oz. cans.
pressure is increased, the liquid will not boil until It will be impossible to draw all the re frig er
a higher temperature is reached. Thus, we can ant out of the drum. The use of warm water when
prevent refrigerant from boiling if it is kept under charging the system will assure the extraction of
high pressure. If this high pressure is suddenly a maximum amount of refrigerant from the drum.
released, refrigerant will immediately boil. This Be sure to follow the instructions under "Charging
has been demonstrated on modern vehicles with The System" explained later.
pressure cooling systems.
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NOTE: Approximately 3-1/4 pounds of re frig
When the pressure of a vapor is increased,
erant is required in system.
the temperature at which it will condense is also
raised. Steam condenses below 212°F., if heat is
PRECAUTIONS IN HANDLING REFRIGERANT
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removed from it, but it can be made to condense
1. Do not leave container of refrigerant un
at higher temperature by increasing the pressure.
capped.
7. Compressing a vapor increases its temp
2. Do not subject container to high temper
erature. For example, when pumping air into a
ature.
y.
tire with hand pump, the pump will become warm
due to the heating of the air as it is compressed. 3. Do not weld or steam clean on or near
system.
8. When a liquid is heated until it is converted
4. Do not fill drum (when used) completely.
to a gas, then this gas is heated additionally with
out changing pressure, the gas is said to be super
heated. For instance, in the evaporator refrigerant
absorbs heat and boils at a constant temperature
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and pressure until it has been completely vapor
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flame is exposed.
6. Do not expose eyes to liquid.
All refrigerant drums are shipped with a

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ized, and it continues to absorb heat from the warm
heavy metal screw cap. The purpose of the cap is
air passing over the evaporator without any in
to protect the valve and safety plug from damage.
crease in pressure. Since this heat is no longer
It is good practice to replace the cap after each
being used to convert the refrigerant from a liquid
use of the drum for the same reason. If the drum
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to a gas, it will now cause the temperature of the

is exposed to the radiant heat from the sun, the
refrigerant to rise. The refrigerant is then super
heated. resultant increase in pressure may cause the
safety plug to release or the drum to burst.
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REFRIGERANT For the same reason, the refrigerant container

should never be subjected to excessive temper
The refrigerants used are commonly known ature when charging a system. The refrigerant
by their trade name of Freon-12, Ucon-12,orGene- drum (when used) should be heated for charging
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tron-12. Regardless of brand, refrigerant-12 must purposes by placing in 125 F., water. Never heat
be used. The chemical name of refrigerant-12 is above 125°F., or use blowtorch, radiator, or stove
as
dichlorodifluoromethane (CCL 2 F 2 ). to heat the drum.

Welding or steam cleaning on or near any of
REFRIGERANT CHARACTERISTICS the refrigerant lines or components of the air con
Refrigerant exists as a gas at atmospheric ditioning system could build up dangerous and
pressure and must be held under pressure to re damaging pressures in the system.
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main liquid. At ordinary temperatures, it will exist If a small drum is ever filled from a large
as a liquid under a pressure of about 75 pounds one, never fill the drum completely. Space should
per square inch. always be allowed above the liquid for expansion.
Refrigerant has very little odor, but in large Weighing drums before and during the transfer
concentrations a distinct odor may be detected. It will determine fullness of drums.
is colorless in both its liquid and gaseous states. Discharging large quantities of refrigerant
Refrigerant is nonpoisonous, nonflammable, into a room can usually be done safely as the vapor
and nonexplosive. It is noncorrosive to any of the would produce no ill effects. However, this should
ordinary metals. not be done if the area contains a flame-producing
Goggles should be worn whenever there is the device such as a gas heater. While refrigerant
slightest possibility of refrigerant coming in con normally is nonpoisonous, heavy concentrations
tact with the face or eyes, because refrigerant of it in contact with a live flame will produce a

SPECIAL GAUGE
SUCTION LOW
VALVE
THROTTLING VALVE PRESSURE HOSE
(LOW PRESSURE)
CONDENSER
REMOTE BULB AND

TUBING COWL
SIGHT GLASS
HIGH
PRESSURE HOSE
LOW PRESSURE
SERVICE GAUGE VALVE
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EQUALIZER LINE COMPRESSOR
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EVAPORATOR
RECEIVER-DEHYDRATOR
EXPANSION VALVE
HIGH PRESSURE
SERVICE GAUGE VALVE
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HIGH PRESSURE LOW PRESSURE HIGH PRESSURE HOSE
REFRIGERANT REFRIGERANT
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Figure 6— Schematic of Refrigerant Cycle
poisonous gas. The same gas will attack all bright refrigerating system is as follows:
metal surfaces. 1. Refrigerant in its gaseous state is drawn
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into the compressor where it is compressed and

DO NOT EXPOSE EYES TO REFRIGERANT discharged into the condenser.
One of the most important precautions is pro 2. As the heated gas circulates through the
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tection of the eyes when handling refrigerant. Any condenser coils, it is cooled by air being forced
liquid refrigerant which may accidentally escape through the condenser by an engine cooling fan. The
is approximately 21.7°F., below zero. If any re combined effects of the decreased temperature and
frigerant comes in contact with the eyes, serious increasing pressure cause the gas to condense
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injury could result. Always wear goggles to pro (liquify).

tect the eyes when handling refrigerant. 3. The liquid refrigerant is then forced from
condenser into the liquid receiver.
s
If refrigerant should come in contact with the

4. By its own pressure, liquid refrigerant is
eyes:
forced from liquid receiver-dehydrator through
as
1. DO NOT rub the eyes. Splash the eyes with cold the expansion valve and into the evaporator.
water to gradually get the temperature above 5. In the evaporator, where the pressure is
the freezing point. reduced, the liquid refrigerant evaporates, or
2. Apply a protective film of an antiseptic oil over changes into its gaseous state. As the liquid evap
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the eye-ball to reduce the possibility of infection. orates, heat is absorbed from the air passing
3. Consult a doctor or an eye specialist immed through the evaporator coils, thus the air is cooled.
iately. 6. Flow of refrigerant into the evaporator is
regulated by the expansion valve. The expansion
Should liquid refrigerant come in contact with
valve is actually a pressure reducing valve which
the skin, the injury should be treated the same as
serves two purposes:
though the skin had been frostbitten or frozen.
a. It maintains pressure on the liquid line.
b. It admits only the required amount of liquid
REFRIGERANT CIRCULATION refrigerant into the evaporator, this requirement
being determined by the temperature of the gaseous
Refrigerant control units and piping is illus refrigerant at the evaporator outlet.
trated in figures 1 and 6. A complete cycle of the 7. The low pressure refrigerant gas passes

from the evaporator through the suction throttling

valve, then back through the suction line to com
pressor thus completing the cycle.
POWER ELEMENT
AIR CIRCULATION
Air circulation is common to both the heating DIAPH RAGM
and air conditioning systems. For detailed des
cription of air circulation in vehicle, refer to SCREEN
"Operating Instructions" explained previously.
OPERATION OF INDIVIDUAL UNITS

FROM
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Figures 1 and 6 illustrate the location of the
RECEIVER-DEHYDRATOR
A ir Conditioning (and Heating) System units. Each
of the units in the air conditioning system is des
cribed following:
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VALVE BODY
AIR OUTLETS
Refrigerated air enters the interior of the cab TO EVAPORATOR
through four outlets below the instrument panel EQUALIZER LINE T-31 18
.
(fig. 3).
ry
A ir outlets can be individually controlled to
provide a comfortable air flow in any direction de
sired by the occupants. ra Figure 7— Expansion Valve
EXPANSION VALVE ant to enter the evaporator, thus increasing the

The expansion valve (fig. 7) consists of a cap cooling.
illary bulb and tube which is connected to an oper The equalizer line joining the suction throttling
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ating diaphragm (which is sealed within the valve valve with the area behind the operating diaphragm
itself) and an equalizer line which connects the acts with the capillary to measure superheat.
valve and the low pressure return line. It is the temperature of the air passing over
The purpose of the expansion valve is to reg the evaporator core that determines the amount of
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ulate the flow of liquid refrigerant into the evap refrigerant that will enter and pass through the
orator automatically in accordance to the require evaporator. When the air is very warm, the heat
ments of the evaporator. transfer from the air to the refrigerant is great
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The valve is the dividing point in the system and a greater quantity of refrigerant is required to
between high pressure liquid refrigerant supplied cool the air and to achieve the proper superheat on
from the receiver-dehydrator and relatively low the refrigerant gas leaving the evaporator. When the
pressure liquid and gaseous refrigerant in the air passing over the evaporator is cool, the heat
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evaporator. It is so designed that the temperature transfer is small and a lesser quantity of re frig
of the refrigerant at the evaporator outlet must erant is required to cool the air and to achieve the
have 10.6 F., of super heat before more re frig er proper superheat on the refrigerant gas leaving
as
ant is allowed to enter the evaporator. Superheat the evaporator.

is an increase in temperature of the gaseous re Since the evaporator outlet pressure is propor
frigerant above the temperature at which the re tionate to the amount of heat (superheat) picked up
frigerant vaporizes. by the refrigerant gas in passing through the evap
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A capillary tube filled with carbon dioxide and orator, it can be seen that adjusting spring tension
the equalizer line provide the temperature regu which works against capillary pressure and equal
lation of the expansion valve. This capillary tube izer line pressure controls the volume of re frig
is fastened to the low pressure refrigerant pipe erant entering the evaporator as signaled by the
coming out of the evaporator so that it communi temperature and pressure in the evaporator outlet
cates the temperature of the refrigerant at this pipe.
point to the expansion valve. If the superheat at the When the air conditioning system has not been
outlet decreases below 10.6°F., the expansion valve operating, all pressures within the expansion valve
w ill automatically reduce the amount of ref rigerant assembly will have equalized at the ambient (sur
entering the evaporator, thus reducing the amount rounding air) temperature, thus the pressure above
of cooling. If the superheat increases, the expan and below the operating diaphragm and at the inlet
sion valve will automatically allow more refriger- and outlet side of the valve will be equal (fig. 7).

(Pressure under the diaphragm is evaporator pres completely vaporize and then warm (superheat)
sure. It reaches this area by means of clearance 10.6°F.
around the operating pins in the valve body which If the temperature differential begins to go
connects the area under the diaphragm with the below 10.6 F. (outlet pipe becomes too cold), car
evaporator pressure area.) While pressures in the bon dioxide pressure in the capillary tube and area
expansion valve are almost equal, the addition of above the diaphragm decreases, allowing the valve
the valve adjusting spring pressure behind the adjusting spring to move the needle valve toward
valve w ill hold the valve over to close the valve its seat, closing off the flow of refrigerant past the
orifice. needle valve.
When the air conditioning system first begins If the temperature differential begins to go
to operate, the compressor will immediately begin above 10.6°F. (outlet pipe too warm), the pressure
to draw refrigerant from the evaporator, lowering in the capillary tube and area above the operating
the pressure in the evaporator and in the area diaphragm will increase, pushing this diaphragm
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under the operating diaphragm. As the pressure in against the operating pins to open the needle valve
this area decreases, the pressure above the dia further, admitting more refrigerant to the evap
phragm exerted by the carbon dioxide in the capil orator.
lary tube will overcome spring pressure and push
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the diaphragm against the operating pins, which in EVAPORATOR
turn will force the needle valve off its seat. The evaporator is actually the device which
cools and dehumidifies the air before it enters the
Refrigerant will then pass through the expan
cab. High pressure liquid refrigerant flows through
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sion valve into the evaporator where it will boil at
the valve orifice in the expansion valve into the
a temperature corresponding to the pressure in the
low pressure area of the evaporator. This regu
evaporator. This will begin cooling the air passing
lated flow of refrigerant boils immediately. Heat
the evaporator outlet pipe.
As the evaporator outlet pipe cools, the pres
sure of the carbon dioxide in the capillary tube
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over the evaporator, and, also it will begin to cool
from the core surface is lost to the boiling and
vaporizing refrigerant, which is cooler than the
core, thereby cooling the core. The heat in the air
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passing over the evaporator loses its heat to the
(contacting this outlet pipe) decreases, exerting
cooler surface of the core, thereby cooling the air.
less force on the operating diaphragm.
As the process of heat loss from the air to the
The valve adjusting spring is calibrated so that evaporator core surface is taking place, any mois
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the pressure of the refrigerant in the evaporator, ture (humidity) in the air condenses on the outside
plus the spring force, will equal the force above surface of the evaporator core and is drained off as
the operating diaphragm when the temperature of water.
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the refrigerant in the evaporator outlet is 10.6 F.,

Since Refrigerant-12 will boil at 21.7°F., be
above the temperature of the refrigerant entering low zero at atmospheric pressure and water freezes
the evaporator. In other words, the refrigerant
at 32°F., it becomes obvious that the temperature
should remain in the evaporator long enough to
in the evaporator must be controlled so that the
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water collecting on the core surface will not freeze

LEVER HELPER in the fins of the core and block off the air pass
s
SPRINGS ages. In order to control the temperature, it is

ADJUSTING FROM
necessary to control pressure inside the evapor
PIN NUT ADJUSTING EVAPORATOR
as
SCREW ator and this is done by the suction throttling valve.

PISTON \
To obtain maximum cooling the refrigerant
must remain in the core long enough to completely
vaporize and then superheat a minimum of 10.6°F.
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If too much or too little refrigerant is present in

the core, then maximum cooling efficiency is lost!
ADJUSTING An expansion valve in conjunction with the suction
PIN , throttling valve is used to provide this necessary
CONTROL / INNER refrigerant and pressure control.
LEVER / SPRING DIAPHRAGM
ASSEMBLY OUTER SUCTION THROTTLING VALVE
TO COMPRESSOR
SPRING T -33 10 The main function of the Suction Throttling
Valve (fig. 8) is to maintain the evaporator pres
sure at a pressure sufficiently high to avoid freez
ing of moisture on the evaporator core and at the
Figure 8— Suction Throttling Valve same time provide maximum cooling efficiency.

d ic t ^ ik i AAAINSH AFT FpnM T

O - R IN G SE A L P IS T O N THRUST DRIVE BALL S U C T IO N D |SCH A RG E SH A FT PULLEY
B E A R IN G REED V A L V E PLATE SEA L B E A R IN G
BALL'
SH O E
' \ \ V \ \ W \ W V ,V Y , \ *
OIL PU M P
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ry
REAR H E A D I -
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ARMATURE
M A IN S H A F T M A IN S H A F T PLATE
REAR
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D IS C H A R G E S U C T IO N PICK-UP
iv . N - u r REAR SW ASH FR ONT
------ iFR ON
ix w i ' oT LCLUTCH
L U IL .M I A N D nHUB
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V A L V E PLATE REED TUBE B E A R IN G PLATE B E A R IN G H EAD C O IL PULLEY ASSEM BLY

T - 3 1 19
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Figure 9 — Refrigerant Compressor

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The opposing forces, spring pressure and at means of a cable operated from the instrument
mospheric pressure on the one side of the valve panel to the lever arm on the valve. When reduced
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diaphragm and evaporator pressure on the opposite load conditions require elevated control pressures,
side of the diaphragm constitute a balanced valve the lever arm actuates the inner spring assembly
and control its operation. causing the piston to throttle in a closing direction.
ss
When the evaporator pressure rises above the This results in a higher evaporation pressure and
manual spring setting, this increase in evaporator the desired increase in discharge air temperature.
pressure is exerted against the valve piston and
through the bleed holes in the piston to the under COMPRESSOR
a
side of the diaphragm. The pressures under the The compressor is of basic double-action
diaphragm overcome the spring pressure causing piston design. Three horizontal double acting
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the valve piston to move in an opening direction. pistons make up a six-cylinder compressor, and
As the piston opens, it reaches a balanced position are mounted axially around the compressor shaft
and the evaporator pressure returns to its original to operate in a front and rear cylinder assembly.
setting (23-24 p.s.i.g.). These pistons operate in a 1-1/2" bore, have a
When the evaporator pressure drops below the 1-3/16" stroke and are actuated by a swash plate
predetermined setting, the spring pressure over pressed on the compressor crankshaft (see fig. 9).
comes the opposing evaporator pressure and forces Reed-type suction and discharge valves are
the piston in a closing direction until the predeter mounted in valve plates between the cylinder as
mined pressure setting is maintained (23-24 p.s.i.g.) sembly and the head at each end of the compressor.
The minimum operating pressure of the suction The heads are connected with each other by gas-
throttling valve is pre-set by an adjustment screw. tight passage ways which direct refrigerant gas to
Maximum operating pressure may be obtained by a common output.

When the "AIR COND."knob is placed to "O FF,"

the electrical circuit to the compressor clutch is
opened and the magnetic pull on the clutch no long
er exists. The armature plate to driven ring ac
tuating springs will then pull the armature plate
away from the pulley and the plate loses contact
with the pulley.
A gauge fitting containing a Schrader valve is
located in both the discharge and suction passage
to permit pressure gauge readings.
CONDENSER
The condenser is similar to the ordinary rad
om
iator but is designed to withstand much higher
pressures. It is made up of tubes which carry the
refrigerant and cooling fins which provide rapid
transfer of heat.
The condenser is located in front of the engine
cooling system radiator so that it receives a high
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volume of air from the movement of the vehicle
and from the engine fan. Air passing over the con
denser cools the hot high pressure refrigerant gas,
ry
causing it to condense into high pressure liquid
refrigerant.
Figure 10-Receiver-Dehydrator
ra RECEIVER-DEHYDRATOR
ASSEMBLY
The compressor mainshaft is driven by the
pulley when the clutch coil is energized. It extends The receiver-dehydrator assembly is mounted
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through the compressor front head, to the com vertically along the right rear side of the radiator
pressor rear head and drives the oil pump in the support.
rear head pump cavities. The purpose of the receiver part of this sys
The compressor is fitted with a high pressure tem is to insure a solid column of liquid re frig
ar
relief valve. If the discharge pressure ever ex erant to the expansion valve at all times, provided
ceeds approximately 440 psi, the relief valve opens the system is properly charged.
automatically to relieve the pressure and closes The liquid indicator (many times referred to
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again when the pressure recedes. as a sight glass) is in the refrigeration system as
The pulley assembly contains an electrically an aid to diagnosis (see fig. 10). The appearance of
controlled magnetic clutch, permitting the com bubbles or foam beneath the sight glass (liquid in
pressor to operate only when air conditioning is dicator) above 70°F., ambient indicates air or a
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desired. partial discharge of refrigerant in the system. A

The clutch actuating coil is molded into the solid liquid column as seen in the sight glass is
coil housing with a potted epoxy resin; therefore, difficult to tell from one that has no refrigerant in
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the coil and housing are replaceable only as a com the system at all. Two ways to establish whether
plete assembly. The coil has 3.85 ohms resistance the system is properly charged or empty are to
at 80°F. (surrounding temperature) and should not feel the suction pipe in the suction throttling valve
demand more than 3.2 amperes of 12 V.D.C. or to disconnect the compressor clutch while ob
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serving the sight glass. If the system has the proper

Compressor Operation refrigerant charge, the suction line at the suction
When the "AIR COND."lever is placed in "ON,” throttling valve will be cool. Also, the refrigerant
the electrical circuit to the compressor clutch column in the sight glass will be seen to collapse
closes. soon after the clutch has been disconnected. Foam
Current flowing through the coil creates a may be noted in the sight glass below 70 F., even
magnetic force which flows through the pulley to when the system is free of air and properly charg
draw the armature plate (forward of the pulley as ed. Details of these conditions are in the "Insuf
sembly) rearward toward the pulley. As the arm ficient Cooling Diagnosis Chart," page 76.
ature plate moves toward the pulley, it contacts Liquid refrigerant from the condenser enters
the pulley shaft face (which rotates freely about the receiver to flow into the upper portion of the
the compressor shaft). receiver which contains desiccant confined in a

white felt bag that is not attached to anything but any moisture that might be present in the system
merely rests on the baffle in the lower portion of after assembly. The screens trap any foreign ma
the receiver. As the refrigerant flows through an terial which may enter the system during assembly.
opening in the lower portion of the receiver, it is These features of the assembly prevent obstruc
also filtered through a 100 mesh screen attached tion to the valves or damage to the compressor.
to a baffle at the bottom of the receiver. NOTE: Markings on top of the receiver show
The desiccant in this assembly is to absorb the proper inlet and outlet fitting connections.
ON-VEHICLE SERVICE
Contents of this Sub-Section are as follows:
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Subject Page No.
Periodic Service ............................................................................. 1-66
Precautionary Service M e a s u r e s ...................................................... 1-66
Performance Testing ....................................................................... 1-67
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Depressurizing the S y s t e m .............................................................. 1-70
Evacuating the System .................................................................... 1-70
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Charging the System ....................................................................... 1-72
Adding Refrigerant (Small Amount) ................................................ 1-74
Checking Compressor Oil Level and Adding O i l .............................. 1-75
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Checking for L e a k s ........................................................................... 1-76
Replacing Compressor .................................................................... 1-77
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Servicing Seals and Hoses ...............................................................
Condenser Assembly R ep lacem en t...................................................
Receiver-Dehydrator Assembly R ep la c em en t.................................
1-79
1-79
1-79
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Expansion Valve Replacement ......................................................... 1-80
Suction Throttling Valve Replacement ............................................. 1-80
Evaporator and Heater Core, Assembly R ep lacem en t..................... 1-80
Collision Service ............................................................................. 1-80
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Blower Motor R ep lacem en t............................................................... 1-81
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PERIODIC SERVICE The major reasons behind these measures are

(60 Days or 6000 Miles whichever occurs first) for safety and to prevent dirt and moisture from
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getting into the system. Dirt contaminant is apt to

1. Check front of condenser for an accumula cause leaky valves or wear in the compressor, and
tion of dirt, such as leaves, bugs, dirt, etc. Also moisture will freeze into ice at the expansion valve
check to see that the space between the condenser and freeze the valve stem.
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and radiador is also free of this material.

2. Inspect compressor drive belt. Check and PRE-ASSEMBLY
adjust tension to 100 to 105 lbs. on belt tension 1. All sub-assemblies are shipped, sealed and
as
gauge. Adjust new belt tension to 130 to 140 lbs. dehydrated. They are to remain sealed until just
3. Operate system and check for correct oper prior to making connections.
ation in all control positions. 2. All sub-assemblies should be at room
4. Check for refrigerant leaks and observe temperature before uncapping. (This prevents con
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refrigerant passing through the sight glass with densation of moisture from the air that enters into
system operating to see if there is any evidence of the system.)
bubbles (above 70°F. ambient).
3. If, for any reason the caps are removed,
but the connections are not made, then the tubes
PRECAUTIONARY SERVICE
and other parts should not remain unsealed for
MEASURES more than 15 minutes. Reseal connections if period
is to be longer. This applies particularly to par
Before any service is attempted which requires
tially built-up systems that will be left overnight.
the opening of refrigeration pipes or units, the
person doing the work should be thoroughly familiar 4. Compressors are shipped with 10 - 11 oz.
with "General Information" on refrigeration serv of Frigidaire-525 Viscosity Oil and charged with
ice. a mixture of Refrigerant-12 and dry nitrogen to

TEST R EAD IN G S
A m b i e n t A i r in D e g r e e s F . ( I n A u x i l i a r y
70 80 90 100 110
Fa n A i r Blast 2" A h e a d of C o n dense r).
A ir Q uality Arid H u m id Arid H u m id Arid H u m id Arid Hu m id Arid H u m id
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A ve ra g e C om p re ssor Head
Pressure— PSI 125/155 150/180 160/190 180/210 197/227 213/243 225/255 250/280 270/300 290/320
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A v e r a g e Suctio n T h r o ttlin g V a lv e
Pressure-PSI 20/23 21/24 20/23 22/25 21/24 25/28 24/27 29/32 28/31 36/39
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C e n te r O u tle t T e m p e ra tu re Degree F. 41/44 48/52 44/48 53/57 48/52 58/62 52/57 62/68 58/65 68/75
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S h o w n in t h e a b o v e t a b l e a r e t h e a v e r a g e r e a d i n g s e x p e c t e d in a r i d o r d r y a i r , a n d in h u m i d o r m o i s t a i r w i t h m a x i m u m a l l o w a b l e t o l e r a n c e
shown.
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H u m i d a i r is c o n s i d e r e d 2 0 — 9 0 % R . H . N o z z l e
A r i d a i r is c o n s i d e r e d 5— 2 0 % R .H . N o zzle
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Figure 11 — O p e ratio n al Test D a ta Chart

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provide an internal pressure at slightly above been connected. This is necessary to insure opti
atmospheric pressure. mum dehydration and maximum moisture protec
tion of the refrigeration system.
ASSEMBLY
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1. All precautions should be taken to prevent CAUTION - LIQUID INDICATOR (SIGHT GLASS)
damage to fittings or connections. Even minute Under normal conditions, the receiver-dehy-
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damage to a connection could cause it to leak. drator will show clear with about 3 pounds of re
2. Any fittings getting grease or dirt on them frigerant in the system. However, the air condi
should be wiped clean with a cloth dampened with tioner will not produce its best performance until
as
alcohol. Do not use chlorinated solvents such as 3-1/4 pounds of refrigerant are in the system. Do
trichloroethylene for a cleaning agent, as they are not overcharge with refrigerant, as this will result
contaminants. If dirt, grease or moisture gets in in extremely high head pressures and the com
side the hoses and cannot be removed, the hose pressor safety valve will "blow."
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should be replaced.
3. Sealing caps should be removed from sub- PERFORMANCE TESTING
assemblies just prior to making connections for
final assembly. In order to determine if an air conditioning
4. Use a small amount of clean refrigeration system is operating properly and efficiently, it must
oil (525 or 1000 viscosity) on all tube and hose be performance tested. The first step to diagnosing
joints, and dip the O-ring gasket (when used) in a system that has been malfunctioning should be a
this oil before assembling the joint, as this oil will complete performance test (see fig. 11).
help in making a leak-proof joint. Correct pressures indicate that the required
5. Do not connect the receiver-dehydrator as charge of refrigerant is in the system and that it
sembly until all other sealed sub-assemblies have is functioning properly.

Testing to determine if the discharge air temp

erature, suction pressure, and discharge pressure
meet the specifications at a particular ambient
condition is called a "Performance Test."
The suction throttling valve is pre-set at the
factory to maintain the minimum and maximum
evaporator core pressure and generally should
never require resetting. If a malfunction in the re
frigerant system due to above or below normal
evaporator core pressures is suspected, check the
following:
1. Restrictions in evaporator core, hoses,
tubes, etc.
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2. Refrigerant leaks.
3. Compressor clutch slippage.
4. Improper drive belt tension.
5. Capillary tube broken or not tight to evap
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orator tube.
6. Expansion valve inoperative.
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7. Suction throttling valve stuck.
The purpose of performing an operational test
is to prove that the air conditioning electrical sys
ry
tem, air system, and refrigeration system are
operating properly and efficiently. Results of the
test are as follows: ra Figure 1 2 — G a u g e H o se C onnection
a. Operation of the air conditioner blower at
at Suction Throttling V a lv e
all speeds and engagement of the compressor clutch
would indicate that the electrical circuits are func
bubbling at the sight glass (above 70°F. ambient).
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tioning properly.
If the system is low on refrigerant, add refriger
b. A clear sight glass would indicate a properly
ant until liquid indicator just shows clear and add
charged refrigeration system.
an additional 1/2-pound of refrigerant.
c. Proper evaporator pressure, as controlled
6. Under the same conditions as in step 5
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by the Suction Throttling Valve would provide prop

above, move "AIR COND" lever to "O F F." This
er "freeze protection" for the evaporator.
should disengage the compressor clutch. If clutch
d. Proper nozzle temperatures would indicate
a system free from warm air leaks. does not disengage, check the clutch control switch
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adjustment.
Check and correct all air and refrigerant leaks
7. Move "AIR COND" lever to "ON” again and
in the air conditioning system as well as operation
of cable-operated air doors. observe clutch engagement action which should be
without slip. If clutch slips, check clutch for proper
Check for proper compressor oil level during
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the repair of refrigerant leaks, before conducting adjustment, short in clutch coil, or leaking com
an operational test. pressor shaft seal.
8. Change blower speed to medium, and to
as
PRELIMINARY CHECKS low, and observe for decreases in air flow.

1. Check compressor belt for proper tension;
if below 100 lbs. (used belt) adjust to 100-105 lbs. FUNCTIONAL TEST
using belt tension gauge. NOTE: This test should not be performed in
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2. Check all refrigeration lines for leaks, direct rays of sun.

kinks, or other restrictions. 1. Connect gauge set high pressure hose to
3. Check outer surfaces of radiator and con outer gauge fitting at rear of compressor and con
denser cores to be sure they are not plugged with nect 30-inch vacuum, 60-psi compound test gauge
dirt, leaves or other foreign material. Be sure to hose to refrigerant fitting at suction throttling
check between the condenser and radiator as well valve (fig. 12).
as the outer surfaces. 2. Locate auxiliary fan (at least 20" in diam
4. Connect engine tachometer. eter) in front of condenser. Leave hood open.
5. Start engine and operate at 2000 rpm with 3. Open both cab doors.
"A IR " lever on "OUTSIDE" and "TEMP" lever set 4. Place a calibrated thermometer in front of
for maximum cooling, and blower on high. After at condenser in auxiliary fan air stream.
least five minutes of engine operation, observe for 5. Place a second calibrated thermometer in

auxiliary fan air stream to measure wet bulb 9. Place transmission lever in "Neutral,"with
temperature. parking brake on.
6. Connect engine tachometer. 10. Start engine and set "A IR " lever at "OUT
7. Open all air outlets below dash. SIDE," "TEMP" lever full left for maximum cooling
8. Locate a calibrated thermometer in center and blower switch at high blower speed.
outlet. Sensing bulb must not touch metal. 11. Set engine speed at 2000 rpm.
CO M PRESSO R
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TO CO N DEN SER
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EVAPORATOR
a
VALVE - F R O M R EC EIVER D E H Y D R A T O R
V A C U U M PU M P
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LO W PRESSU RE H IG H PRESSU RE
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as
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TO SYSTEM TO SYSTEM
S U C T IO N LINE D IS C H A R G E LINE
TO V A C U U M
PUMP, REFRIG ER AN T ,
O R R E F R IG E R A N T OIL
G A U G E HOSE C O N N E C T IO N S AT COM PRESSOR G A U G E SET T-3121-1
Figure J3 — Hook-Up of G auges and Evacuating Pump

12. Allow engine to run for 10 minutes, or until 4. When hissing ceases (indicating all re frig
stabilized. erant has escaped) close valves on manifold gauge
NOTE: If at any time during test,compressor set by turning valve clockwise.
head pressure exceeds 375 psi, discontinue test
and check the following: EVACUATING THE SYSTEM
a. Engine cooling system.
b. Restricted receiver and liquid indicator When the refrigeration system is depressur
assembly. ized and opened for service, some air will enter
c. Air in refrigeration system or overcharge the lines regardless of how quickly the openings
of refrigerant. are capped. In order to remove this air and as
d. Insufficient auxiliary fan air on radiator much as possible of the moisture it contains, the
and condenser. complete system must be "evacuated." Evacuating
13. At the end of this time record the following: is merely the process of removing all air from the
a. Ambient air at condenser. system, thereby creating a vacuum in the system.
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b. Wet bulb temperature in auxiliary fan air CAUTION: Under no circumstances
stream. should alcohol be used in the system in an
c. Compressor head pressure. attempt to remove moisture, regardless
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d. Refrigerant test fitting gauge pressure. of the successful use of alcohol in other
e. Center outlet temperature. refrigeration systems.
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Compare above with system pressures and PREPARATION FOR EVACUATING
temperature Shown on ''Operational Test Data COMPLETE SYSTEM
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Chart" (fig. 11). If not within the limits shown, re 1. Check the low pressure gauge for proper
fer to the "Insufficient Cooling Diagnosis Chart" calibration, with the gauge disconnected from the
for possible cause of sub-standard performance.
Reference should be made in the order listed with
head pressure first, if not within "Operational
Test Data Chart" limits, then check suction throt
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refrigeration system. Be sure that the pointer on
the gauge indicates to the center of "O ." Tap the
gauge a few times lightly to be sure pointer is not
sticking. If necessary, calibrate as follows:
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tling valve inlet pressure and finally center outlet a. Remove the cover from the gauge.
temperature. b. Holding gauge pointer adjusting screw firm
NOTE: For altitude levels at or near sea level, ly with one hand, carefully force pointer in the
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set the suction throttling valve as specified (23 proper direction in the proper amount to position
psig). For higher levels, set valve 1/2 lb. per sq. the pointer through the center of the "O " position.
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in. higher for each 1,000 feet of elevation. Tap gauge a few times to be sure pointer on gauge
14. Remove charging manifold gauge set, test is not sticking. Replace gauge cover.
fitting gauge, and install the fitting caps. 2. If gauge set is not already connected to
compressor fittings, connect as follows (refer to
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DEPRESSURIZING THE SYSTEM fig. 13):

a. Close hand shut-off valves on gauge set by
Any time the system is to be opened, it must turning clockwise.
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first be depressurized. Depressurize the system b. Remove caps from gauge fittings at com
as follows: pressor.
NOTE: Install gauge set to compressor gauge NOTE: To shorten evacuating and charging
as
fittings (fig. 13). time, the valve core in each compressor gauge
1. Remove caps from gauge fittings at com fitting can be unseated using Tool J-22132-01. The
pressor. gauge lines are then connected to the tool fittings.
2. With both valves on the manifold gauge set Turn tool knobs counterclockwise to unseat cores.
c. Attach Schrader valve adapter J-5420 to
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J-5725-02 closed (clockwise), attach manifold hoses

to compressor fittings, using J-5420 Schrader end of hose from suction valve low pressure gauge
valve adapter at the suction gauge fitting and J- and connect this adapter fitted hose to the com
9459 Schrader valve adapter at the discharge gauge pressor suction gauge fitting or to Tool J-22132-01
fitting. (if used).
3. Crack open the high pressure valve on mani d. Attach Schrader valve adapter J-9459 to
fold gauge set to allow slow escape of refrigerant end of hose from compressor gauge and connect
from the system through the manifold gauge set this adapter fitted hose to the discharge gauge fit
and out the center fitting and hose. (Place end of ting or Tool J-22132-01 (if used).
hose in clean container.) If oil drips from the hose 3. Attach a flexible gauge hose to the center
into the container, refrigerant is escaping too fitting of the gauge set and attach the other end of
rapidly. this hose to the vacuum pump J -5428-02 (fig. 13).

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4. The system can now be evacuated. 5. Observe low pressure gauge and operate
vacuum pump until gauge shows 26-28" vacuum.
EVACUATING COMPLETE SYSTEM Continue to run pump for ten additional minutes.
1. Turn hand shut-off valve on low pressure
NOTE: In all evacuating procedures the speci
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gauge of gauge set to the full clockwise (closed)

fication of 26-28 inches of vacuum is used. This
position. evacuation can only be attained ator near sea level.
2. Slowly turn valve on high pressure gauge
For each 1000 feet above sea level where this
as
counterclockwise from the full clockwise position,

operation is being performed, the specification
letting any pressure build-up escape completely.
should be lowered by one inch of mercury vacuum.
Close high pressure valve.
For example: at 5000 feet elevation only 21 to 23
3. Check oil level in vacuum pump (J-5428-02)
inches of vacuum can normally be obtained.
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and add Frigidaire-150 viscosity oil or equivalent,

If vacuum cannot be pulled to the minimum
if necessary, to bring to proper level. Make sure
specification for the respective altitude, it indi
dust cap on discharge side of vacuum pump has
cates a leak in the system, gauge connections or a
been removed.
defective vacuum pump. In this case, it will be
4. Start the vacuum pump and slowly open the
necessary to check for leaks as outlined later, after
low and high pressure sides of the manifold gauge
a small amount of Refrigerant-12 has been added
set to avoid forcing oil out of the refrigeration
to the low side of the system.
system and the pump. Pressure is now being reduc
ed on both sides of the refrigeration system. a. Turn the hand shut-off valves at the low
NOTE: If oil is blown from the vacuum.pump, and high pressure gauge of the gauge set to the
it should be refilled to the proper level with F rig full clockwise position with the vacuum pump oper
idaire-150 viscosity oil or equivalent. ating, then stop pump.

b. Connect flexible line from center fitting of 3. Place refrigerant drum (in pail of water) on
the gauge set to refrigerant container (container scales (bathroom or commercial, preferably com
should be at room temperature). mercial) (fig. 14).
NOTE: It may be necessary to use reducer
CAUTION: Do not turn refrigerant
fitting J-8695-18 if attaching flexible hose to drum-
drum upside down as this would allow
type refrigerant container.
liquid refrigerant to enter compressor
c. Open shut-off valve on container and loosen which may cause damage.
flexible line fitting at center fitting at gauge set so
that refrigerant will purge all air from line. Tighten 4. If line at center gauge fitting has not been
flexible fitting when certain all air has been purged purged of air, loosen line at center fitting on gauge
from line. set and "crack" valve on refrigerant drum to blow
d. Open suction valve on gauge set. This will air from line. Retighten line at center fitting and
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allow refrigerant to pass from the container into record exact weight of refrigerant tank in water
the system. When pressure stops rising, close suc on the scales.
tion valve on gauge set and valve at refrigerant 5. Open valve on refrigerant drum and both
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container (as refrigerant container is at room valves on gauge set to allow refrigerant to flow
temperature, only a small refrigerant charge will into the system. Continue charging until the scales
enter the system). show that 3-1/4 pounds of refrigerant have been
e. Using leak detector J-6084, check all fit transferred from refrigerant drum to the system.
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tings in the system, compressor shaft seal and on
the gauge set for evidence of leakage. When general NOTE: If full charge cannot be attained, close
area of leak has been found with the test torch, a both valves on gauge set, start engine, place "AIR
liquid leak detector may be helpful in locating the COND" lever to "ON," the "A IR " lever to "OUT
exact point of leakage. After leak has been cor
rected, evacuate the system again for 15 to 20
minutes.
ar SIDE," and then place "TEMP" lever to full cold
position. Open low pressure valve on gauge set
slowly and leave open until full charge of 3-1/4
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6. Turn the hand shut-off valves at the low pounds of Refrigerant-12 is taken in.
and high pressure gauge of the gauge set to the full
clockwise position with the vac.uum pump operating, CAUTION: Observe high pressure
then stop pump. Carefully check low pressure gauge gauge while charging with compressor
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to see that vacuum remains constant. If vacuum running. Shut off engine if pressure ex
reduces, it indicates a leak in the system or gauge ceeds 375 psi. A large fan placed in
connections. See "NOTE" in step 5 previously for front of the vehicle will help reduce
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method of locating leak. excessively high head pressure._______
CHARGING THE SYSTEM 6. Close both valves on gauge set (high pres
sure valve will already be closed if charging was
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The system should be charged only after being completed by running compressor) and close valve
evacuated as outlined in "Evacuating The System." on refrigerant drum.
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REFRIGERANT DRUM METHOD NOTE: If the engine was used to complete the
1. Connect center flexible line of gauge set to Refrigerant-12 charge into the system, close valve
as
refrigerant drum. on refrigerant drum to permit compressor to draw

NOTE: It may be necessary to use adapter any refrigerant left in the line from the drum to
J-8695-18 to attach flexible line to refrigerant the center fitting of the gauge set, then close the
drum. low pressure valve on the gauge set.
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2. Place refrigerant drum in a pail of water

which has been heated to a maximum of 125°F. 7. Operate engine at 2000 rpm with "TEMP"
control knob at full cold position and blower con
CAUTION: Do not allow temper trol for high speed with "AIR " lever to "OUTSIDE."
ature of water to exceed 125°F. High After ten minutes of operation observe appearance
temperature will cause excessive pres of refrigerant in receiver-dehydrator. If bubbles
sure and possible softening of the fus are observed, open low pressure gauge valve and
ible safety plugs in the refrigerant valve on refrigerant drum to allow more refriger
drum. It may not be necessary to use ant to enter system. Close valve when receiver-
hot water if a large drum is used (over dehydrator clears up.
approximately 100 pounds). NOTE: If air inlet temperature is below 70°F.,
when this check is made, bubbles may appear even

though the proper amount of refrigerant is in the gauge set and "crack" valve at can opener (for a
system. Air inlet temperature must be 70°F., or second or two) to force air from the line. Retighten
above to make an accurate check. In no case should line at center fitting.
the system be charged with more than 3-1/4 lbs. 4. Open valve on No. 4 Multi-opener (or on
of refrigerant. single can) and also low pressure and high pres
8. When refrigerant has been injected, con sure valves on manifold gauge set. Leave can valve
tinue to operate system and test for proper oper open until all refrigerant has entered the re frig
ation as outlined under "Performance Testing." eration system. Close valve on can.
9. When satisfied that air conditioning system a. If the system is charged using single cans
is operating properly, stop engine, remove gauge and the J-6271 valve, disconnect valve from can,
set and replace protective caps on compressor leaving valve closed to flexible line to the center
fittings. fitting of the manifold gauge set. Install valve on a
new and full disposable can of Refrigerant-12, and
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repeat until three and one quarter "one-pound"
CAUTION: A considerable amount
cans of refrigerant have been used to charge the
of refrigerant will collect in the high
system. The system requires 3-1/4 pounds of re
pressure line, since some of this re
frigerant to have a proper charge. (Actually the
frigerant will have condensed into liquid
net weight of refrigerant is 15 ozs. per can, there
refrigerant. Wrap the high pressure
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fore it will be necessary to use 3-1/2 to 4 cans. In
gauge fitting at the compressor with a
no case should the system be charged with more
shop cloth before disconnecting the
than 3-1/4 pounds of refrigerant.)
Schrader valve from the gauge fitting,
ry
If the J-6271 Fits-All valve for single cans is
to prevent injury to personnel.
available, complete charging as explained in 4a
previously.
10. Using leak detector J-6084, check com
ra 5. Close valves on manifold gauge set.
plete system for leaks, as explained later under
6. Operate engine at 2000 rpm with "TEMP”
"Checking For Leaks."
•control knob at full cold position and blower con
trol for high speed with "AIR” knob in "OUTSIDE”
REFRIGERANT-12 DISPOSABLE CAN METHOD
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position.
After having depressurized, repaired (if neces
NOTE: If air inlet temperature at the con
sary), and evacuating the refrigerant system, the
denser is below 70°F., when this check is made,
system may be charged as follows when using Re
bubbles may appear even though the proper amount
frigerant-12 disposable cans:
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of refrigerant is in the system. Air inlet temper

1. Obtain five "one"pound cans of Refrigerant-
ature must be 70°F., or above to make an accurate
12.
check. In no case should the system be charged
2. Mount four cans in J-6272-01 No. 4 Multi
with more than 3-1/4 pounds of refrigerant.
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opener or attach J-6271 Fits-A ll valve (single can

opener valve) on one can. 7. When refrigerant has been installed, con
tinue to operate system and test for proper oper
CAUTION: Make sure outlet valve ation as outlined previously under "Performance
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on opener is closed (clockwise) before Testing."

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installing opener. 8. When satisfied that air conditioning system

is operating properly, stop engine, remove gauge
a. If the J-6272-01 No. 4 Multi-opener is used, set and replace protective caps on suction and dis
raise locking lever, position four cans of re frig charge fittings.
a
erant and force the locking lever down to secure

cans and at the same time puncture the top of the CAUTION: A considerable amount
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can to make it ready for charging. of refrigerant will collect in the high
b. If the J-6271 Fits-All valve is used, back pressure line, since some of this re
off the valve from the can top retainer, slip the frigerant will have condensed into liquid
valve on to the can and turn the valve into the re refrigerant. Wrap the high pressure
tainer until tight. DO NOT open outlet valve during fitting at the compressor with a shop
this operation as turning the valve into the retainer cloth before disconnecting the Schrader
punctures the top of the can to make it ready for valve from the gauge fitting to prevent
charging. damage or injury to personnel.
3. Connect center flexible line of gauge set to
the fitting on a can opener valve. 9. Using leak detector J-6084, check complete
NOTE: If line at center gauge fitting has not system for leaks as explained later under "Check
been purged of air, loosen line at center fitting on ing For Leaks."

SERVICE STATION METHOD tions should be lowered by 1 inch. Example: At

The J-8393 Deluxe Portable Air Conditioner 5000 ft. elevation, only 21 to 23 inches vacuum can
Service Station supplies all evacuating and charg normally be obtained.
ing equipment assembled into a compact portable 6. If 26-28 inches vacuum (corrected to sea
unit. level) cannot be obtained, close vacuum control
1. Be certain compressor hand shut-off valves valve (No. 3) and shut off vacuum pump. Open re
are closed to gauge fittings (counterclockwise). frigerant control valve (No. 4) and allow some re
2. Be certain all valves on charging station frigerant to enter system. Locate and repair all
are closed. leaks.
3. Connect high pressure gauge line (with J- 7. After evacuating for 15 minutes, add 1/2
9459 attached) to compressor high pressure gauge pound of refrigerant to system as described in
fitting or to core remover Tool J-22132-01 (if used). step 6 previously. Purge this 1/2 pound and re-
4. Turn high pressure hand shut-off valve one evacuate for 15 to 30 minutes. This second evac
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turn clockwise, and high pressure control (2) one uation is to be certain that as much contamination
turn counterclockwise (open). Crack open low pres is removed from the system as possible.
sure control (1) and allow refrigerant gas to hiss 8. Only after evacuating as directed previously
from low pressure gauge line for three seconds, system is ready for charging. Note reading on
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then connect low pressure gauge line to low pres sight glass of charging cylinder. If it does not con
sure gauge fitting on compressor. Place J-5420 tain a sufficient amount for a full charge, fill to the
adapter on hose, then attach adapter to gauge fitting proper level.
or fitting core remover tool. 9. Close low pressure valve on charging sta
y.
tion. Fully open station refrigerant control valve
Filling Charging Cylinder
(No. 4) and allow all liquid refrigerant to enter
1. Open control valve on refrigerant container.
system. When full charge of refrigerant has enter
2. Open valve on bottom of charging cylinder
allowing refrigerant to enter cylinder.
3. Bleed charging cylinder to valve (behind
control panel) only as required to allow refriger
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ed system (3-1/4 lbs.), turn off refrigerant control
valve (No. 4) and close both hand shut-off valves.
10. If full charge of refrigerant will not enter
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system, close high pressure control and refriger
ant to enter cylinder. When refrigerant reaches
ant control valves. Start engine and run at slow
desired charge level (3-1/4 lbs.), close valve at
idle with compressor operating. Crack refrigerant
bottom of charging cylinder and be certain cylinder
control valve (No. 4) and low pressure control on
bleed valve is closed securely.
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station. Watch low side gauge and keep gauge below
NOTE: While filling the cylinder, it will be
50 psi by regulating refrigerant control valve.
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necessary to close the bleed valve periodically to

Closing valve will lower pressure. This is to pre
allow boiling to subside so that refrigerant level
vent liquid refrigerant from reaching the com
in the charging cylinder can be accurately read.
pressor while the compressor is operating. When
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Charging The System required charge has entered system, close re frig
Using Service Station J-8393 erant control valve and close low pressure control.
1. With charging station installed as previ 11. System is now charged and should be per
ously described, remove low pressure gauge line formance tested before removing gauges.
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at compressor.
2. Crack open high (No. 2) and low (No. 1) ADDING REFRIGERANT
pressure control valves on station, and allow r e (SMALL AMOUNT)
as
frigerant gas to purge from system. Purge slowly

enough so that oil does not escape from system The following procedure should be used in add
along with refrigerant. ing small amounts of refrigerant that may have
3. When refrigerant flow nearly stops, connect been lost by leaks, or while opening system for
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low pressure gauge line to compressor. servicing the compressor. Before adding refriger
4. Turn on vacuum pump and open vacuum con ant to replace that lost by leaks, check compressor
trol valve (No. 3). oil level and add oil if necessary. See "Adding Oil"
5. With system purged as directed previously, later. NOTE: This procedure will only apply if the
run pump until 26-28 inches of vacuum is obtained. air inlet temperature is above 70°F., at the con
Continue to run pump for 15 minutes after the sys denser.
tem reaches 26-28 inches vacuum. 1. Remove caps from compressor gauge fit
NOTE: In all evacuating procedures, the speci tings. Attach gauge set to gauge fittings, making
fication of 26-28 inches of mercury vacuum is used. sure Schrader adapter is between low pressure
These figures are only attainable at or near sea gauge hose and suction gauge fitting, and between
level. For each 1000 feet above sea level where high pressure gauge hose and discharge gauge
this operation is being performed, the specifica fitting.

2. Start engine, turn air conditioning temper from the top of the retainer, slip the valve
ature control to full cold position, blower control onto the can and turn the valve into the re
for high speed, and also move "A IR " lever to "OUT tainer until tight. DO NOT accidentally
SIDE." OPer^te for ten minutes at 2000 rpm to open outlet valve during this operation as
stabilize system. turning the valve into the retainer punc
3. Observe the refrigerant through the sight tures the top of the can to make it ready
glass of the receiver-dehydrator with the system for charging.
operating, to see if there are any bubbles evident. (2) Connect center flexible line of gauge set to
a. If no bubbles are evident, then bleed system the fitting on the valve.
slowly through the discharge valve until bubbles (3) Start engine, place "TEMP" control knob
appear in the receiver-dehydrator right glass. Add to full cold position and blower control for
one pound of refrigerant as explained under "Charg high speed with "A IR " knob in "OUTSIDE"
ing The System." position. Operate engine for ten minutes at
om
b. If bubbles are visible in the receiver-de 2000 rpm to stabilize system.
hydrator sight glass with the "TEMP" control knob (4) With compressor operating, slowly open
at the full cold position and the blower at high valve on refrigerant can and allow re frig
speed, it indicates partial or complete plug in a erant to flow into system (through manifold
line, or a shortage of refrigerant, or both. Cor gauge set) until liquid indicator clears up
rect condition. Add refrigerant as explained below and immediately shut off valve at gauge set
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until the sight glass clears, then add another one and on refrigerant can. Check weight of
pound of refrigerant. can and valve assembly and record.
4. Attach flexible hose from center fitting of (5) Add an additional one pound of refrigerant
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gauge set loosely to refrigerant drum or on dis by adding refrigerant from the can just
posable can valves. Open high and low pressure weighed until can is empty. Attach another
valves on the gauge set slightly to purge pressurera can and add refrigerant until can and valve
gauge lines of air. Tighten fitting of refrigerant assembly weigh the same as recorded.
drum or can, when satisfied that all air has been
6. Close valves at refrigerant drum or can.
removed from gauge lines. Close (clockwise) both
7. Test for leaks and make operational check
hand shut-off valves of gauge set.
b
of system as outlined under "Performance Testing."
5. Partially charge system. CHECKING COMPRESSOR OIL LEVEL
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a. Refrigerant-12 Drum Method. AN D ADDING OIL

(1) Place pail containing hot water that does
a
not have a temperature exceeding 125 F., The refrigeration system with the six-cylinder
on scales, place refrigerant drum in pan axial compressor requires 11 fluid ozs. of 525
viscosity oil. After the system has been operated,
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containing water, note weight, and only

open low pressure valve on gauge set. oil circulates throughout the system with the re
(2) Start engine, move "Tem p" control knob to frigerant. Hence, while the system is running, oil
full cold position, and place blower control is leaving the compressor with the high pressure
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for high speed. Operate engine for ten min gas and is returning to the compressor with the
utes at 2000 rpm to stabilize system. suction gas.
(3) With compressor operating, slowly open NOTE: The oil level in the compressor should
as
valve on refrigerant drum and allow re not be checked as a matter of course, such as is
frigerant to flow into system (through man done to the truck engine crankcase.
ifold gauge set) until liquid indicator clears
In general, the compressor oil level should be
up and immediately shut off valve at gauge
questioned only in cases where there is evidence
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set or on refrigerant drum. Check weight

of a major loss of system oil such as:
of refrigerant drum and pail of water. Then
1. Broken hose or severe hose fitting leak.
slowly open valve on gauge set (or re frig
2. Oil sprayed in copious amounts under the
erant drum) and add one more pound of
hood due to a badly leaking compressor seal(s).
refrigerant. Note total amount of re frig er
3. Collision damage to refrigeration system
ant added.
components.
b. Refrigerant-12 Disposable Can Method (15
oz. per can). REPLACING REFRIGERATION SYSTEM
(1) Make sure the outlet valve on the J-6271 COMPONENTS OTHER THAN COMPRESSOR
Fits-A ll valve is fully clockwise and at When refrigerant system components other
tach the J-6271 to a "one pound" can of re than the compressor are replaced, the compressor
frigerant as follows: Back off the valve must also be removed and oil drained from the

compressor. The amount of oil to put back into the

compressor is found as follows: DO NOT add any
more oil than is necessary or maximum cooling
will be reduced.
1. Remove the compressor and place inahor-
izontal position with the compressor drain plug H O LD S A M P L IN G TUBE
downward, drain compressor in an empty grad B E L O W LINE C O N N E C T IO N
uated bottle, measure the amount of oil and discard
this oil.
2. If the quantity of oil measured is more than
4 fluid ozs., replace into the compressor the same
amount of clean oil as the oil drained, plus the
following amount for the refrigeration system com
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ponent being changed.
a. Evaporator - 3 fluid ozs.
b. Condenser - 1 fluid oz.
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c. Receiver-dehydrator assembly - 1 fluid oz.
Neglect any fluid oil coating loss in case of
line change.
3. If the oil quantity drained from the com
LEAK DETECTOR
y.
pressor is less than 4 ozs., replace into the com LAM P
pressor 6 fluid ozs. of clean oil, plus the amount
shown previously for the respective component
replacements.
ents.
4. Replace compressor and system compon
5. Evacuate, charge and perform operational

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test.
CHECKING FOR LEAKS Figure 1 5 — C h e ck in g for Refrigerant Leak

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Leak detector J-6084 as used for checking for

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leaks in system, is a gas-operated torch-type leak

inspirated or the reaction plate is dirty. Insuffic
detector using a replaceable cylinder.
ient air may be caused by:
1. Obstructed or partially collapsed suction
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ASSEMBLING AND LIGHTING THE UNIT

tube.
1. Remove dust cap from cylinder.
2. Dirt or foreign substance in burner tube.
2. Close valve knob on detector unit.
3. Dirty or partially clogged orifice.
3. Thread detector unit onto top of fuel cylin
Blowing air through the suction tube and back
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der. Tighten finger tight.

through the detector will usually clear dirt or
4. Attach search hose assembly to detector
foreign matter. If a yellow flame is caused by
unit (fig. 15).
dirty reaction plate, allow the flame to burn for
as
5. Open control valve until slight hiss of gas

several minutes. This ,will usually burn the plate
is heard, then light gas at opening in chimney.
clean. If an oxide film appears on the reaction
plate from continued use, it will reduce the sensi
CAUTION: Do not use lighted de
tivity of the detector. This may be remedied by
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tector in any place where combustible

removing the plate and scraping the surface gently
or explosive gases, dusts or vapors
with a knife.
may be present.
TO CLEAN ORIFICE
6. Adjust the flame until the desired volume
1. Never attempt to clean orifice by passing
is obtained. A pale blue flame approximately 3/8"
anything through the hole.
above the reaction plate is best for detecting leaks.
2. Unthread burner head assembly from burner
NOTE: The reaction plate will be heated to a tube. This will expose orifice block which is in
cherry red. serted into the end of the tube.
3. Remove orifice block from tube.
CORRECTION FOR YELLOW FLAME 4. Reverse orifice block and replace against
If the flame is yellow, insufficient air is being burner tube; thread burner head onto burner tube

(hand tight), then open valve quickly, admitting a closure plate which can be improvised and in
several short blasts. stalled as shown.
5. To reassemble: Unthread burner head, in If the system has been or can be operated for
sert orifice block into burner tube, and thread more than two minutes, circulation of oil from the
burner head onto burner tube with a wrench to compressor to other components of the system will
form a gas-tight joint. require adjustment of the oil charge in the new
Replacement parts can be obtained from Kent - compressor as explained previously, under "R e
Moore Corp., Detroit, Michigan. placing Components Other Than Compressor."
After draining and measuring the oil from the
CHECKING FOR REFRIGERANT LEAKS crankcase, the amount that has migrated to other
After the leak detector flame is adjusted, parts of the system can be determined by subtract
check for refrigerant leaks in an area having a ing the amount drained from the original oil charge
minimum amount of air flow in the following man of 11 fluid ozs. The amount of oil equal to this loss
m
ner (see fig. 15): shall be drained from the new compressor assem
Explore for leaks by moving end of sampling bly before it is installed.
tube around all connections and points where a
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leak may be. Check around bottom of connections, REPLACING AN OPERABLE COMPRESSOR
since Refrigerant-12 is heavier than air and will, After idling compressor (on vehicle) to be re
therefore, be more apparent at bottom of fitting. placed for 10 minutes at 1500-2000 engine rpm, at
The color of the flame will turn to a yellow- maximum refrigeration and blower at high speed:
green when a small leak is detected. Large leaks DO NOT add any more oil to the compressor than
.
will be indicated by a change in color to brilliant is necessary or maximum cooling will be reduced.
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blue or purple. When the suction hose is moved
1. Compressor replaced with service com
away from the leak the flame will clear to an al
pressor assembly.
most colorless pale blue again. ra a. Remove compressor and place in a hori
zontal position with drain plug downward, drain
CAUTION: Do not breathe the fumes
compressor, measure quantity of oil drained and
and black smoke that are produced if
then discard it.
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the leak is a big one. They are poison
b. Drain oil from replacement compressor and
ous! Any time an open flame is used
save it.
near a vehicle there is a certain amount
c. (1) If amount of oil drained in '^ "p reviou s
of danger. Although the torch flame is
ly is more than 4 ozs., place into the
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small and well protected, it is recom

new compressor the same amount of oil
mended that fire extinguisher be close
drained from the replaced compressor.
at hand for any emergency that might
(2) If amount of oil drained in '^"p reviou s
arise.
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ly is less than 4 ozs., place 6 ozs. of

oil in the replacement compressor.
LIQUID-TYPE LEAK DETECTORS
d. Install compressor.
There are a number of fittings and places
throughout the air conditioning unit where a liquid 2. Compressor replaced with a field repaired
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leak detector solution may be used to pinpoint leaks. (overhauled) compressor.

By merely applying solution to the area with the a. Proceed as in step 1 previously, and then
swab that is usually attached to the bottle cap, bub add one extra oz. of oil. (More oil is retained in a
as
bles will form within seconds if there is a leak. drained compressor than one that has been rebuilt.)
For confined areas, such as sections of the
evaporator and condenser, the torch-type detector REPLACING AN INOPERATIVE COMPRESSOR
is the only practical kind which should be used for In the case when it is not possible to idle the
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determining leaks. compressor to be replaced to effect oil return to

it the following will apply. DO NOT add any more
ELECTRONIC LEAK DETECTOR oil than is necessary as maximum cooling will be
An electronic leak detector for detecting re reduced.
frigerant leaks is also available. Instructions for 1. Remove compressor from vehicle, drain
operation of this type detector are supplied with the and measure the oil.
unit. 2. If amount drained in step 1 above is more
than 1-1/2 fluid ozs., subtract this amount drained
REPLACING COMPRESSOR from the original oil charge of 11 ozs., to obtain
"oil loss." Take the new compressor assembly
The compressor removed must be closed im and drain from it the amount of "oil loss" above;
mediately. See lower View of figure 16 which shows provided the refrigeration system shows no evi

dence of a major leak, indicating that little or no H O SE A N D CLAM P

oil has been lost from the system. (Minor leak in
dicating very slow leakage.)
3. If oil drained in step 1 previously contains
C O M PRESSO R
any foreign material such as chips, or there is A SSEM BLY
evidence of moisture in the system, replace the
receiver-dehydrator assembly and flush all com F IT T IN G A S S E M B L Y
ponent parts, or replace if necessary. After flush
ing refrigeration system in this manner, the full
oil charge should be left in the new service com
A T T A C H IN G BOLT
pressor or 11 ozs., installed in an overhauled or A N D W ASH ER
repaired compressor.
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COMPRESSOR REMOVAL
1. Connect the high and low pressure gauge
lines from the gauge set to the respective connec
tions on the old compressor on the vehicle. Be
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O - R IN G SEALS
sure valves on gauge set are fully clockwise to
close gauge set to center fitting, and that a J-5420
or J-9459 Schrader adapter is between low pressure
hose and suction gauge fitting, and also at the dis HOSE FITTING INSTALLATION
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charge gauge fitting.
2. Remove the flare nut from center connec 3 / 1 6 " TO 1 / 4 " STEEL S T O C K
tion on gauge manifold or the plug in the gauge line
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attached to the center connection. Wrap the line at ra
the outlet with a cloth to protect persons and ve
hicle surfaces from oil or refrigerant.
3. Slowly depressurize refrigeration system
as instructed previously under "Depressurizing The
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System."
4. While system is depressurizing, remove (if
desired) clutch assembly and coil from old com
pressor. If parts are not oil soaked and are in
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good condition, lay them aside on a clean surface

as they may be installed on the new compressor.
%24 x 3
/4"Si?isy ifl
IM P R O V ISE D CLOSURE PLATE INSTALLED T- 3 3 1 3
5. After the system is completely depressur
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ized, very slowly loosen screw which retains com Figure 16 — C o m p re sso r Fittings Installation
pressor fittings assembly to compressor (see fig.
16). As screw is being loosened, work fittings as 9. If there is any possibility that broken parts
sembly back and forth to break seal and carefully from the compressor got into the discharge line or
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bleed off any remaining pressure. the condenser, all refrigeration system parts
should be cleaned and a new receiver-dehydrator
assembly should be installed.
as
CAUTION: High pressure may still

10. Drain all oil from compressor just remov
exist at the discharge fitting. If this
ed in a clean dry container and replace compressor
pressure is released too rapidly there
drain plug screw. Measure amount of oil drained.
w ill be a considerable discharge of re
See "Checking Compressor Oil Level and Adding
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frigerant and oil.

O il" previously.
6. When all pressure has been relieved, re COMPRESSOR INSTALLATION

move fittings assembly and O-ring seals. NOTE: Before installing a new compressor,
7. Immediately cover compressor openings. rotate compressor shaft four or five times. This
A simple way is with a plate (similar to the one on permits proper lubrication of compressor seal
new compressor) which can be attached with fittings over all its surface. Before compressor clutch is
assembly screw, using the O-rings to provide a mounted to the new compressor, wipe the front
seal. See lower portion of figure 16. face of the compressor thoroughly with a clean dry
8. Disconnect compressor clutch coil wire and cloth and, if necessary, clean front of compressor
remove compressor mounting plates to bracket with a solvent to remove any excess oil. Cleaning
bolts, front and rear. compressor in this manner will prevent any oil

figure 17 for proper positioning of hose and hose

clamp.
NOTE: The initial clamp screw torque is 25
to 32 inch-pounds. After short period of time,
torque may drop off as low as 10 inch-pounds.
Final torque the clamp screw to 20 - 25 inch-
pounds.
2. Evacuate, charge and make performance
test.
CONDENSER ASSEMBLY
REPLACEMENT
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NOTE: When refrigeration system components
other than the compressor are replaced, compres
sor must also be removed and oil drained from
Figure 17 — H o se a n d C la m p Properly Installed compressor if oil was sprayed in copious amounts.
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See "Checking Compressor Oil Level and Adding
from being thrown onto the clutch surfaces which O il" explained previously.
would cause slippage and eventual clutch failure.
1. Depressurize the refrigeration system.
1. Stamp refrigerant charge of the refrigerant
y.
2. Remove radiator grille.
system on new compressor in space on plate pro
3. Remove compressor discharge hose clamp
vided for this information.
at condenser inlet.
NOTE: Follow procedure for replacing oil in
new compressor explained previously under "R e
moving Malfunctioning Compressor and Installing
New Compressor."
ar 4. Remove hose from condenser inlet. Plug
openings.
5. Disconnect hex nut connection at condenser
outlet, then plug openings.
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2. Install new compressor to engine, leaving
6. Remove four condenser assembly retaining
compressor fittings opening cover plate on the
bolts and remove condenser.
compressor.
7. Replace by reversing the above procedures,
3. Remove cover plate over compressor open
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using a new rubber O-ring seal well lubricated with

ings very slowly to bleed off pressure. clean compressor oil at line connection.
8. Evacuate and charge system.
CAUTION: New compressors are
ca
9. Make a performance test.

charged with a mixture of nitrogen and
Refrigerant-12 and 11 fluid ozs. of
RECEIVER-DEHYDRATOR ASSEMBLY
Frigidaire - 525 viscosity oil. If the
cover is removed too rapidly, the oil REPLACEMENT
ic
will be blown out violently with the

sudden release of pressure. other than compressor are replaced, the compres
s
sor must also be removed and oil drained from

4. Install coil and clutch parts if not already compressor if oil was sprayed in copious amounts
installed.
as
due to leaks or collision damage to receiver-de-

5. Evacuate, charge and make a test of sys
hydrator. See "Checking Compressor Oil Level
tem as explained previously under "Performance
and Adding O il" explained previously.
Testing."
1. Depressurize the system.
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SERVICING LEAKING SEALS 2. Disconnect inlet and outlet connections of

AND HOSES receiver at receiver-dehydrator assembly and plug
openings.
When refrigeration system components other 3. Loosen the receiver-dehydrator assembly
than the compressor are replaced, the compressor clamp screws and remove assembly.
must also be removed and oil drained from the com 4. Replace the receiver-dehydrator assembly
pressor if oil was sprayed in copious amounts due by reversing the previous procedures, using new
to severe leaks or broken lines. DO NOT add any rubber O-ring seal, well lubricated with clean com
more oil than is necessary or maximum cooling will pressor oil, at line connection.
be reduced. See "Checking Compressor Oil Level 5. Evacuate complete system.
and Adding O il" previously. 6. Charge complete system.
1. Replace leaking seal, hose, or line. See 7. Make performance test.

EXPANSION VALVE REPLACEMENT EVAPORATOR HEATER CORE

ASSEMBLY REPLACEMENT
other than the compressor are replaced, the com NOTE: When refrigeration system components
pressor must also be removed and oil drained other than the compressor are replaced, the com
from the compressor if oil was sprayed in copious pressor must also be removed and oil drained
amounts due to leaks or collision damage to valve. from the compressor if oil was sprayed in copious
See "Checking Compressor Oil Level and Adding amounts due to leaks or collision damage to valve.
O il" explained previously. See "Checking Compressor Oil Level and Adding
1. Depressurize the system. O il" explained previously.
2. Drain the cooling system. 1. Depressurize the system.
3. Remove the evaporator and heater core 2. Drain coolant.
unit from under dash as directed later under "Evap 3. Disconnect heater hoses at cowl.
m
orator, Heater Core and Blower Replacement.” 4. Disconnect air distributor tube from blower.
4. Remove the heater core from unit after re 5. Disconnect all heating and cooling control
moving unit lower cover. cables. Also, disconnect blower motor ground wire
5. Disconnect expansion valve capillary tube at dash.
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bulb at evaporator outlet pipe. 6. Disconnect refrigerant hoses from unit.
6. Disconnect expansion valve equalizer line 7. At base of unit, pull the drain tube from
at suction throttling valve. floor opening.
7. Disconnect thermostatic expansion valve 8. Remove four screws which attach unit to
y.
inlet and outlet connections carefully, as some right side cowl. There are two at the top and bot
pressure may still exist, and plug openings. tom of unit.
8. Separate unit upper cover, then lift out the 9. At front of cowl remove single attaching
coil assembly. Remove expansion valve, noting
amount of oil that drains from fittings, and plug
openings.
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bolt. Carefully remove unit from cab.
10. Replace evaporator unit and blower motor
duct assembly by reversing previous procedures.
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9. Replace by reversing the previous pro 11. Evacuate and charge system.
cedure, using new rubber O-ring seals, well lub 12. Make a performance test.
ricated with clean compressor oil, at each fitting
connection. COLLISION SERVICE
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10. Evacuate and charge system.
11. Make a performance test. The severity and circumstances of the collision
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will determine the extent of repair required. Good

SUCTION THROTTLING VALVE judgment must be used in deciding what steps are
REPLACEMENT necessary to put the system back into operation.
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Each part of the system must be carefully in

NOTE: When refrigeration system components spected. No attempt should be made to straighten
other than the compressor are replaced, the com kinked tubes or repair any bent or broken units.
pressor must also be removed and oil drained Check especially for cracks at soldered connections.
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from the compressor if oil was sprayed in copious

amounts due to leaks or collision damage to core. REFRIGERATION SYSTEM
See "Checking Compressor Oil Level and Adding OPEN TO ATMOSPHERE
as
O il" explained previously. Broken tubes or units will allow air, moisture
1. Depressurize the refrigeration system. and dirt to enter. These parts should be sealed as
2. Disconnect expansion valve equalizer line soon as possible until such time as they are re
at the suction throttling valve plug openings. placed.
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3. Disconnect suction valve to compressor If the system is open for more than 15 or 20
hose elbow. minutes (depending on humidity), the receiver-
4. Disconnect suction valve from evaporator dehydrator assembly will absorb an excessive
outlet. Remove two bracket attaching cap screws, amount of moisture and should be replaced, and
then remove valve. each component of the system should be cleaned
5. Replace the suction throttling valve by re with dry nitrogen and flushed with liquid refriger
versing the above procedures, using new rubber ant to remove dirt and moisture.
O-ring seals, well lubricated with compressor oil,
at each connection. FLUSHING SYSTEM
6. Evacuate complete system. Flushing can be accomplished by connecting a
7. Charge complete system. refrigerant drum to the unit to be flushed and then
8. Make a performance test. turning the drum upside down and opening the drum

INSPECTING COMPRESSOR
If there is no visible evidence of damage, ro
tate compressor shaft to test for normal reaction.
A quick check for broken reed valves is to turn
compressor shaft (using box end wrench on com
pressor shaft nut) and check for resistance when
turning the shaft. An irregular resistance force
will be felt as each of the pistons goes over top
center for each revolution of the crankshaft. If this
pattern is not felt, it indicates one or more broken
compressor reed valves and the compressor must
be repaired.
m
B L O W ER M O T O R Inspect oil for foreign material which would
W IR IN G C O N N E C T IO N
indicate internal damage to the compressor. If no
foreign matter is found in oil, compressor can be
used. Flush entire refrigeration system with re
co
frigerant, drain oil from compressor and pour in
11 oz. of new Frigidaire 525 viscosity oil.
BLOWER MOTOR REPLACEMENT
y.
Figure 1 8 — B lo w e r M oto r W ir in g Connection
1. Disconnect motor ground wire from dash

shut-off valve to force refrigerant through the unit.
panel flange.
The unit should be supported so that the re frig er
ant passing through it will be directed into an area
where -21.7 F., will do no damage.
CAUTION: Remember that when

r ar 2. Pull motor switch lead at quick-disconnect
terminal (fig. 18).
3. For access to blower mounting screws,
pull back the cellular insulating material at motor
hose plate. Remove screws, then pull motor as
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liquid refrigerant is released from the
sembly from shroud. Rotate hose plate so that cut
drum into an area where atmospheric
off is at the top before removing.
pressure exists, its temperature will
4. Install the motor unit by reversing the
immediately drop to -21.7 F.__________
previous procedures.
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In order to keep the expansion valve open when NOTE: After installing attaching screws, seal
flushing the evaporator, the expansion valve bulb down the insulating material using a light coat of
must be detached from the evaporator outlet tube. rubber cement.
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SPECIFICATIONS
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R e f r i g e r a n t C a p a c i t y ........................................................................................................................... 3 l b s . 4 o z .
R e f r i g e r a n t O i l C a p a c i t y ( e n t i r e s y s t e m ) ............................................................................1 1 o z .
C o m p r e s s o r C l u t c h C oi l
as
C u r r e n t ( m a x i m u m d e m a n d ) ............................................................... 3 . 2 A m p s , a t 1 2 v .
R e s i s t a n c e ....................................................................................................................3 . 8 5 O h m s , a t 8 0 ° F .
C o m p re ss o r Belt Te ns io n (U s in g Tensio n G au g e )
N e w .........................................................................................................................................................1 3 0 t o 1 4 0 ib s .
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U s e d .......................................................................................................................................................10 0 t o 1 0 5 I b s .
C i r c u i t B r e a k e r .....................................................................................................................................................3 0 A m p .
H e a t e r a n d A C B l o w e r F u s e ........................................................................................................... 1 5 A m p .
E v a c u a t i o n P e r i o d ( @ 2 6 t o 28 i n . o f v a c . ) ..............................................1 5 t o 3 0 m i n .

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as
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car
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'■ tpi
ry
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SECTION 2
FRAME
GENERAL must be used on the right rail. The illustration
(fig. 1) is used merely to serve as a guide in the
This section includes general instructions for selection of checking points "M ."
checking frame alignment and recommendations
In order to obtain reliable results, checking
for frame repair and reinforcement. It must be
must be done thoroughly and accurately. After all
pointed out that the information is provided to as
corresponding points have been carefully transfer
sist in the repair or reinforcement of frames, us
red from the vehicle frame to the floor layout,
ing the most desirable practices. This section was
move the vehicle away from the layout and proceed
om
prepared to aid competent personnel in the repair
as directed in the following steps:
or reinforcement of frames.
NOTE: Key letters in the following text refer
Channel type frame (fig. 1) construction with to figure 1.
riveted crossmembers is used on all models. 1. Check the frame width at front and rear
Frame side rails are usually of S.A.E. 1023 steel. ends using the corresponding marks on the floor.
.c
On some vehicles, special heat-treated or S.A.E. If widths correspond to specifications (refer to
950 hi-tensile steel side rails may be used. "Specifications"), draw centerline full length of
vehicle layout bisecting points indicating front
ry
In the event the vehicle is damaged in a co lli width (WF) and rear width (WR). If frame widths
sion, carefully check for proper frame alignment are not correct, layout centerline as directed in
in addition to steering geometry and axle alignment.
ra Step 4.
2. With centerline properly laid out, measure
FRAME ALIGNMENT CHECK the distance perpendicular from the centerline to
corresponding points on each side over the entire
length of the chassis. If the frame is in proper
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The most convenient way to check frame align
ment, particularly when the cab or body is on the alignment, measurement should not vary more
chassis, is to select various corresponding points than an 1/8" at any corresponding point.
of measurement on the outside of each side rail 3. Where improper alignment is encountered,
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and then, by use of a plumb bob, transfer these the point at which the frame is sprung may be lo
points to a layout on a level floor. (NOTE: Flange cated by measuring pairs of corresponding diag
width may vary - 3/16".) The selection of these onals marked "A " or "B ."If the length of each pair
points is an arbitrary matter; however, it is an of diagonals (" A ” or "B") are within 1/8" and the
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important factor to remember that for each point intersection point of the diagonal pairs is within
selected on the left side rail, a corresponding point 1/8" of the centerline, the portion of the frame
ic
a ss
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Figure 1— Typical Frame Alignment Points

FRAME 2-2
included between the points of measurement may 1. Frame straightening should be attempted
be considered to be in proper alignment. Variation only by experienced personnel.
of more than a 1/8" indicates misalignment. 2. Heat may be applied toS.A.E. 950, orS.A.E.
4. If the frame centerline cannot be determin 1023 steel only by competent personnel. The ma
ed by method indicated in Step 1, the centerline terial temperature should not exceed 1200° (dull
may be established by drawing a line through the red glow). It must be strongly pointed out that ex
intersection points of equal pairs of diagonals or cessive heat will damage the material structure
from the intersection of equal diagonals through characteristics of the frame rail.
the midpoint of either correctly established front 3. Frame members which are bent or buckled
or rear frame widths. This method is usually re sufficiently to show strains or cracks after straight
quired when front or rear end damage is incurred ening should be replaced.
as the result of a collision.
5. After it has been determined that the frame IDENTIFICATION OF MATERIAL
is properly aligned, axle alignment with respect to The importance of properly identifying the
m
the frame can be checked as directed below: (See base rail before attempting to straighten or repair
fig. 1.) cannot be overemphasized. The results of incor
a. Front axle alignment with respect to the rect welding or straightening methods may cause
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frame is correct if "F R ” equals "F L " and "DR” more damage to the frame than was originally ex
equals "D L ." This can be concluded if both front perienced. For all practical purposes the S.A.E.
and rear frame ends have been established as 1023 and S.A.E. 950 material may be treated in
properly aligned (Step 3). the same manner.
y.
b. Rear axle alignment with respect to the The standard models as quoted in the
frame is correct if "E R " equals "E L " and "GR" Chevrolet Data Book describe the physical dimen
equals "G L ." NOTE: Alignment may appear to be sion of the frame rail and specify the type of
off if rear ends of frame rails are not cut-off
evenly when reducing cab to end of frame (CE) for
specific operations. ar
material used. However, due to the number of
RPO’s and Special Quotations available on most
models, the Data Book inspection is not always a
valid identification. The material identification
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Straightening Frames may be made by checking the vehicle chassis
The practice of straightening frames should number against the original sales order. This
not be attempted by inexperienced personnel, as may be checked at the selling dealer or at the
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more damage can result from improper methods. Zone Office.

Internal stresses can be introduced into the mater Any reinforcements added must be of the
ial by improper frame straightening. For this same or better material than the base frame rail.
a
reason the following restrictions should be ad This would permit the use of SAE 950 reinforce
hered to completely: ments on S.A.E. 1023 base rails.
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Max.
Figure 2 — Frame Bending Moment (Typical Tractor)

FRAME 2-3
The manufacturers and trade name of SAE 950 Excessive bending moment failures are caus
Hi-tensile steel are listed at end of this section to ed by overload, improper weight distribution, or
assist in the procurement of proper materials. misapplication of the vehicle. Excessive bending
This listing does not constitute a guarantee by moment failure will occur at different areas on
Chevrolet Motor Division of any of the steels various types of vehicles; therefore, for easier
listed, since the steel supplier is responsible for understanding, the effects of excessive bending mo
the quality and satisfactory performance of his ments will be discussed by type of vehicle.
product. Also, listed under “ Specifications” are
the recommended welding electrodes to be used TRACTORS
when repairing side rails. The maximum bending moment of vehicles
used in tractor service is in the area of the leading
edge of fifth wheel (fig. 2). Failures maybe caused
ANALYZING FAILURE CAUSES by overload, excessive fifth wheel setting, exces
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sive fifth wheel heights, poor fifth wheel install
This analysis is not intended to cover the ations, severe operating conditions and severe
causes of all possible frame problems; however, braking operations (inertia of certain loads), which
it should be of valuable assistance in preparing induce excessive bending moments in the frame.
complete, concise reports. These failures will start at edge of lower flanges
and progress across the frame flange and up the
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The purpose of this discussion is to emphasize
web section of the frame rail. Instances may occur
the fact that frame failure don't just happen, there
where upper or lower frame flanges buckle.
must be a cause or reason. An example of this
would be a vehicle involved in a collision. The rea
ry
STRAIGHT TRUCKS
son for failure in this case is apparent; however,
The maximum bending moment occurs in the
other failures can be encountered where the rea
area near the rear of the cab on vehicles having
sons are not so apparent. ra van or platform bodies (fig. 3). Failures may be
Frame failures can be classified by three types: caused by overload or can occur when loads are
(1) Collisions dispersed in diminishing quantities allowing the
(2) Excessive bending moment balance of a load to remain in the extreme front of
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(3) Localized stress concentration the body.
Failures caused by collision should be repair In both tractor and straight truck operation
ed, using proper methods and reinforcements, the highest tensile stress is applied to the bottom
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where necessary. side of the lower frame flange. However, it must

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Figure 3— Frame Bending Moment (Typical Straight Truck)

FRAME 2-4
be pointed out that dump trucks, as an example, is not an approved installation as high stress con
when operated with the box in a raised position centration may develop. The desired fifth wheel
causes the center of gravity of the load to move or body mounting is attached to the frame rail
behind the rear axle centerline resulting in a web section, not through flanges. Heat-treated
change of maximum tensile stress location from rails must not have attachments welded to the
the bottom of the lower flanges to the top of the frame. Wood sills should be used between main
upper flanges (fig. 4). This information canbevery rails and sub-frame on body installations to insure
useful when examining cracks on vehicles used in good load distribution.
dump service, as it would appear that the vehicle Special equipment or accessory installation
has been operated at excessive speed over rough can cause high stress concentrations due to the
terrain while spreading with the dump box in the method of attachment or the weight of the equip
raised position or with too long a dump box for ment. Holes should never be drilled through the
wheelbase selected. flanges and rapid changes of section modulus should
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be avoided. These section modulus changes usually
Localized stress concentration failures may occur when large mounting plates are added for
be the result of bending moment stresses; how supporting special equipment. Heavy equipment
ever, it must be pointed out that the stress levels
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mounted across the flanges or on the web of a side
would not be high enough to cause any difficulty rail may cause enough stress concentration to
without localized stress concentrationpoints. These cause failures at the nearest crossmember, bracket,
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localized stress concentrationpoints may be caused or other frame stiffener or through a nearby hole
by poor body or fifth wheel mountings, special in the frame flange.
equipment or accessory installation, improper
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welding or welding methods, improper reinforce
ments, loose bolts or rivets and defective material.
They may also occur as a result of high bending ra IMPORTANT
loads, coupled with severe torsional loads as may
be found in off-road service. Improper welding or welding methods
are a major cause of stress concentration
The proper installation of fifth wheels or points, which may ultimately result in
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bodies is covered in the "Body Builder's Book"; frame failure. (Refer to "General Welding
however, it should be re-emphasized that the use Instructions.")
of U-bolts for attachment of fifth wheels or bodies
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T -29 94
Figure 4— Frame Bending Moment (Typical Dum p Truck)
CHEVROLET SERIES 70-S0 HEAVY DUTY TRUCK SHOP M ANUAL

FRAME 2-5
Improper reinforcement or attachment of re comments relative to the heat range charts includ
inforcement may cause more difficulty than the ed in the "Specifications" tables:
original problem as the creation of localized stress a. Continuous Fillet Weld - This is used to
concentrations may reduce the frame load carry weld a continuous bead along areinforcementplac-
ing capacity below the original frame before add ed on the web section of the frame rail or for add
ing reinforcements. The use of rivets for attaching ing gussets or plates to crossmembers. Continuous
reinforcement duringfield modification is generally fillet welds should never be made across frame
not recommended due to the lack of proper rivet flanges or along inside edges of frame flanges.
ing equipment in most service locations. For this When welding in the flat position use high range of
reason it is Recommended that most reinforce electrode current and voltage chart. When welding
ments be attached with 300-M bolts and that hard overhead or in difficult areas, use low range of the
ened washers be placed on both ends of the bolt to electrode chart.
provide a good torquing surface and to maintain
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tight bolts. b. Groove Welding - This is a basic repair
weld which is applied after the surface has been
GENERAL WELDING INSTRUCTIONS vee ground for good penetration. Particular care
should be taken when welding cracks which cross
either the upper or lower flanges. Weld completely
Good welding is a very favorable method of then grind off the excess weld to eliminate the pos
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attachment or repair; however, improper welding sibility of notches or weld build-ups on the flange
or welding procedure may result in further frame edge. Use medium range of electrode chart.
damage. Additives of reinforcements may be nec
ry
essary in the repair area to prevent reoccurrence. c. Plug Welding - This is a good method of at
taching reinforcements as it eliminates the possi
WARNING: Before welding, disconnect one or bility of loose fitting bolts; however, care must be
exercised in locating plug welds in different types
both battery cables.
WELDING EQUIPMENT
ra of reinforcements. E-6011 electrode is highly rec
ommended for plug welding because of its good
penetration and light coating. Use high range of
b
electrode chart for flat or vertical plug welds.
CAUTION Overhead plug welding is very difficult and should
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NEVER USE OXYACETYLENE not be used unless other approaches are not prac
FOR WELDING FRAME RAILS!! tical, then use high range for first pass and com
plete plug at medium range. Refer to plug weld
ca
table for size of hole to use for variations of ma

There are several types of welding machines terial thickness.
that are used for welding on frame rails. Listed
below are the three most commonly used machines d. Stitch (Intermittant Fillet) Welding - This
and their advantages: type is not generally used on frames as continuous
ic
a. DC (Rectifier Type) - This machine re fillet welding provides better attachment; however,
quires very little service as there are no moving where warpage and heat control is critical, use
parts, also reduces chance of arc blows. stitch welding at medium range of electrode chart.
s
Other recommendations for all types of weld

b. DC (Motor-Generator Type) - The principle
ing include:
as
advantage is the power supply may be self-con

1. Connect welding machine ground cables as
tained; thereby, this machine is readily portable
close to working area as possible.
and has very good voltage variation control and
2. Where possible, use smaller diameter elec
versatility with all types of electrode.
trode and make several passes rather than large
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c. AC - This is the least expensive and re diameter electrode and single pass.
duces possibility of arc blows; however, some dif
ficulty may be encountered in striking an arc when FRAME RAIL REPAIR
using small diameter electrodes.
It is recommended that for all-purpose weld It is very important that repairs be correctly
ing, the minimum capacity of any machine should applied, as inadequate repairs will create addi
be 350 amperes. There are four basic types of tional localized stress concentration which may
welding used in the repair or reinforcing of frame result in repeat failures. There are two basic
rails. All of these can be used with any type of types of cracks which may be encountered in frame
material except heat-treated material which re difficulties (fig. 5). The straight crack or the mul
quires electrodes E12016 or E11018. Following tiple sunburst cracks which will radiate from a
are the descriptions of the types of welds and hole in the web section.

FRAME 2-6
sary to align the frame and level the rails before

repairing the frame.)
3. Vee grind the entire length of the crack
from the starting point to the quarter inch hole at
the extreme end. Using a hack-saw blade, the
crack should be opened (1/16") to allow complete
penetration of the weld.
4. Weld with proper electrode corresponding to
the material of the basic rail.
5. Grind the weld smooth on both inside and
outside of rail or reinforcement, being extremely
careful to eliminate weld build-up or notches on
the flange edges. (NOTE: Care should be taken
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when grinding not to reduce thickness of base rail.)
6. Quality and neatness of workmanship can
not be overemphasized. After the repair is com
pleted, the repaired area should be painted and
should not be readily discernible from the unre
paired area of side rail. Use a copper spacer be
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tween the flanges of cracked base rail flanges and
reinforcement flanges and repair each flange sep
arately as the flanges must react independently to
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prevent localized stress concentration.
Buckled frame flanges should be straightened
using proper alignment procedures, then an ade
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quate reinforcement should be used (see frame re
The straight crack will normally start from inforcement) or offending equipment remounted to
the edge of a flange and progress across the flange obtain an improved transition of loaded to non
and then travel through the web section toward the loaded areas. DO NOT WELD HEAT-TREATED
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opposite flange of the same rail. This maybe caus RAILS EXCEPT TO REPAIR A CRACK.
ed either by localized stress concentration, ex
cessive bending moment, or torsional loading. The Crossmember and Brackets
sunburst type cracks are caused by high loads ap The repair of crossmembers may be accom
ar
plied locally at the mounting bracket or crossmem plished if the damage is not extensive. Crossmem
ber whose attachment is not sufficiently adequate ber mounting flange cracks may be repaired in the
or is not securely fastened to the side rail. same manner as side rail cracks; however, the
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weld bead should be built up to provide a good

In either case both types of cracks may be
smooth radius. If extensive damage is incurred to
repaired using similar methods. The procedure
a crossmember, the crossmember should be re
for repairing frame rail cracks is as follows:
placed, using bolts rather than rivets. All cast
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1. Remove any equipment that will interfere mounting brackets that are damaged should be re
with workable access to the failure. placed as it is not practical to weld a cast bracket.
2. Locate the extreme end of the crack and In the event that a frame crack appears in the area
as
drill a quarter inch hole. (NOTE: It may be neces- of cast bracket, the bracket must be removed
while repair is made. Under no circumstances
should a cast bracket be welded to the frame side
rail.
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REINFORCEMENTS
Review the discussion on analyzing causes of
failures before applying reinforcement. A common
misconception in the past was to patch a cracked
frame. This is incorrect; reinforce the failed area.
A reinforcement must be large enough (approx. 30
inches) to provide adequate stress relief from
rapid changes in section modulus. For this reason
it is extremely important that all reinforcement
Figure 6— Scarfed (Tapered) Ends of Reinforcement ends be scarfed to change section modulus as grad

FRAME 2-7
ually as possible with the longest section installed

(fig. 6) in the area of highest loads.
There are five basic types of reinforcements
that may be used on truck frames. However, it
must be pointed out that the material used for the
reinforcement mast be similar to that of the base
rail. Base rails of S.A.E. 1023 or 950 could use
reinforcements of S.A.E. 950 material.S.A.E. 1023
rails may be reinforced with S.A.E. 1023 steel,
but under no circumstances should strength of re
inforcement be less than base rail. Figures 7 and
8 illustrate the five basic reinforcements.
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1. Upright " L " Reinforcement - Maybe placed
on either the inside or outside of the frame side
rail. It should be used where maximum stress oc
curs at the bottom of the lower flange and buckling
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of the upper flange is not a problem. This rein
forcement is quite versatile as it may be used in
full length or in a short localized reinforcement.
The configuration of the frame or spring hanger
y.
brackets may limit the use of the upright " L " re
inforcement.
2. Inverted " L " Reinforcement - This may be
is recommended where the maximum stress area

is transferred to the upper flange; for example,
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used on the inside or outside of the frame rail. It
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dump trucks with the box in the raised position.
This is also readily adapted whereframe and hang
er bracket design restricts using an upright ” L ”
reinforcement or where frame upper flange buckl
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ing has been noted.

3. Channel Reinforcement - This may also be
installed on the inside or outside of the frame side
a
rail and can be full length or alocalized reinforce

ment. The principle disadvantage of the channel is
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additional weight and hours of labor required to

make an installation. Additional difficulty may
arise when attempting to place the channel inside
or over the existing rail due to manufacturing tol
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erances, cross members or mounting brackets.

4. Strap Reinforcements - This type of rein
forcement may also be used to increase the section
as
modulus of a frame if previous damage and repair

has resulted in a loss of frame strength which
would require additional modulus to return the
frame strength to original design. These reinforce Figure 7 — Fram e Reinforcem ents
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ments are plug welded at 6 to 8 inch intervals. Do

not weld across the end or along the flange edges. reinforcement has been released in six-foot lengths
Ends should be cut at an angle and edges of plug through the Factory Warehouse under GMC part
welds must not be closer than 3/4" to the edge of number 2446489.
a frame flange. The attachment of reinforcement to the basic
5. Inverted "J " Reinforcement - This is a rail may vary somewhat with materials. The fo l
rather new type of frame reinforcement that is de lowing general rules apply:
signed to increase the flange strength to prevent 1. Do not use rivets. Proper riveting equip
flange buckling due to high torsional inputs or ment is not generally available in most field serv
shock loading during tractor hook-up operations. ice outlets; therefore, the use of 300M bolts and
The inverted "J" reinforcement is attached to the hardened flat washers are recommended.
web section only with a spaced bolt pattern. This 2. Reinforcements, with the exception of strap

FRAME 2-8
— CAUTION —
GENERAL RULES
Listed below are general rules which apply to
frame repair and reinforcements. Most of these
rules are discussed earlier in this section; how
ever, the importance of adhering to them cannot
be overemphasized.
1. Always identify the material of base rail.
2. Frame straightening or repair must be at
tempted only by highly qualified specialists.
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3. Always attempt to identify the cause of
failure.
4. Fifth wheel, body, and accessory mountings
should not be made through frame flanges. (See
’’Body Builder's Book” .)
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5. Do not drill holes in the lower flanges.
6. Use only proper electrodes as specified for
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base rail material when welding is necessary.
7. Do not use oxyacetylene welding equipment
Figure 8 — P lu g Patterns of Strap Reinforcem ents
on frames.
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type, should not be attached to the flanges except 8. Do not weld reinforcements across the
in the case where a mounting bracket or crossmem frame flanges.
ber holes are already through the frame flange.
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9. Do not weld within 1/2 inch of the edge of
3. Plug welds may be used in a staggered 8 to a frame flange.
10 inch pattern when attaching reinforcements to
the web section (fig. 8). 10. Remove all notches or weld build-ups
4. Strap reinforcements may be plug welded from flange edge when repairing a broken frame.
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at 6 to 8 inch intervals to the flanges in some cases; 11. Do not weld cast brackets to frame.
however, as pointed out, this is for section modulus 12. Do not weld the flanges of cracked rein
increase and should only be attempted by highly forcements and base rails together.
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qualified specialists. 13. Do not patch cracks. Reinforce the area.

The termination of reinforcements is very 14. Reinforcement should be of the same or
important. Reinforcement ends must be scarfed or better material than base rail.
stress relieved to prevent localized stress con 15. Always scarf reinforcement ends to pro
i
centration. This scarfing should not be greater vide adequate stress relief.
ss
than 45 (fig. 6). It should also be strongly empha 16. Always stagger ends of reinforcements by
sized that in cases where several reinforcements a minimum of eight inches apart.
are used, the ends of the reinforcements must 17. The Zone Office or Factory should be con
overlap and be staggered so that the reinforcement tacted when repairs are necessary on heat treated
a
ends overlap by eight to ten inches. side rails.

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FRAME 2-9
FRAME SPECIFICATIONS
E L E C T R O D E CHARTS PLUG W ELD CHART
E-7011 Thickness of Diameter Depth of

Flat Welding Material of Plug Plug
Available Current Arc !/4 .. Vi >/4
Sizes Range Voltage V» 1 3/s
Yu" X 12" ... ...... 4 5 -8 0 2 1 -2 3 Vz IVs 'A h
Vs" X 14" 8 0 -1 1 5 2 1 -2 3 v» l ‘/4 >/2
y 32" X 14" 1 2 5 -1 6 5 2 2 -2 4 % . 1% ■ ’/l6
/ i6" X 14” 1 6 0 -2 0 0 2 2 -2 4 i .. I 1/? ......................... %6
V u " X 18" 2 0 0 -2 5 0 2 3 -2 5
>/4" X 18" 2 5 0 -3 2 0 2 3 -2 5
y , 6" X 1 8 " . 3 2 5 -4 0 0 2 4 -2 8
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Overhead Welding S .A .E . 950 HIGH S T R E N G T H LOW A L L O Y S T E E L
M 2" X 12" 4 5 - 75 20 -22
>/8" X 14" 8 0 -110 20 -22 Source
Trade Name Type
5/32' X 14" 12 5 -15 0 2 1-2 3
3/16" X 14" 15 0 -175 2 1-2 3 N -A -X G re a t L a k e s Steel
Ja lte n #1 J o n e s & L a u g h lin Ste el C o m p a n y
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E-7016 Flat Welding R e p ublic D o u b le S tren gth R e p u b lic Ste el C o m p a n y
R ep ublic “ 50” — R e p ub lic Ste el C o m p a n y
% 4" X 9" 3 0 - 60 2 0 -2 2 Y olo y “S” Y o u n g s to w n Ste el & T u b e C o m p a n y
Vh " X 12" 5 0 - 80 2 0 -2 2 M a n -Te n — U . S . Steel
ry
Vs" X 14" 9 0 -12 5 2 2 -2 4
M e diu m -M an gan ese — B e th le h e m Ste el C o m p a n y
V 32' X 1 4 " 12 0 -19 0 2 2 -2 4
Tri-Te n “ E” U . S . Steel
X 14" 175 -2 4 0 22 -2 4
ra F R A M E W IDTH S
Model Front Width* Rear Width*
b
“ H ” and “ J ” 34</8 " 34>/8 "
T80 53%" 341/s"
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T70 53M6" 3 4 ' / 16"
‘ O u ts i d e D im e n s io n of B as e Rails
a
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E L E C T R O D E USAGE WITH FRAM E M AT ER IA L

M a t e r i a l .................................. 1 0 2 3 - 950 Heat-Treated
T y p e of Electro de E-70 11 E-120 16
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A lte rn a te Electro de E-70 16 E-110 18

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Frame repairs should be undertaken

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only by competent mechanics, and only the

recommended materials should be used.

■■■........ — ..................1 1 J— -
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SECTION 3
FRONT SUSPENSION
This group is divided into four sub-sections as shown in index below:
Section Page No.

3A Front End A lig n m e n t .............................................. 3A-1
3B Front A x l e ................................................................ 3B-5
3C Front S p r in g s .......................................................... 3C-11
3D Front Hubs and Bearings ........................................ 3D-17
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SECTION 3A
FRONT END ALIGNMENT
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Proper alignment of front wheels must be chart (fig. 1) indicates points at which alignment
maintained to insure efficient steering and satis dimensions are taken.
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factory tire life. The most important factors of The caster, camber, and toe-in dimensions
front end alignment are wheel toe-in, wheel cam are for vehicle at design load (with frame level).
ber, and axle caster. Front end alignment should ra If frame is not level on alignment equipment, the
be checked at regular intervals, and particularly frame angle must be considered. This is espec
after front axle has been subjected to heavy im ially important when making caster check for the
pacts such as a collision or a hard curb bump. frame angle must be added to the caster angle to
Before checking alignment, wheel bearings must be obtain a true setting. All alignment checking should
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properly adjusted since loose wheel bearings will be done with precision equipment and instruments.
affect instrument readings when checking wheel
toe-in, wheel camber, and axle caster. DEFINITION OF TERMS
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WHEEL TOE-IN
When checking alignment, instructions out
Distance front wheels are closer together at
lined in this section should be followed carefully,
front than at rear of axle (see "E"and " F ," fig. 1).
as well as instructions covering related units such
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as brakes, springs, steering gear, hubs and bear WHEEL CAMBER

ings, and wheels and tires, which are given in Amount wheels are inclined from vertical
other sections of this manual. Front end alignment plane (see "C ," fig. 1).
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SERVICE DIAGNOSIS CHART

as
CONDITION POSSIBLE CAUSE CORRECTION

Noisy Front End 1. Loose tie rod ends. 1. Replace ends.
2. Lack of proper lubrication. 2. Refer to LUBRICATION (SEC. 0).
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3. Broken spring leaf. 3. Replace spring leaf.

4. Loose U-bolts or spring clips. 4. Tighten.
Wheel Bounce 1. Unbalanced wheels or tires. 1. Refer to balancing (SEC. 10).

2. Unequal tire pressure. 2. See Load and Inflation Table (SEC. 10).
3. Weak or broken front spring. 3. Replace.
4. Excessive wheel or tire runout. 4. Refer to WHEELS AND TIRES (SEC. 10).
Excessive tire wear 1. Incorrect wheel alignment. 1. Align wheels (SEC. 3A).
2. Failure to rotate tires. 2. Refer to WHEELS AND TIRES (SEC. 10).
3. Improper tire inflation. 3. Refer to Load and Inflation Table (SEC.10)
4. Overloaded or improperly loaded. 4. Avoid overloading vehicle.

FRONT SUSPENSION 3A-2
6 Caster Angle
Vertical
King Pin (
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FRONT AXLE CASTER
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y.
CA M BER A N D K IN G PIN IN C LIN A T IO N TOE-IN KING PIN INCLINATION
B MINUS A ........................................... Camber (Inches)
C
D
.........................................
....................................
E MINUS F
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Camber (Degrees Positive)
King Pin Inclination (Degrees)
.............................................. Toe-in (Inches)
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G ........................................... Caster (Degrees Positive)
K MINUS L .......................... King Pin Inclination (Inches)
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Refer to "Specifications" for correct dimensions. T-3028

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Figure 1— Front End Alignment Chart
FRONT AXLE CASTER CHECKING AND CORRECTING

Inclination of king pin from the vertical in the FRONT WHEEL TOE-IN
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fore and aft direction of the vehicle (see "G ," fig. 1).
Incorrect toe-in results in excessive tire wear
KING PIN INCLINATION caused by side slippage and also unstable steering
as
The slant of the king pin toward the center of with a tendency to wander. Toe-in maybe measured
the vehicle at the top and outward at the bottom from center of tire treads or from inside of tires.
(see "D ," fig. 1). Measurements are made at both front and rear of
axle (see "E " and "F ," fig. 1).
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FRONT END INSPECTION When setting "toe-in" adjustment, the front

suspension must be neutralized; that is, all com
Before checking front end alignment, the fol ponent parts must be in the same relative position
lowing front end inspection should always be made: when making the adjustment as they will be when
1. Check tires for proper inflation. in operation. To neutralize the suspension, the
NOTE: Rim -to-floor dimension should be the vehicle must be rolled forward 12 to 15 feet. By
same at each wheel. rolling the vehicle forward, all tolerances in the
2. Check wheel installation and run-out. front suspension are taken up and the suspension
3. Check wheel bearing adjustment. is then in normal operating position. Neutralizing
4. Check steering tie rod and drag link ends the front suspension is extremely important, es
for looseness. pecially if the vehicle has been jacked up in order
5. Check king pins for looseness. to scribe the tires, otherwise the front wheels will

not return to the normal operating position due to

the tires gripping the floor surface when the vehicle
is lowered on the jack.
IMPORTANT
"TO E-IN" MEASUREMENTS MUST
BE MADE AT THE HORIZONTAL AXIS
OF THE WHEEL.
"Toe-in ” is corrected by loosening clamp

bolt at tie rod ends, then turning tie rod with pipe
wrench until wheels have proper toe-in.
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Figure 2 — M e th o d of C h e ck in g Fram e A n g le
knuckle bushings and king pins as instructed in

NOTE "FRONT AX LE ” (SEC. 3B).
On vehicles with power steering, 2. Check the wheel run-out as instructed in
loosen power cylinder to tie rod brac WHEELS AND TIRES (SEC. 10) of this manual. If
.c
ket U-bolt nuts. run-out is excessive, straighten or replace wheel.
3. Place vehicle on level surface, with normal
With both tie rod ends in same plane, tighten weight of vehicle on wheels, then take final camber
ry
clamp bolts securely. Toe-in should be 1/8 to 1/4 reading. If camber gauge is not available, readings
inch. can be taken as shown on chart in figure 1. Place
With power steering, tighten power cylinder tora square as shown and measure distances "A " and "B."
tie rod bracket U-bolt nuts. Adjust power cylinder "B" should exceed "A " by amount specified. Cam
as directed in "POWER STEERING" (SEC. 9B) of ber dimensions of right wheel should not vary over
this manual. 3/32" from camber dimensions of left wheel. If
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final camber reading is incorrect, either steering
knuckle or axle center is bent.
FRONT WHEEL CAMBER 4. To determine which part is bent, check
king pin inclination (D, fig. 1). Camber plus king
Camber is the amount in inches or degrees
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pin inclination is the "included angle" of steering

that front wheels are tilted outward at top from
knuckle. If "included angle" of knuckle varies more
vertical position (see "C ,"fig . 1). Camber offsets
than 1/2° from value specified, knuckle is bent
wheel deflection, due to wear of front axle parts,
and should be replaced. Excessive positive camber
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and prevents a reverse or negative camber condi

results in irregular wear of tires at outer shoulder.
tion. A reverse or negative camber is an inward
Negative or reverse camber causes wear at inner
ic
inclination of wheels at the top.

shoulder. Ease of steering is affected by any devi
If camber is extreme or unequal between
ation from specified camber.
wheels, improper steering and excessive tire wear
s
w ill result.
Camber variations may be caused by wear at
AXLE CASTER
as
wheel bearings and steering knuckle bushings, or

Positive caster is the rearward tilt from the
by a bent steering knuckle or axle center.
vertical of the king pin. Negative or reverse caster
Specifications are listed at rear of this section.
is the forward tilt from the vertical of the king pin.
Incorrect caster may result from sagging
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CHECKING AND CORRECTING CAMBER

springs, bent axle, twisted axle, or uneven tighten
Before checking camber, check wear at king
ing of spring U-bolt nuts. Tighten all U-bolt nuts
pins as follows: equally. Refer to "FRONT SPRINGS" (SEC. 3C) for
Jack up front of vehicle, pull bottom of wheel U-bolt torque specifications. Generally, if the axle
outward and take a camber reading; then pull top is twisted, the caster will be unequal for right and
of wheel outward and take a camber reading. If left side.
readings vary more than 1/4°, make following
adjustments: CHECKING AND CORRECTING CASTER
1. Adjust the wheel bearings as directed in IMPORTANT: Caster, camber, and toe-in di
"FRONT HUBS AND BEARINGS" (SEC. 3D), then mensions are for vehicle carrying its design load
take camber readings as shown on chart (fig. 1). whereby the frame in most instances would be
If readings still vary over 1/4°, replace steering level. If alignment check is to be made with frame

NOT LEVEL the frame angle (fig. 2) must be de ative (high in the rear) 1/2°; there
termined and added to the caster angle to obtain a fore, 1/2° negative frame angle plus
true caster reading. 2° positive caster gives 2-1/2°
1. Position vehicle on a smooth level surface. positive as the "corrected caster"
2. Using a bubble protractor (fig. 2), measure for that wheel. Referring to "Speci
the frame angle (FA). Frame angle is the degree fications," we find that 2-1/2° posi
of tilt in the frame from the level position. Neg tive caster is within the specified
ative frame angle is when the frame is high (above setting.
level) in the rear. Positive frame angle is when the 5. Repeat steps 2 through 4 for the right wheel.
frame is low (below level) in the rear. 6. If the caster is not within specifications,
3. Determine the caster angle for the left caster can be corrected by adding or removing
wheel using the alignment equipment. caster shims between the axle and spring.
4. Add the frame angle (FA) found in step 2
KING PIN INCLINATION
om
to the left wheel caster reading found in step 3 to
determine the "corrected caster" for left wheel.
King pin inclination is the amount that top of
To determine "corrected caster" with various king pin is inclined toward center of vehicle. King
frame and caster readings the following rules pins are inclined (D, fig. 1), to decrease friction
apply: between tires and road when turning. Precision
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(a) Negative frame angle must be added to instruments must be used to check king pin inclin
positive caster reading. ation when axle is installed in vehicle. When axle
(b) Positive frame angle must be subtracted is removed, check can be made on bench as follows:
ry
from positive caster reading. Place two uniform blocks on level surface,
(c) Negative frame angle must be subtracted rest spring seats on blocks. Using a square, mea
from negative caster reading. rasure "K " and " L " (fig. 1). "K " minus " L " equals
(d) Positive frame angle must be added to king pin inclination in inches. If axle is bent or
negative caster reading. twisted, refer to "FRONT AX LE " (SEC. 3B) for
corrective information. Straightening axle center
Example: An HM-70 with power steering has to correct king pin inclination will also change
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a left wheel caster reading of 2° camber. Recheck camber after correcting king pin
positive, but the frame angle is neg inclination.
FRONT END ALIGNMENT SPECIFICATIONS

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HG, HM , JM , HG , H M , JM , JG,
JG , H J, JJ, H J, JJ, HV,
N o t e : Letters un der “ A x le M o d e l” refer to Figure 1. H V , JV70, TM , T G , TJ JV 70 T M , T G , TJ
cc
HM80 70 H M , JM80 70
AXLE M ODEL F070 F070 F090 F090
B M IN U S A - C A M B E R (IN C H ES). . .. 33/64 33/64 3/32 Vx

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C C A M B E R ( D E G R E E S ) ...................................... +V/2± % + l ‘/2 ± ‘/2 L .H .+ W + '/ z L . H . + V 4 ±V4

R . H . - > / « ± '/2 R . H . - > / 4 ± ‘/2
D K I N G P I N I N C L I N A T I O N ( D E G R E E S ) .............................. 7 ‘/s m L . H . 5 3/4 L . H . 5 3/4
R . H . 6 '/j R . H . 6 V4
as
E M I N U S F T O E - I N ( I N C H E S ) ......................................... Vs to !4 V4 to V, Vt to V, Vs to '/4
G C A S T E R ( D E G R E E S ) ........................................................................ +VA±Zi + lit ±V: + 1 ± S4 + l '/4 ± ,/2
K M IN U S L KING PIN INCL. (IN C H E S ). . 63/64 63/64 L . H . /s L . H . Z,
R . H . «>/64 R . H . S‘/64
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J M , JG , HJ, JJ,
T M , T G , TJ H V , JV70
T M , WM80 70 T M , WM80 H M , JM80 WM80 JM80
AXLE M ODEL F090 F110 F110 F120 F150 F160
B M I N U S A - C A M B E R ( I N C H E S ) ................................... 3/32 Vv. 3/32 3/32 % *1/32

C C A M B E R ( D E G R E E S ) .................................................................. L H . + y , ± ‘/ 2 L . H . + ‘/4 ± '/2 I M . + 'A i V t L . H • + 1/ 4 ± 1/2 + 1 ±Yi + l ± ‘/2
R . H . - M ± '/2 R. H .- > /4 ± '/2 R. H .-> /4 ±> /2 R .H .-M ±Vi
D K I N G P I N I N C L I N A T I O N ( D E G R E E S ) ................. L . H . 53/< L . H . 53/4 L . H . 5 3/4 L . H . 53/4 8 8
R . H . 6 1/ * R . H . 6 V, R . H . 6 V4 R . H . 6 ‘/4
E M I N U S F T O E - I N ( I N C H E S ) ............................................ Vi to % lA to >/4 V, to Vi Vt to >/. Vt tO % Vt to >/4
G C A S T E R ( D E G R E E S ) ................................................................... o + l/ i + l ‘/ 4 ± 1/2 0 + ‘/2 + l ± ‘/2 o+Vi +1 ± a
K M IN U S L KING PIN INCL. (IN C H ES ) L.H . % L.H . % L.H . % L . H . 63/ h l 31/64 l 31/64
R.H. % R . H . l> /,6 R . H . l> /,6 R . H . I 1/ ,6

FRONT SUSPENSION 3B-5
SECTION 3B
FRONT AXLE
Reference is made to axle models in this sec 6. Inspect king pin and steering knuckle bush
tion. Refer to "Specifications" at end of this sec ings for wear.
tion for axle model. For truck series application, 7. Check up and down movement of knuckles on
refer to front of manual.
king pins. Excessive movement will pound and
Axle steering knuckles are constructed as damage the thrust bearings. Refer to "Specifica
shown in figures 2 and 3. Wheel bearings, springs, tions" for maximum axle to knuckle clearance.
steering, and brake parts which are mounted on
8. Check stop screws and adjust when neces
om
front axle are described in their respective section
sary.
in this manual. Specifications and pertinent front
9. When steering difficulty or abnormal tire
axle service informationis given in "Specifications"
wear is indicated, check front end alignment as
previously instructed under "FRONT END ALIGN
MENT" (SEC. 3A).
FRONT AXLE CONSTRUCTION
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Front axle center section is one-piece steel
STOP SCREWS
forging with I-beam section in which dowel pins
ry
Adjustable stop screws are located between
are installed to locate spring seats. Outer ends of
each steering knuckle and axle center to prevent
axle center are machined to accommodate steer
wheels from contacting chassis on extreme right
ing knuckles and king pins. ra and left turns. The stop screws are installed in the
steering knuckles and stop against the axle center
FRONT AXLE GENERAL as shown in figure 1 on F-070, F-090, F-110 and
MAINTENANCE F-120 axles. On F-150 and F-160 axles, stop
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screws are installed on axle center and stop pads
Following maintenance operations should be
are on steering knuckle.
performed at intervals determined by severity of
Steering gears are equipped with built-in stops
service:
in steering gear assembly to prevent steering
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1. Inspect spring U-bolts for tightness. If mechanism from bottoming at extreme turns. Stop
loose, tighten as directed in "FRONT SPRINGS" screws are therefore set to obtain the maximum
(SEC. 3C) later in this group. turning angles provided in these models.
cc
1. Pitman arm must be installed correctly on

2. Tighten steering arm and tie rod end stud
nuts to torque specified in STEERING SYSTEM
(SEC. 9) of this manual.
si
3. Lubricate front axle parts as instructed in Steering Arm

LUBRICATION (SEC. 0) of this manual. When lub
ricating front axle parts, observe condition of seals
as
at tie rod ends. If seals are found to be damaged

or missing, new seals should be installed immed
iately. Refer to STEERING SYSTEM (SEC. 9) of
this manual.
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4. Examine steering knuckle bearing caps for

tightness and evidence of lubricant leakage. Tighten
or replace parts as required.
5. On F-070 axle, inspect and tighten king
pin draw key nuts. Loose draw keys will permit A — Dimension varies with different size tires. Set stop
king pin to turn in axle center, thus enlarging king screws to provide % " clearance between tires
pin hole. If hole becomes too greatly enlarged, and chassis at extreme turn positions. tpm-760
replacement of axle center may be necessary. If
draw key holes become enlarged beyond use of
new key, replace axle center. IT IS NOT SAFE Figure 1— Steering K nuckle Stop
TO REAM AND BUSH DRAW KEY HOLES. Screw A djustm ent Typical

FRONT AXLE REPLACEMENT

All component parts of the front axle assem
bly except axle center can be replaced without re
moving assembly from vehicle, if necessary. Minor
straightening with suitable equipment can be ac
complished with assembly in vehicle. When the
front axle requires a complete overhaul, the as
sembly can be replaced as described in following
procedures.
NOTE: The letter " F " is stamped on front of
spring pad on F-090, F-110 and F-120 Series axles;
this indicates front of axle. If this identification
mark is not visible, make a punch mark on front
m
of spring pad before removing ends from I-beam.
If I-beam is not marked, it could be installed back
1 Steering Knuckle 10 Thrust Bearing wards, and camber would be wrong.
co
2 Cap Screw 11 Lower King Pin
REMOVAL
3 Upper King Pin Bearing Cap
Bearing Cap 1. Jack up and support vehicle frame to re
12 Cap Screw
4 King Pin Bearing Cap 13 King Pin Bearing Cap lieve load from springs.
2. Remove wheels and hubs. Disconnect brake
y.
Gasket Gasket
5 Lubrication Fitting 14 Lower Bushing lines at axle. Disconnect drag link from steering
6 Shim 15 O-ring Seal arm.
3. While supporting axle center with suitable
7 Draw Key
8 Stop Screw Lock Nut
9 Stop Screw
16 Upper Bushing
17 King Pin
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jack, remove spring U-bolts. Lower assembly and
remove from under vehicle.
INSTALLATION
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1. Place assembly on dolly and roll into posi
Figu re 2 — Steering K nuckle Construction IF 0 7 0 A xle ) tion under vehicle. Raise axle up against springs,
making sure spring center bolts enter alignment
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steering gear. Refer to STEERING SYSTEM (SEC. holes in spring seats. Be sure caster angle shims
9) of this manual for installation instructions. if used, are in place between spring and axle. At
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2. Turn in the right stop screw so that screw tach axle to springs, tightening U-bolts as des
will not contact its stop when wheels are turned cribed in "FRONT SPRINGS" (SEC. 3C).
to extreme right. 2. Install hubs and bearings as described in
cc
3. With wheels turned to extreme right, hold "FRONT HUBS AND BEARINGS" (SEC. 3D). Con
right wheel tightly against right turn position, then nect drag link as directed in STEERING SYSTEM
turn out stop screw until it contacts firm ly against (SEC. 9) of this manual. Connect brake lines. If
its stop. Turn screw about one turn more against hydraulic brakes are used, bleed brakes as des
si
its stop, and tighten lock nut. Check position of cribed in "HYDRAULIC BRAKES" (SEC. 5A) of this
tire. If tire has less than 5/8” clearance from any manual.
chassis obstruction, adjust screw to obtain clear 3. Check stop screws and adjust as previously
as
ance. described. Check front end alignment and adjust

4. Repeat steps on left side. as necessary.
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FRONT AXLE OVERHAUL

Steering knuckles, king pins, bushings, and wheels indicates that axle center or steering knuckle
thrust bearings can be replaced without removing is distorted, tie rod bent, or knuckle bushings are
front axle from vehicle. Minor axle straightening worn beyond limits.
can also be accomplished without removing assem
bly from vehicle. Preliminary inspection can be STEERING KNUCKLE
made while axle is still mounted. These inspec (F070 AXLE)
tions should aid in determining the amount of re
pair necessary. Check front end alignment as di DESCRIPTION
rected previously under "FRONT END ALIGN The king pin is held in place with a tapered
MENT" (SEC. 3A). Inability to correctly align draw key, installed as shown in figure 2. The draw

m
. co
ry
1
2
Knuckle Upper Bushing
King Pin Bushing
6
7
Spacer
ra
Spacing Washer
10
11
Knuckle Lower Bushing
Thrust Bearing
3 Upper Dust Cap 8 King Pin 12 Knuckle
b
4 King Pin Nut 9 Knuckle Lower Bushing 13 Lower Expansion Plug
5 Dust Cap Gasket Retaining Ring 14 Expansion Plug Lock
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T -2 8 8 8
ca
Figure 3 — Steering K nuckle Construction ( F I 5 0 a n d F I 6 0 A x le s S h o w n )
key is retained in place by a lock washer and nut. lower king pin bearing caps and gaskets to steer
Steering knuckles are equipped with Delrin bush ing knuckle, then remove caps and gaskets.
c
ings. Upper and lower ends of knuckles are sealed 5. Using brass drift and hammer drive king
with king pin bearing caps and gaskets and an O- pin out of axle.
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ring seal at the bottom of upper bushings, to p re 6. Remove steering knuckle thrust bearing,
vent lubricant leakage and to exclude dirt and shims, and O-ring.
moisture. The vertical thrust loads are carried by 7. Refer to "Inspection and Repair" later in
as
thrust bearing installed between lower face of axle this section for inspection and repair procedure.
center and steering knuckle lower yoke.
INSTALLATION
REMOVAL 1. Before assembly, thoroughly clean all parts;
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1. Jack up axle and remove hubs and bearings then coat king pin with light coat of S.A.E. 10 en
as directed in "FRONT HUBS AND BEARINGS" gine oil.
(SEC. 3D). Remove brake backing plate from steer 2. Position steering knuckle on axle, then in
ing knuckle. Remove tie-rod as directed in STEER sert the thrust bearing into place.
ING SYSTEM (SEC. 9) of this manual. 3. Install a new O-ring seal at bottom of upper
2. Remove steering arm from steering knuckle bushing.
3. Remove king pin draw key nut and washer. 4. Align king pin holes in steering knuckle
Thread nut on draw key far enough to protect yoke, axle end, and thrust bearing; then partially
threads. Strike nut with hammer to loosen draw install king pin through top.
key. Remove nut, then drive pin out with brass 5. With axle center held firmly, place a jack
drift and hammer. under steering knuckle; then raise until all clear
4. Remove cap screws attaching upper and ance between knuckle lower yoke, thrust bearing

FRONT SUSPEN SIO N 3B-8
and axle center is taken up. Check clearance be STEERING KNUCKLE REMOVAL (Fig. 3)
tween top of axle center and knuckle upper yoke. If desired, steering knuckles may be removed
If clearance exceeds 0.005", place a shim between from front axle without removing front axle as
axle center and knuckle upper yoke. sembly from the vehicle. To remove steering
6. Install king pin, with milled slot in side of knuckles from the axle either with or without re
pin registering with draw key hole in axle center. moving the front axle assembly from vehicle, pro
Install king pin from top, inserting through steer ceed as follows:
ing knuckle yoke, shim, thrust bearing and axle 1. Remove hubs, bearings, and brake mechan
center end. Press pin down until milled slot in pin ism. Disconnect tie rod and drag link from arms.
lines up with draw key hole. 2. Remove cap screws which attach dust cap
7. Insert draw key into axle center, register and gasket to knuckle.
ing with king pin, then install lock washer and nut. 3. On F-090, F-110, and F-120 axles (inset,
Tighten nut firm ly. If nut bottoms on knuckle be fig. 3), remove the lower expansion plug lock ring
fore king pin is secure, replace draw key or use and plug. On F-150 and F-160 axles (fig. 3), a king
om
a draw key with more taper. pin bushing retaining ring is located at lower end
8. Install new gaskets, then install upper and of king pin. The purpose of this ring is to keep
lower king pin bearing caps with cap screws. Tight steering knuckle lower bushing in place. Do not
en cap screws to torque listed in "Specifications." remove ring unless ring is broken or damaged.
9. Lubricate king pins thoroughly through lu 4. Remove cotter pin, king pin nut, and steel
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brication fittings as directed in LUBRICATION spacer (6). Using suitable brass drift, drive the
(SEC. 0) of this manual. Try action of steering king pin downward out of axle and knuckle. Remove
knuckle for binding condition. knuckle, thrust bearing (11), and spacing washer
ry
10. Install steering arms to knuckles. Install (7) from axle. Sleeve bushing (2) can now be re
tie-rod as directed in STEERING SYSTEM (SEC. moved.
9) of this manual. Install brake backing plate as ra
sembly. Install hubs and bearings and wheels as STEERING KNUCKLE INSTALLATION (Fig. 3)
directed in "FRONT HUBS AND BEARINGS" (SEC. The importance of cleanliness when assem
3D). bling steering knuckle parts cannot be overstress
11. Check front end alignment and stop screw ed. If king pins and bushings are installed with
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adjustment as previously directed. particles of dirt or metal between bearing sur
faces, excessive wear will result, necessitating
STEERING KNUCKLES (F090, FI 10, premature replacement of parts.
F I20, FI 50, AND F I60 AXLES) 1. Refer to "Inspection and Repair" for in
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spection and repair procedures.

NOTE: Key numbers in following text refer to 2. Position knuckle to axle center; then slide
figure 3. thrust bearing assembly between lower face of axle
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The steering knuckles are supported on solid center and steering knuckle lower yoke. Make c er
king pins which are tapered at center section to tain the retainer is on top of bearing with lip of
ic
fit snugly in tapered holes in axle center outer retainer down. Align king pin holes in knuckle yoke
ends. A steel sleeve bushing (2) is mounted be with king pin hole in axle center.
tween the knuckle upper Delrin bushing (1) and the 3. With axle center held rigidly, place a jack
ss
king pin to maintain the same size bearing at top under knuckle yoke, then raise knuckle sufficiently
and bottom. Bushings are split Delrin and are of to take up all clearance between lower yoke, thrust
floating type. bearing, and lower face of axle center end.
Bushings are held in place at upper end by the 4. Check clearance between top face of axle
a
king pin nut and spacer (6). Vertical thrust is taken center end and face of knuckle yoke. Select shims
by a roller-type thrust bearing (11). Thrust move or spacing washer (7) of correct size to provide
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ment is held to a minimum by the use of spacing thrust clearance listed in "Specifications" at end
washers (7) between upper knuckle yoke and axle of this section. These are available in different
center end. Upper end of knuckle pins are sealed thicknesses.
with dust caps and gaskets, retained in place with 5. Make certain king pin hole in axle center,
screws. Lower end of knuckle on F-090, F-110 and king pin, and nut are clean and dry. King pin nut
F-120 axles (inset, fig. 3), are sealed with an in should thread on king pin freely without bind.
verted expansion plug held in place with a lock 6. Insert king pin through bottom yoke of
ring. On F-150 and F-160 axles a retaining ring knuckle; then drive pin into place withlead hammer.
is installed on lower end of king pin (fig. 3) to re Place king pin sleeve bushing (2) over king pin,
tain king pin bushing. Right and left steering arms then press into place. Be sure sleeve bushing is
are keyed to knuckles, and retained in place with installed squarely over pin. Install steel spacer (6)
nuts and cotter pins. on top of bushing.

7. Make sure threads on king pin and nut are pins for minute cracks, checks, or fractures which
clean and dry; then install king pin nut. Tighten nut otherwise would not be visible to the naked eye.
to minimum torque specified in "Specifications"; 2. Thrust Bearing. Examine thrust bearings
then tighten nut until next slot on nut lines up with for excessive wear, pitting, or other damage. If
cotter pin hole through king pin. Install new cotter these conditions are evident or if bearing retainers
pin, full size of hole. are bent or damaged, bearings should be replaced.
8. On F-090, F-110 and F-120 axles (inset, 3. Steering Knuckle Bushings. Replace steer
fig. 3), install new inverted expansion pluginlower ing knuckle bushings if wear is indicated, or if re
hole. Install plug lock ring, seating ring securely sults given previously under "Front Wheel Camber"
in groove. in "FRONT END ALIGNMENT" (SEC. 3A), indicates
9. On F-150 and F-160 axles, if lower bushing replacement is necessary.
retaining ring (9) is bent or damaged, replace ring. a. Bushing Removal. Bushings are split Delrin
10. Install new king pin dust cap gasket (5) at floating-type. To remove, slide bushings out of
m
top; then install dust cap (3). Tighten screws firm ly. knuckle bore.
11. Connect tie rod and drag link to steering b. Bushing Installation. When installing bush
arms. Install brake mechanism and hubs. Check ings, remove nicks and burrs from knuckle bushing
front end alignment factors and stop screw setting. bore and polish with medium grit abrasive paper
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12. Lubricate knuckles as directed in LUBRI or cloth. Apply lubricant specified in LUBRICA
CATION (SEC. 0). TION (SEC. 0) of this manual, to all parts and in
stall the bushings in the knuckle bores.
INSPECTION AND REPAIR 4. King Pin Inspection. Check diameter of king
y.
pin. Also check for minute cracks or other damage.
Wash steering knuckle parts (except Delrin If inspection reveals excessive wear, replace king
bushing), in cleaning solution, being sure to remove pin.
r
all dirt and lubricant. If necessary, soak thrust ra 5. Axle Center. There are two conditions
bearings in cleaner until all old lubricant is dis which, if either exists, will necessitate replace
solved; then slush bearings in cleaning solution ment of axle center.
until all grit is removed. a. If king pin holes in axle center ends are
CAUTION: Delrin bushings must not be washed worn to such an extent that a new standard or
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in Keytone or chlorinated solvent. oversize king pin fits loosely, axle center must be
CAUTION: Avoid turning bearings in races replaced.
when bearing assemblies are dirty, since small b. If axle center has been twisted or bent
particles of grit will damage bearings. "Specifica more than 5 degrees from original shape, the
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tions" at end of this group itemize the various fits center should be replaced. When an extreme bent
and tolerances which apply to all front axles cover condition exists, minute invisible fractures may
ed by this manual. It is recommended that all parts occur and cause failure under ordinary operating
cc
which do not meet these specifications be replaced. conditions.

1. Steering Knuckles. After steering knuckles Check axle center for twist with alignment
have been cleaned thoroughly, examine knuckles instruments, or on a bench as illustrated in Front
for distortion, damage, cracks, or fractures. If End Alignment Chart (fig. 1). If equipment is avail
si
Magna-Flux inspection equipment is available, use able, use Magna-Flux method to check axle center
this method to inspect steering knuckles and king for minute fractures.
as
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Refer to next page for Specifications.

AXLE SPECIFICATIONS
AXLE M ODEL F070 F090 F110 F120 F150 F I 60
KING PIN
Length............................................... 7 % ' w 93/ <' 9%' 10%' 10>>/l6'
Diameter
At Top............................................ 1.2492'-1.2496' 1.1855'-1.1865' 1.3085'-1.0395' 1.3085'-1.3095' 1.3085'-1.3095* 1.3085'-1.3095"
At Bottom ................................... 1.2492M.2496' 1.4330'-1.4340' 1.6060'-1.6070* 1.6060'-1.6070' 1.8150'-1.8200' 1.8150M.8200'
KING PIN BUSHING

Length - 1 % ' 2%' 2%' 2!4' 2 */2'
Diameter
Outer.............................................. 1.4330'-1.4340" 1.6060"-1.6070" 1.6060'-1.6070' 1.7930"-1.7940" 1.7930’ -1.7940
m
Inner.............................................. 1.1870'-1.1880" * 1.2970"-1.3000" **1.2970'-1.3000' **1.3000"-1.3030" **1.3000"-1.3030"
STEERING KNUCKLE BUSHING*

Length
co
Upper............................................. V/t" 1.760' VAi I 1h i" 2% ' 2y32'
Lower............................................ i r 2.150' VM ’ Vhi" w m i'
I.D. When Installed............................. 1.2496M.2526' 1.4340M.4370' 1.607"-1.610" 1.607"-1.610" 1.7940"-1.7970" 1.7940'-1.7970'
STEERING KNUCKLE THRUST................. 0.005' 0.004'-0.012' 0.015' Max. 0.015' Max. 0.015' Max. 0.015' Max.
y.
0.114'-0.116* White
SPACING WASHERS AVAILABLE................. - 0.121'-0.123" Yellow 0.093'-0.125' 0.093'-0.125' 0.093"-0.125" 0.093'-0.125'
0.128'-0.130' Blue 0.156' 0.156'
SPACING SH IM S AVAILABLE.....................
TORQUE SPECIFICATIONS
0.005'
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Use Spacing Washer 0.010'-0.015' 0.010'-0.015' 0.010"-0.015' 0.010'-0.015"
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King Pin Nut................ 250 Ft. Lbs. Then 250 Ft. Lbs. Then 250 Ft. Lbs. Then 250 Ft. Lbs. Then 250 Ft. Lbs. Then
Advance to Next Advance to Next Advance to Next Advance to Next Advance to Next
Cotter Pin Hole Cotter Pin Hole Cotter Pin Hole Cotter Pin Hole Cotter Pin Hole
King Pin Bearing Cap, Cap Screw............ 60-70 In. Lbs.
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‘ Delrin Bushing-No Finishing Required

“ Ream After Installation
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FRONT SUSPENSION 3C-11
SECTION 3C
FRONT SPRINGS
DESCRIPTION wise, axle may shift, causing misalignment; also,
spring leaf failure in the vicinity of the spring
Front springs on all series vehicles are center bolt could result.
semi-elliptic type except for the optional tapered The center bolt serves only to hold the spring
two-leaf type. Springs are attached to front axle together while in shipment and during installation,
center with U-bolts and secured at frame side and as a locating point when assembling spring to
rails as shown in figure 1. U-bolts may also axle. After assembly, it is strictly the function of
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secure shock absorbers, tow eyes and power the U-bolts to hold the spring and axle in align
steering cylinder brackets (when used). Spring
ment, and the importance of keeping the U-bolts
eyes on all models are equipped with replaceable tight cannot be overemphasized.
bushings. The spring shackles on TM, WM-80
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models are also equipped with replaceable bush NOTE: Spring leaves of the optional two-leaf
ings. Front springs, which employ rubber- type are held in alignment by raised nibs at the
mounted bushings with solid-eye bolt, require no normal center bolt position.
lubrication at bushing.
y.
Check, and tighten if necessary, all spring
shackle or bracket bolt nuts and shackle or bracket
GENERAL SPRING MAINTENANCE pin clamp bolts. Rebound clips should be tightened
LUBRICATION
Spring leaves (except optional two-leaf type)
ar just enough to hold spring leaves in alignment with
out restricting free movement of leaves.
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are lubricated at time of assembly and require no
further lubrication unless spring is disassembled. REPAIR OPERATIONS
Shackle and bracket pins or bolts are equipped
with lubrication fittings. Fittings are also pro FRONT SPRING REMOVAL (Refer to Fig. 1)
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vided in the shackles on TM, WM-80 models to
A ll Conventional and Tilt 70 Models
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provide lubrication of shackle bushings. Spring

eye bushings that are rubber-mounted do not re 1. Raise vehicle frame to take weight off
quire lubrication. Refer to LUBRICATION (SEC. 0). spring. Make sure vehicle is supported safely.
2. Support axle on floor jack, remove nuts at
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TIGHTENING taching shock absorber at spring bracket.

At regular intervals, spring U-bolts should 3. Remove spring shackle U-bolt nuts, then
be checked and tightened if necessary to torque lower axle.
listed in "Specifications" at end of this section. 4. At front of vehicle, remove spring eye bolt
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IMPORTANT: U-bolts must be kept TIGHT at nut and washer; withdraw eye bolt from bracket
all times to hold axle in place at springs. Other and spring eye.
as

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Spring Noise 1. Loose U-bolts. 1. Tighten to recommended torque.

2. Loose or worn shackle bushings. 2. Replace shackle bushings.
3. Lack of lubrication. 3. Lubricate as required.
4. Defective shock absorber. 4. Replace shock absorber.
Spring Sag or 1. Inoperative shock absorbers. 1. Replace shock absorbers.
Bottom 2. Broken spring leaf. 2. Replace leaf or spring Assy.
3. Severe operation or overloading. 3. Check load capacity rating.
Spring Breakage 1. Loose U-bolts. 1. Tighten to recommended torque.
2. Normal fatigue. 2. Replace spring.
3. Overloading. 3. Check load capacity rating.

NUTS 40 -5 0 FT. LBS.

TORQUE
FRONT BRACKET
OUTER BRACKET
EYE BOLT (NUT TORQUE SPRING PIN

LUBRICATION FITTING
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350-400 FT. LBS.)
SPRING
SPRING
NUT
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16-18 FT. LBS. TORQUE
F R O N T M O U N T IN G — C O N V . C A B , 7 0 TILT C AB, FR O N T M O U N T IN G - M O D E L
ALL M O D E L S W IT H TA PER ED T W O LEAF S P R IN G S TM /W M 80
NUTS 40-50 FT. LBS. TORQUE
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REAR BRACKET
REAR BRACKET
LUBRICATION
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FITTING —
SHACKLE LINK NUTS
110-1 30 FT. LBS. TORQUE
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SHACKLE
SPRING
SPRING
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PIN RETAINER
---- REBOUND PIN

R EA R M O U N T I N G - A L L C O N V . C A B M O D E L S REAR M O U N T IN G — M O D E L S T G / T J / T M 7 0
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------- NUT
REAR BRACKET 30-40 FT. LBS
TORQUE
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SHACKLE TO
NUT LUBRICATION BRACKET PIN
16-18 FT. LBS FIT T IN G -? r
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TORQUE
BOLT
-SHACKLE
SPRING PIN
SPRING - BOLT
W ASH ER
REAR M O U N T IN G — M O D E L S T M / W M 8 0 t 2977
Figure 1— Front Spring Front and Rear Mountings (Typical)

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Position Thick End of Caster Spacer "Forw ard” on all Models,
Except Tilt C a b M odel 70. (See Note Below).
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"R earw ard” on all Tilt C a b M odels 70.
Note: Flat Caster Spacers are used on Conventional Models

7 0 and 80, Standard and Optional, having 7 00 0 Lb. Springs and
7 0 0 0 Lb. Axle. T -29 78
y.
NOTE: On some optional multi-leaf springs, Figure 3 — Front Spring Cos ter Spacer
a special flat washer must be removed from bolt
spacer at each side of spring eye as shown in
figure 2.
5. On 70 Tilt Cab Models, lower the spring
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bolt or pins to remove all old lubricant. Make sure
lubrication passages in bolts and pins are open.
2. Insert bolts or pins into bushings in spring
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out of rear bracket. eyes, shackle, and bracket and check for looseness.
6. If shackle links are used, remove shackle If excessive looseness is evident, bolt, pin, or
nuts, shackle links, and pins. Then remove shock bushing must be replaced.
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absorber bracket (fig. 3) spring, caster spacer, NOTE: If either leaf of the optional tapered two-
tow eye (if used) and dowel pins (when used).
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leaf spring is broken, the complete spring assem

NOTE: Refer to figure 3 for correct position bly must be replaced.
of caster spacer for all vehicles at time of install
3. Inspect spring assembly for broken leaves.
ation.
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No. 1 and No. 2 leaves can be replaced (except on

optional tapered two-leaf). If other leaves are
broken, replace complete spring assembly. Re
TM, WM-80 Models
place broken leaves as directed later in this sec
(R efer to Fig. 1)
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tion.
1. Disconnect lower end of shock absorber
4. Inspect spring assembly for loose or broken
from bracket.
rebound clips. Rebound clips should be tight enough
as
2. Raise frame high enough to take load off

front spring, then remove front spring U-bolt nuts.
3. At front bracket and at shackle, remove
clamp bolts.
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4. Remove lubrication fittings, then remove

bolt and pins using adapter and slide hammer as
shown in figure 4. Adapter threads into holes
tapped for lubrication fittings.
NOTE: On TM and WM-80 Models, the upper
shackle pins at rear bracket are not tapped and
must be driven out with drift after removing
clamp bolts and lubrication fitting.
INSPECTION
1. Thoroughly clean spring eye bushings, Figure 4 — Removing Spring Pin or Bolt With
bracket or shackle bushings, and shackle or bracket Slide Hammer and Adapter

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Figure 5— Removing Rubber-Type Eye Bushing
to hold spring leaves in alignment, but not tight

enough to restrict free movement of leaves.
5. Check for broken or loose spring center
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bolt. Replace or tighten as necessary.
6. Inspect the three inner leaf Delrin liners
used on the optional tapered two-leaf spring. If
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not in good usable condition, replace. Refer to
"Specifications" at end of this section for thick
ness of liners. Center liner can be replaced as
directed later under "Center Liner Replacement." CENTER LINER REPLACEMENT
BUSHING REPLACEMENT
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(TW O-LEAF SPRING) (Refer to Fig. 7)
After the spring U-bolts are loosened, the two
leaves will generally separate to permit replace
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Rubber-Type Eye Bushing ment of center liner on the locating nib of lower
Remove and replace front eye bushing using leaf. However, if necessary, a flat tapered pry-
bushing remover and installer tool set J-21058 bar can be used to separate the leaves.
as shown in figures 5 and 6.
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SPRING LEAF REPLACEMENT

Plain-Bronze Bushing (EXCEPT OPTIONAL TW O-LEAF TYPE)
Plain bushings are used in spring eyes and 1. Mark down one sids of springs to assure
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in shackles. Use suitable driver to press or drive original position of leaves, then place spring as
worn bushings out and install new bushings. Bush sembly in a vise or arbor press near center bolt.
ings must be burnished or reamed to sizes speci 2. When bolted type are used, remove rebound
fied in "Specifications" at end of this section. Test clip, nuts, bolts, and spacers.
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fit of bolts or pins in respective bushings before 3. File off peened end of center bolt, then re
installing springs. move nut and bolt.
4. Release vise or arbor press slowly to avoid
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possible injury. Separate spring leaves and clean

thoroughly, using a wire brush if necessary.
5. Replace any broken rebound clips by cut
ting old rivet, and riveting new clip to spring leaf.
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6. Replace broken leaf and stack leaves in

correct order, applying a thin film of graphite
grease to each leaf. Align center bolt holes in
spring leaves with long drift, then compress spring
leaves in vise or arbor press.
7. Install center bolt and nut and tightenfirm-
ly. Peen end of bolt to prevent nut loosening.
8. Remove spring from vise or arbor press.
Align spring leaves by tapping with hammer. In
stall rebound clip, spacers, bolts, and nuts; tighten
enough to hold spring leaves in alignment, but not
Figure 6 — Installing Rubber-Type Eye Bushing enough to restrict free movement of leaves.

FRONT SPRING INSTALLATION (Refer to Fig. 1) 2. Assemble shackle to bracket at rear using
pin and clamp on TM and WM-80 models. Fitting
All Conventional Cab and Tilt 70 Models hole in shackle must be toward rear. When in
1. On tilt 70 models, place rear end of spring stalling pin, the clamp bolt grooves must be
in rear hanger, then install rebound pin, pin re aligned with bolt holes. On TM and WM-80
tainer, and pin retainer bolt. models, install and tighten pin clamp bolts.
2. On conventional cab models, raise rear 3. At lower end of shackle install pin with
end of spring to frame bracket and install shackle clamp bolt holes aligned with holes in shackle,
links and shackle pins to frame bracket and spring and with lube fitting hole outward. Install clamp
eye. Install shackle pin nuts. bolts and lube fitting. Also, install lubrication fit
NOTE: On some vehicles, at front with op ting in shackle.
tional multi-leaf springs, position a flat washer 4. With dowel pins, caster spacer (when used)
over bolt spacer at each side of spring eye as on axle pad, raise axle to spring, making sure
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shown in figure 2. dowel pin engages hole in axle pad.
3. Raise front end of spring into frame fo r 5. Install U-bolt spacer, shock absorber brac
ward hanger brackets. ket, and shock absorber, then install U-bolt nuts
4. Install eye bolt, eye bolt washer, and nut. and shock absorber nut.
NOTE: Install caster spacer as shown in fig 6. Tighten U-bolt nuts, shock absorber nut, and
ure 3. clamp bolt nuts to torque listed in "Specifications”
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5. With dowel pins (when used), tow eye (when at end of this section.
used), and caster spacer (when used) on axle pad, 7. Lubricate as instructed in LUBRICATION
raise axle to spring, making sure spring center (SEC. 0) in this manual.
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bolt or dowel pin engages hole in axle pad.
NOTE: When optional two-leaf spring is used,
make sure a Delrin liner is properly located at
SHOCK ABSORBERS
both top and bottom of spring.
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6. Install shock absorber bracket, U-bolt
spacer, U-bolts, and shock absorber. Install U-bolt
Shock absorbers are non-adjustable and non
and shock absorber nuts.
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repayable. Maintenance requirements involve re
7. Tighten front eye bolt nut, shackle pin nuts,
placement of the rubber mounting grommets, and
U-bolt nuts, and shock absorber nuts to torque
tightening all shock absorber pin nuts at regular
listed in "Specifications" at end of this section.
intervals. If a shock absorber becomes inoperative,
8. Lubricate as instructed in LUBRICATION
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the complete unit must be replaced.

(SEC. 0) of this manual.
TM, WM-80 Models

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(Refer to Fig. 1) CAUTION: When replacing shock absorbers,

1. Locate front spring eye at front bracket, check the model number stamped on the unit to
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then install bracket pin with lube fitting hole out make sure it is the same model as the one removed.
ward and with clamp bolt grooves aligned with Refer to "Specifications" for shock absorber nut
holes in bracket. Install clamp bolts and fitting. torque.
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IMPORTANT
%
U-bolts must be retightened to initial torque
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listed in "Specifications" after 500 miles.

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Refer to next page for "Specifications."

SPECIFICATIONS
FRONT SPRIN GS
S p r i n g E y e B u s h in g s
I . D . ( B u r n i s h ) C o n v e n t i o n a l C a b M o d e l s ................................1 .0 4 2 5 " - 1 .0 4 2 9 "
0 . D 1 .0 6 8 0 " - 1 .0 6 8 2 "
L e n g t h ...............................................................................................................................................2 .0 9 7 " + 0 .0 0 5 "
1 .D . ( B u r n i s h ) ( T M , W M 8 0 ) ................................................................................0 .9 9 9 " - 1 .0 0 4 "
0 . D 1% "
L e n g t h ............................................................................................................................................................................ 2 % "
N o t e : W h e r e S t e e l - b a c k e d R u b b e r B u s h in g s a r e u s e d , s p e c ific a t io n s
a r e n o t lis t e d .
S p r i n g B r a c k e t a n d S h a c k l e B u s h in g s
1 .D . ( B u r n i s h ) ( T M , W M 8 0 ) ............................................................................... 0 .9 9 9 " - 1 .0 0 2 "
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O . D .............................................................................................................................................................................................W "
L e n g t h ............................................................................................................................................................................... Y > A i"
S p r i n g S h a c k le B o lt s
D i a m e t e r a t B u s h i n g s , ( T M , W M 8 0 ) .................................................... 0 .9 9 6 " - 0 .9 9 8 "
S p r i n g S h a c k le P in s
D i a m e t e r a t B u s h i n g ( T M , W M 8 0 ) ........................................................0 .9 9 6 " - 0 .9 9 8 "
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S p r i n g E y e P in D i a m . ( T M , W M 8 0 ) ........................................................0 .9 9 6 " - 0 .9 9 8 "
In te rle a f L in e r (O p tio n a l T w o L e a f S p rin g )

T h i c k n e s s .................................................................................................................................................................... 0 .0 4 3
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TO R Q U E S PEC IFIC ATIO N S
F r o n t S p rin g U - B o lt N u ts ra F t .- L b s .
5/ 8 - 1 8 L o c k - T y p e T G . T M 7 0 .................................................................................... . 7 0 -8 0
5/ s - 1 8 S t d - T y p e T J 7 0 ........................................................................................................... 13 0 -14 0
3/4 - 1 6 2 8 6 M L o c k ( 3 D o t s ) H G , H J , J J , H M , H V , J G , J M ,
J V 7 5 0 0 , J M , H M 8 0 ........................................................................................................ 1 1 0 -1 4 0
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3/4 - 1 6 3 0 1 M L o c k (6 D o t s ) R G , R M 7 5 0 0 ; T M , W M 8 0 ) . . 19 0 -2 10
F r o n t S p r i n g E y e B o lt N u t
T G , T M , T J 7 0 ..............................................................................................................................................3 0 0 -4 0 0
H G , H J , J J , H M , J M , J V , J G , H V 7 0 ; J M , H M 8 0 ..................................... 3 5 0 -4 0 0
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F r o n t B ra c k e t to F r a m e B o lt ( T M , T G 7 0 ) . .
( A l s o A t t a c h e s F r a m e F r o n t X - M e m b e r ) ......................................................................4 0 -5 0
R e a r B r a c k e t t o F r a m e B o l t ( T M , T G 7 0 ) ............................................................................4 0 -5 0
cc
F r o n t B ra c k e t to F r a m e B o lt ( T J 7 0 A ) . .
( A l s o A t t a c h e s F r a m e F r o n t X - M e m b e r ) ......................................................................3 5 -5 5
F r o n t S p r in g F r o n t In n e r a n d O u te r B r a c k e t B o lt N u t
H G , H J , J J , H M , H V , J G , J M , J V , 7 5 0 0 , J M , H M 8 0 ......................................... 4 0 -5 0
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S p r i n g S h a c k le L i n k t o R e a r B r a c k e t a n d S p r i n g
P in N u t s ( H G , H J , J J , H M , H V , J G , J M , J V , 7 0 ,
J M , H M 8 0 .............................................................................................................................................................. 1 1 0 - 1 3 0
as
F r o n t S p r i n g R e a r B r a c k e t B o lt N u t s
( H G , H M , H V , J G , J M , J V 7 0 , H M , J M 8 0 ) ....................................................................4 0 -5 0
F r o n t S p r i n g F r o n t O u t e r B r a c k e t a n d S t e e r in g
G e a r B r a c k e t B o lt N u t s ( H G , H M , H V , J G , J M , J V 7 0 ,
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H M , J M 8 0 ) ................................................................................................................................................................. 4 5 -5 5
F r o n t S p rin g F ro n t a n d R e a r B ra c k e t C la m p B o lt N u ts
( T M , W M 8 0 ) ............................................................................................................................................................ 1 6 - 1 8
F r o n t S p r i n g R e a r B r a c k e t t o S i d e R a il B o l t N u t
( T M , W M 8 0 ) ............................................................................................................................................................3 0 -4 0
F r o n t S p r i n g R e a r B r a c k e t t o S i d e R a il B o t t o m F la n g e
( T M , W M 8 0 ) ........................................................................................................................................................... 3 0 -4 0
S h o c k A b s o r b e r N u t s .......................................................................................................................................... 7 0 - 8 0

FRONT SUSPENSION 3D-17
SECTION 3D
FRONT HUBS AND BEARINGS
DESCRIPTION 3. Back off the adjusting nut slightly, then us

ing a torque wrench, retighten adjusting nut to 50
Front hubs are mounted to steering knuckle foot-pounds torque, at the same time turn wheel in
spindles on opposed tapered roller bearings as both directions until there is a slight bind, to be
illustrated in figures 1 and 2. Mounting parts, sure all bearing surfaces are in contact.
mainly bearings, spindle nuts and seals shown are 4. Back off adjusting nut 1/6 to 1/4 turn, or to
of primary importance. Brake drum mounting bolts, the nearest cotter pin hole in spindle, or suffic
om
studs and nuts, differ in type and method of in iently to allow the wheel to rotate freely within
stallation on various series vehicles. limits of 0.001" to 0.007" end play.
5. Install new cotter pin. Make sure that wheel
BEARING MAINTENANCE or hub turns freely.
6. Install hub cap or hub closure plate with
All wheel bearings are adjustable for wear. new gasket, and tighten cap screws firmly.
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Satisfactory operation and long life of bearings, 7. Lower wheel to floor and remove jack.
depend upon proper adjustment and correct lubri
cation. If bearings are adjusted too tight, they will FRONT HUB AND BEARING
ry
overheat and wear rapidly. Loose adjustment will REPLACEMENT
cause pounding and will also contribute to steering
difficulties, uneven tire wear, and inefficient brakes.
ra REMOVAL (Figs. 1 and 2)
Bearing adjustment should be checked at regular 1. Jack up front wheel and remove tire and
inspection periods. rim assembly if cast wheels are used. Remove
tire and wheel assembly if ventilated disc wheels
Hubs and bearings should be cleaned, inspect
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are used.
ed, and lubricated whenever hubs are removed, or
2. Remove hub cap or hub closure plate and
at intervals indicated in LUBRICATION (SEC. 0)
gasket.
of this manual.
3. Remove cotter pin, bearing adjusting nut,
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New hub oil seals should be installed when and adjusting nut washer.
servicing bearings if there is the slightest indi 4. Pull hub and drum assembly straight off
cation of leakage, wear, or damage. An imperfect steering knuckle spindle, using care to prevent
seal may permit bearing lubricant to reach brake outer bearing cone and roller assembly from drop
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linings, resulting in faulty brake operation and ping on floor. Remove outer bearing cone and roll
necessitating premature replacement of linings. er assembly from hub.
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5. Pull inner oil seal out of hub; then remove

BEARING ADJUSTMENT inner bearing cone and roller assembly from hub.
Discard oil seal.
s
Before checking wheel bearing adjustment, 6. Clean, inspect, and repair parts as neces
make sure brakes are fully released. Jack up the sary as directed later in this section under "Clean
as
front axle until tires clear floor. ing, Inspection, and Repair."
Check bearing play by grasping tire at top and
pulling back and forth, or by using a pry bar under INSTALLATION (Figs. 1 and 2)
tire. If bearings are properly adjusted, movement 1. After completing "Cleaning, Inspection, and
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of brake drum in relation to backing plate will be Repair" operations described later in this section,
barely noticeable and wheel will turn freely. If lubricate bearings, spindle, and inside of hub as
movement is excessive, adjust as follows: described in LUBRICATION (SEC. 0) of this manual.
2. On vehicles using felt-type oil seal, soak
FRONT WHEEL BEARING seal in clean oil before installing. On all other
ADJUSTMENT type oil seals, coat lip of seal with wheel bearing
grease or equivalent before installing.
1. With the wheel raised and axle safely sup 3. Place inner bearing cone and roller assem
ported, remove hub cap, or hub closure plate and bly in hub.
gasket. 4. Coat oil seal bore in hub with a thin layer
2. Remove cotter pin securing adjusting nut of non-hardening sealing compound; then press
to spindle. new oil seal in hub, until seal case seats against

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F070 AXLE FI 10 A N D FI 20 AXLE
6 19 20
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FI 50 A N D F I60 AXLE F090 AXLE
1 Bearing Adjusting Nut 9 Wheel Stud 16 Oil Shield

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2 Adjusting Nut Washer 10 Brake Drum 17 Inner Oil Seal

3 Hub Closure Plate 11 Outer Bearing Cup 18 Steering Knuckle
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4 Cap Screw 12 Outer Bearing Cone and 19 Lock Nut

5 Gasket Rollers 20 Brake Drum
6 Wheel and Drum Assembly 13 Hub 21 Hub to Brake Drum Bolt
7 Clamp 14 Inner Bearing Cup 22 Hub Cap
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8 Wheel Nut 15 Inner Bearing Cone and Rollers T -30 05
Figure 1— Front Hubs and Bearings (With Cast-Type WheelsI (Typical)
shoulder in hub or against inner bearing cup. On assembly on spindle, being careful not to damage
type hubs having spring loaded lip-type seals, seal inner oil seal.
must be installed with lip pointed inward. 7. Place outer bearing cone and roller assem
5. Wipe excess sealing compound out of hub. bly on spindle, pressing firmly into hub with fingers.
Be careful to keep compound off lip of oil seal. Install adjusting nut washer and adjusting nut.
6. Make sure oil deflector or shield is in 8. Install tire and rim or tire and wheel as
place on axle spindle; then carefully install hub semblies.

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F070 AXLE F090 AXLE
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FI 10 A N D FI 20 AXLE FI 50 A N D F I60 AXLE
1 Hub Cap 8 Wheel Stud 15 Inner Bearing Cup

2 Bearing Adjusting Nut 9 Nut 16 Inner Bearing Cone and Rollers
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3 Adjusting Nut Washer 10 Brake Drum 17 Oil Shield

4 Cap Screw 11 Hub to Brake Drum Bolt 18 Inner Oil Seal
5 Gasket 12 Hub and Drum Assembly 19 Steering Knuckle
6 Wheel Nut 13 Outer Bearing Cup 20 Wheel Stud
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7 Wheel 14 Outer Bearing Cone and Rollers T -30 06
Figure 2— Front Hubs and Bearings (With Disc-Type Wheels) (Typical)

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9. Adjust bearings and complete the install of hub and wipe dry. Make sure all particles of old
ation as previously described under "Front Bear gasket are removed from outer end of hub, and
ing Adjustment." that all sealing compound is cleaned out of oil seal
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bore in hub.
CLEANING, INSPECTION, 3. Clean lubricant off steering knuckle spindle,
AN D REPAIR wash bearing adjusting nut and washer in cleaning
solvent and wipe dry.
CLEANING
1. Immerse bearing assemblies in suitable INSPECTION
cleaning solvent. Clean bearings with a stiff brush 1. Inspect bearings for excessive wear, chip
if necessary to remove old lubricant. Blow bear ped edges, or other damage. Slowly roll rollers
ings dry with compressed air, directing air stream around cone to detect any flat or rough spots. If
across bearings. Do not spin bearings while blow either the cone and roller assembly or the cup of
ing them dry. the roller bearings are damaged, the complete
2. Thoroughly clean all lubricant out of inside bearing assembly must be replaced.

2. Examine bearing cups which are still in Brake Drum Replacement
stalled in hub. If cups are pitted or cracked, they 1. Remove bolts and lock nuts, or studs and
must be replaced as directed later under "Repair.” nuts, attaching brake drum to hub.
3. Examine brake drums for scoring or other 2. Remove brake drum and oil shield or de
damage. Non-demountable brake drums can be re flector (if used) from hub.
finished while mounted on hubs. (NOTE: Refer to 3. Apply Permatex between oil shield or de
"Brake Drums" in BRAKES (SEC. 5) of this manual.) flector (if used) and brake drum.
If necessary to replace demountable brake drum 4. Position brake drum and oil shield or de
refer to "Repair" later in this section. flector on hub, aligning all drain holes.
4. Examine wheel bolts or studs and rim 5. Install bolts and lock nuts or studs and nuts
clamp studs for damaged threads and replace, if attaching brake drum to hub. Tighten attaching
necessary, as directed later under "Repair." parts securely.
5. Discard old oil seals and obtain new oil
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seals to be used at assembly. Wheel Bolt Replacement
Wheel bolts are serrated and pressed into hub
REPAIR
flange. To replace bolts, press bolts out of hub
Bearing Cup Replacement flange. Press new bolts into place, making sure
1. Bearing cups are removed by using a mild they are a tight fit. If all bolts are removed, be
steel rod through opposite end of hub and driving sure oil shield or deflector (when used) is in place
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against inner edge of bearing cup. Alternately drive under bolt heads before installing new bolts.
on opposite sides of cup to avoid cocking cup and
damaging inside of hub. Rim Clamp Stud Replacement
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2. To install new cups, position cup in hub Rim clamp studs can be removed and replaced
and drive into place, using a mild steel rod against by using a conventional stud remover and replacer
outer edge of cup. Alternately drive against oppo tool. When installing new studs, make sure studs
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site sides to assure driving cup in squarely. Cups are firm ly bottomed in tapped holes and that
must seat against shoulder in hub. threads are not damaged during installation.
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SECTION 4
REAR SUSPENSION
This section is divided into three sub-sections as shown in index below:
Section Page No.

4A Rear Axle and Controls ................................ 4A-1
4B Rear Springs ................................................ 4B-21
4C Rear Hubs and Bearings ................................ 4C-37
4D Propeller Shafts ............................................ 4D-41
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SECTION 4A
REAR AXLE AND CONTROLS
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DESCRIPTION
Rear axles used on all vehicles covered by roller bearings. Differential is supported by ad
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this publication are full floating type, using Hotch justable tapered roller bearings mounted in dif
kiss, radius rod, or leaf spring drive. ferential carrier.
Single axles are usually Hotchkiss and leaf ra Housing is either banjo or bowl type, with
spring drive, while tandem units are radius rod spring seats and brackets, also brake mounting
drive. brackets welded to housing. This type construction
Tandem suspensions are Hendrickson equaliz provides exact alignment and location of axle as
sembly at time of assembly and installation.
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ing beam type with both axles driving, however,
Page and Page suspension is usually used when Axle shafts are full-floating type. Inner end of
only one axle is driving in a tandem suspension. shaft is splined and engages similar splines in
Rear axles are Hypoid or spiral bevel pinion differential side gear. Outer end of shaft is flanged
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and bevel gear type. Pinion is straddle mounted and is attached to wheel hub by studs, tapered
between roller bearing and two adjustable tapered dowels, and nuts.
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REAR AXLE CONTROLS

Paragraphs following are intended to provide
information relative to several systems used to
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shift 2-speed axles into high or low speeds. Infor

mation is also included on inter-axle differential
as
lock controls used on forward unit of some tandem

axle units.
TWO-SPEED ELECTRIC SHIFT
The electric shift control system consists of
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a control switch, speedometer adapter, shift units,

and interconnecting wiring harness.
CONTROL SWITCH
The control switch, mounted on transmission
shift lever consists of a shift button which is posi
tioned by the driver to operate a shift unit at axle.
The driver selects the axle ratio by moving con
trol button to select LOW and HIGH axle range
(fig. 1). Movement of control button completes
circuit to one field of shift unit motor when in
HIGH and to opposite field when in LOW. Refer to
Section 12. Figure 1— Two-Speed Axle Electric Shift Controls

REAR SUSPENSION 4A-2
pivoting on winding and actuating lever shaft, winds

the torsion spring for high. Thus an increased load
is put on the spring, and in this position the axle is
ready to snap into high speed ratio as soon as the
load on the axle gears is relieved.
The torsion spring is assembled in the unit so
that it is under approximately 50 to 90 pounds
pressure, depending upon the size of the axle. When
the spring winding lever is moved so that the spring
is wound, the pressure of the spring is raised to
approximately 90 to 140 pounds, depending upon size
of axle.
The additional pressure is used to shift the
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axle. When the shift is completed, the ends of the
spring come together leaving the original tension
on the spring. Thus pre-load tension holds the axle
in either selected gear.
When the shift button is in LOW range, the
motor is energized so that the motor armature and
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drive screw rotate to drive nut in opposite direc
tion for shift into LOW range, in the same manner
as previously described for HIGH range operation.
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Figure 2— Two-Speed Electric Shift Unit Installed
(Eaton Axle Shown) SPEEDOMETER ADAPTER
ra The speedometer adapter is mounted to back
SHIFT UNIT of speedometer and is electrically connected to
The shift unit and automatic switch assembly control switch. When the control switch button is
is mounted on differential carrier (fig. 2). This placed into LOW range position, an electro-magnet
unit, controlled by the control switch, shifts the shifts the adapter mechanism to compensate for
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axle into LOW or HIGH range. the difference in gear reduction between HIGH and
LOW range in the axle. When shift button is in
When the control switch button is in HIGH
HIGH range position, current is released from
range, wiring carries current to one field of the
electro-magnet, and a spring holds the adapter
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unit motor. The armature and drive screw turn in

mechanism in HIGH range position.
a clockwise direction and move the nut down (fig. 3).
Speedometer adapters used on these vehicles
When the nut has traveled a sufficient distance
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are 12 volt type. Voltage of the unit is stamped on

to wind the torsion spring, a contact bumper on the
the housing below the wire terminal. Care should
nut breaks an electrical connection on the auto
be used to select unit of same voltage as vehicle.
matic switch so that motor is no longer energized
and the armature stops rotating. To make sure
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WIRING SYSTEM
that the nut cannot travel back on the screw due to
Reference should be made to optional equip
vibration, a ball screw detent spring holds the nut
ment wiring diagrams in Section 12. The ignition
at the end of its travel on the screw.
as
switch must be on before electric shift mechanism

The nut moves the spring winding lever down
w ill operate.
A separate circuit breaker in the circuit pro
tects the shift circuit in the event of a short.
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Refer to Section 12 for c i r c u i t breaker

connections.
INTER-AXLE DIFFERENTIAL
CONTROLS
A differential lock is installed as a part of
forward axle to lock the inter-axle differential in
POSITION IN HIGH POSITION IN LOW r 2441 the event a wheel or wheels on one of the driving
axles are slipping. Lock is shifted by apower shift
system, controlled by a control lever on instru
Figure 3— Position of Drive Screw in High and Low Range ment panel in cab (fig. 4).

CAUTION: USE DIFFERENTIAL LOCK ONLY

WHEN NECESSARY AND NOT FOR GENERAL
DRIVING. f INTER AXLE >
Air operated differential lock utilizes air DIFFERENTIAL
pressure from the air brake system for its oper
ation. Units used in air-operated power shift sys LOCK _ UNLOCK
tem are: Control Lever, located on instrument
panel in cab; Shift Control Valve, mounted on en
gine side of dash; Check Valve, installed in air
line at control valve air inlet; Differential Lock
Shift Cylinder or Chamber, mounted on forward
rear axle, and interconnecting air lines and fittings.
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T P M -3 2 2 4
OPERATION
Figure 4— Inter-Axle Differential Lock Control Lever and Plate
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When the control valve lever (fig. 4) is moved
to "LOCK" position (or "Push-Pull" knob is pulled
outward) the exhaust port in control valve is closed mosphere through the control valve on dash. Shift
and air inlet valve is opened. Air pressure is then return compression spring returns sliding clutch
admitted through air lines to unit on forward rear gear to "UNLOCKED" position.
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axle. Check valve in air supply line located behind
Moving the control valve lever (fig. 4) to "UN control valve, prevents loss of air pressure in air
LOCKED" position (or "Push-Pull" knob is pushed shift axle control system if air supply pressure
inward) closes air inlet valve and opens shift unit
to pass back through air lines and exhaust to at- ar should drop while control valve is in "LOCK"
position.
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MAINTENANCE O N VEHICLE
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At regular intervals, the following lubrication, 1. Check tightness of stud nuts at regular in
inspection, and maintenance procedures should be tervals. Tighten 1/2" nuts to 30-40 ft.-lbs. torque,
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accomplished and corrective measures taken or 5/8" nuts to 50-60 ft.-lbs. torque.
wherever necessary. 2. The studs must be straight and dowels of
correct taper must be used. There should always
LUBRICATION be a slight clearance between nuts and driving
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Lubrication intervals, method of filling and flange when nuts are drawn up (fig. 5). No clearance
draining, also type of lubricant and capacities for at this point indicates excessive wear at studs,
all axles are covered in LUBRICATION (SEC. 0). dowels, or holes in flange. Replacement of worn
parts is the only remedy.
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Examine housing cover, pinion oil seal re

tainers, and axle shaft flanges for lubricant leaks. 3. If stud nuts are not tightened to torque
Tighten bolts or nuts, or replace gaskets and seals specified, play between flange and studs will cause
as
as necessary to correct leaks. bent or broken studs, also worn tapered holes in
flange of axle shaft.
MOUNTING
Check for axle misalignment. Select a point at
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one side of vehicle and a corresponding point at

opposite side. Measure distances between points
selected and identical points at each end of axle
assembly. If distances are not equal, axle misalign
ment is indicated and rear spring should be checked
for correct installation.
Refer to REAR SPRINGS (SEC. 4B) for spring
U-bolt tightening instructions, also for torque rod
inspection and maintenance.
AXLE SHAFT FLANGE MOUNTING

Axle shaft flanges are retained to hubs with
stud nuts and dowels on all axles.

BENT HOUSING CHECK be found in the shift unit. Repeat check for "L O "
position as directed in step 3 following.
A check for bent axle housing can be made b. If the light fails to come on, this indicates
with unit in vehicle in following manner; however, that the circuit is open between the control switch
conventional alignment instruments can be used if and the shift unit and further tests will be required.
available. c. If the light comes on but cycles, this indi
1. Raise rear axle with a jack until wheels cates that there is a short between the control or
clear floor. Block up axle under each spring seat. ignition switch and shift unit, and further tests
2. Check wheel bearing adjustment and adjust will be required.
if necessary, then check wheels for looseness and 3. Remove test light lead from ribbed wire
tighten wheel nuts if necessary. Refer to"REAR and connect to smooth wire, also place axle shift
HUBS AND BEARINGS'(SEC. 4C). switch in "L O " position. Observe conditions as
3. Place a chalk mark on outer side wall of outlined in sub-paragraphs above.
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tires at bottom. Measure across tires at chalk 4. Connect one lead of test light to control
marks with a toe-in gauge. switch side of circuit breaker and opposite lead to
4. Turn wheels half-way around so that chalk ground. Should light come on, and stay on, the c ir
o
marks are positioned at top of wheel. Measure cuit is satisfactory. However, if the light fails to
across tires again. If measurement at top is 1/8" come on the circuit between the control switch and
or more smaller than previous measurement noted
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circuit breaker is either open or shorted.
at bottom of wheels, axle housing has sagged and 5. Connect one test lead to load side of circuit
is bent. If measurement at top exceeds bottom breaker and opposite lead to ground. Should light
dimension by 1/8" or more, axle housing is bent come on, and stay on, the circuit breaker is satis
ry
at ends. factory. However, if the light fails to come on the
5. Turn chalk marks on both wheels so that circuit breaker is faulty.
marks are level with axle and toward rear of ve ra 6. At chassis junction, remove both wires,
hicle. Take measurement with toe-in gauge at chalk then test circuit through red wire with white stripe.
marks; then turn both chalk marks to front and Reconnect both wires to terminal.
level with axle and take another measurement. If 7. At chassis junction, remove wire from
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measurement at front exceeds rear dimension by terminal. Place axle shift lever switch in "L O ”
1/8" or more, axle is bent to the rear. If the position and test circuit.
measurement condition is the reverse, the axle 8. At chassis junction, remove wire from
is bent forward. terminal. Place axle shift lever switch in "H I"
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position and test circuit.

ELECTRIC SHIFT MAINTENANCE The preceding tests should readily localize
AND DIAGNOSIS any trouble within the system. When checking the
wiring harness for shorts or open circuits, exam
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The only general maintenance necessary on the ine for broken insulation.
shift control system is periodic lubrication of unit The control or ignition switch can be best test
as described in LUBRICATION (SEC. 0). The w ir ed by substituting a new unit.
If the vehicle shifts normally, but the speed
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ing connectors should be kept tight, and wires to

the various units should be kept in good condition. ometer adapter fails to operate, make the test to
determine whether the adapter is getting current
as
DIAGNOSING TROUBLE in low range. If current is present, replace the

If the electric shift fails to operate properly, adapter. When the trouble is traced to the shift
the system should be tested and the trouble diag unit, it should be replaced.
nosed as described in following paragraphs. A test
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light consisting of a 12-volt bulb with two wires a

few feet long with small battery clips on the ends. CONTROL LEAKAGE TEST
Refer to wiring diagram and test in following se
quence: AIR LEAKAGE TEST
1. Disconnect two wires from shift unit at 1. Build up air pressure in air system to max
rear axle. Place engine control or ignition switch imum pressure limit (100 to 105 lbs.). Place axle
in "ON" position, also place axle shift switch at shift control lever in "LOCK” position.
shift lever in "HI" position. 2. Coat all air line connections with soap suds
2. Connect one lead of test light to ribbed wire to check for leakage. No leakage in air line con
and opposite lead to ground. One of the following nections is permissible. Leakage can sometimes
conditions should exist: be corrected by tightening the connection.
a. Should light come on and stay on, the c ir 3. If this fails to correct leakage, remove line
cuit is satisfactory and any trouble will probably having leaking connection. Slide tube nut back on
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP M AN UAL

tube and remove all particles of seal ring from

tube and from inside of nut. Slip new seal ring over
tube end. Insert tube into connector fitting and seat
tube solidly in fitting (fig. 6). Slide seal ring (do
not roll) into fitting. Thread tube nut into fitting
and tighten slowly and firmly.
4. Coat entire surface of control valve and
check valve with soap suds to check for leakage.
Control valve may have some leakage past plunger.
Liberally coat control lever slot in control valve
body (with dial plate removed). Leakage should not
exceed 1-inch soap bubble in one second. Leakage Figure 6 — Tubing Connection Seal
at control valve inlet and outlet connections is not
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permissible. If leakage is evident in any of the
other units, faulty unit should be replaced. exists, fluid will be drawn into connection with en
gine idling and control lever in "LOCK" position.
VACUUM LEAKAGE TESTS 4. Remove line having leaking connection.
1. Temporarily install a " T " fitting at shift Slide tube nut back on tube and remove all particles
chamber and connect a vacuum gauge between of seal ring from tube and from inside of nut. Slip
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chamber and vacuum line. Tighten gauge connec new seal ring over tube end. Insert tube into fitting
tions firmly. and seat solidly. Slide seal ring (do not roll) into
2. Start engine and place differential lock fitting (fig. 6). Thread tube nut into fitting and
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control lever in "LOCK" position. Run engine tighten slowly and firmly.
long enough to obtain maximum vacuum, then stop 5. Repeat leakage test as directed in steps 1
engine and note rate of vacuum drop. If drop ex and 2. If vacuum drop is still excessive, leakage
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ceeds 1 inch in 15 seconds, leakage is excessive. is in one of the shift control units. Remove each
3. If leakage is indicated, coat all vacuum unit and overhaul or replace as directed later
line connections with hydraulic brake fluid. If leak under individual headings.
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REAR AXLE SERVICE DIAGNOSIS
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PROBABLE PROBABLE
SYMPTOM REMEDY SYMPTOM REMEDY
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NOISE ON DRIVE CONSTANT NOISE

Excessive Pinion to Bevel Gear Backlash . Adjust
Flat Spot on Pinion or Bevel Gear Teeth . Replace
Worn Pinion and Bevel Gear ................. Replace
Flat Spot on B earin gs............................. Replace
Worn Pinion B earin gs............................. Replace
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Worn Pinion S p lin es............................... Replace

Loose Pinion Bearings ............................. Adjust
Worn Axle Shaft Dowel H o les ................. Replace
Excessive Pinion End Play ..................... Adjust
Worn Hub Studs...................................... Replace
Worn Differential Bearings ................. Replace
as
Bent Axle S h a ft...................................... Replace

Loose Differential Bearings ................... Adjust
Excessive Bevel Gear Run-Out.............. Replace
Low Lubricant L e v e l .......................... Replenish
NOISY ON TURNS
Wrong or Poor Grade Lubrican t............ Replace
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Bent Axle Housing ............ Straighten or Replace Worn Differential Side Gears & Pinions . Replace
Worn Differential Spider........................ Replace
NOISY ON COAST Worn Differential Thrust Washers . . . . Replace
Axle noises heard on drive will Worn Axle Shaft S p lin e s ........................ Replace
usually be heard also on coasting;
although not as loud .......... Adjust or Replace
FAILS TO SHIFT
Pinion and bevel gear too tight (audible when
INTO HIGH OR LOW
decelerating and disappears when driving)Adjust
Defective Electrical Circuit ................. Correct
INTERMITTENT NOISE Defective Shift U n i t ............................... Replace
Warped Bevel Gear ............................... Replace Lack of Air Pressure .......................... Correct
Loose Differential Case Bolts .............. Tighten Low Vacuum ......................................... Correct

MAJOR UNIT REPLACEMENT
SINGLE AXLE REPLACEMENT TANDEM AXLE REPLACEMENT

REMOVAL REMOVAL
1. Jack up rear of vehicle until load is re 1. Jack up rear of vehicle until load is re
moved from springs, then place blocks under moved from springs, then place blocks under frame
frame to prevent accidental dropping of vehicle. to prevent accidental dropping of vehicle.
2. Disconnect hydraulic or air brake lines, 2. Disconnect air brake lines at brake cham
whichever is used. Refer to BRAKES (SEC. 5). bers. Refer to BRAKES (SEC. 5).
3. Disconnect electric wiring or line from 3. Disconnect electric wiring or air line from
power shift unit, if vehicle is equipped with a 2- power shift unit, if vehicle is equipped with a 2-
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speed axle. speed axle.
4. Disconnect propeller shafts as directed in 4. Disconnect air line from inter-axle differ
"PROPELLER SHAFTS" (SEC. 4D). ential lock shift cylinder.
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5. Disconnect torque or radius rods, if used, 5. Disconnect propeller shafts as directed in
as directed in "REAR SPRINGS" (SEC. 4B). "PROPELLER SHAFTS" (SEC. 4D).
6. Disconnect spring U-bolts as directed in 6. On Hendrickson type suspension, disconnect
"REAR SPRINGS" (SEC. 4B). axle housing from equalizing beam as directed in
7. Roll axle out from under vehicle, then re "REAR SPRINGS" (SEC. 4B).
.
move wheels, hubs, and bearings as directed in 7. On Page and Page type suspension discon
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"REAR HUBS AND BEARINGS" (SEC. 4C). nect axle housing from spring as directed in "REAR
8. Whenever another axle is to be installed SPRINGS" (SEC. 4B).
instead of the one removed, it may be necessary ra 8. Disconnect torque or radius rods as direc
to remove two speed shift unit, and brake chambers. ted in "REAR SPRINGS" (SEC. 4B).
Refer to respective sub-sections for instructions. 9. Roll axle out from under vehicle, then re
move wheels, hubs, and bearings as directed in
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"REAR HUBS AND BEARINGS" (SEC. 4C).
INSTALLATION
10. Whenever another axle is to be installed,
1. If brake chambers or two-speed shift unit it may be necessary to remove two speed shift unit
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have been removed, they should be reinstalled as and brake chambers as directed in respective
directed in respective sections. sections.
2. Install hubs, wheels and tires as directed
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in "REAR HUBS AND BEARINGS" (SEC. 4C). Roll INSTALLATION

axle into position under vehicle. 1. If brake chambers or two-speed shift unit
3. Connect springs to axle as directed in have been removed, they should be reinstalled as
"REAR SPRINGS" (SEC. 4B). directed in respective sections.
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4. Reconnect torque rods as directed in "REAR 2. Install hubs, wheels and tires as directed
SPRINGS" (SEC. 4B).On some vehicles torque rods in "REAR HUBS AND BEARINGS" (SEC. 4C). Roll
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are adjustable to secure proper axle alignment. axle into position under vehicle.
5. Reconnect propeller shafts as directed in 3. On Hendrickson type suspension connect
"PROPELLER SHAFTS" (SEC. 4D). axle to equalizing beam as directed in "REAR
as
6. Reconnect electric wiring or line at power SPRINGS'tSEC. 4B).

shift unit, if vehicle is equipped with a 2-speed 4. On Page and Page type suspension connect
axle. axle housing to spring as directed in "REAR
7. Reconnect air brake lines as directed in SPRINGS" (SEC. 4B).
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BRAKES (SEC. 5). 5. Reconnect torque rods as directed in "REAR

8. Check lubricant level and fill with type and SPRINGS" (SEC. 4B). On some vehicles torque rods
grade of lubricant in manner instructed in LUBRI are adjustable to secure proper axle alignment.
CATION (SEC. 0). Some types of axles require 6. Reconnect propeller shafts as directed in
additional lubricant at pinion cage when filled in "PROPELLER SHAFTS" (SEC. 4D).
itially or after overhaul. 7. Reconnect electric wiring or air line at
9. Remove blocks and lower vehicle to the power shift unit, if vehicle is equipped with a 2-
ground. Retighten spring U-bolts as instructed in speed axle.
"REAR SPRINGS" (SEC. 4B). 8. Connect air line at inter-axle differential
10. After all installation procedures have been lock shift cylinder.
completed, check air lines for leaks, also test 9. Reconnect air brake lines as directed in
brakes for proper application. BRAKES (SEC. 5).

REAR SUSPENSION 4 A-7
10. Check lubricant level and fill with type and

grade of lubricant in manner instructed in LUBRI
CATION (SEC. 0). Some types of axles require
additional lubricant at pinion cage and inter-axle
differential shift housing, when filled initially or
after overhaul.
11. Remove blocks and lower vehicle to the
ground. Retighten spring U-bolts as instructed in
"REAR SPRINGS" (SEC. 4B).
12. After all installation procedures have been
completed, check all air lines for leaks, also test
brakes for proper application.
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DIFFERENTIAL CARRIER
REPLACEMENT
In some instances it may be desirable to re
move the differential carrier assembly from the
axle housing, while the housing remains installed
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under the vehicle. [HOLDING BAR
To assist in handling the differential carrier
assembly, a roller jack should be available; also,
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a pan for draining lubricant.
Inspect axle housing for lubricant leaks before
cleaning, then steam clean thoroughly to remove ra Figure 7— Propeller Shaft Yoke Holding Bar
all dirt or other foreign matter.
2. Remove stud nuts, capscrew, andlockwash-
REMOVAL ers attaching cover to rear of axle housing. Remove
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cover assembly with oil seal and bearing (fig. 9).
All Axles 3. At front of housing, remove differential
1. Remove plug at bottom of housing to drain carrier to axle housing cap screw, stud nuts, and
lubricant. lock washers, except two near top. Loosen two at
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2. Remove axle shafts as directed under head top and leave installed to prevent carrier falling.
ing "Axle Shaft Replacement" in this section.
3. On 2-speed axles disconnect wiring from
shift unit, also remove air line from inter-axle
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differential lock shift cylinder on forward axle of

tandem units.
4. Disconnect propeller shaft from yoke as
directed in "PROPELLER SHAFTS"(SEC. 4D).
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Additional steps are required on different

axles as indicated under applicable headings fo l
as
lowing:
Single Axle or Rearward Tandem Unit

1. Remove cap screws or stud nuts, and lock
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washers, except two near top. Loosen two at top PULLER

and leave installed to prevent carrier falling.
2. Support carrier on roller jack, remove top
stud nuts or cap screws, then work carrier free
of housing. A small pinch bar may be used to keep
carrier straight in housing bore, while carrier is
withdrawn. End of bar must be rounded to prevent
damage to carrier flange.
Eaton Tandem Forward Unit

1. Remove yoke nut (fig. 7) and washer, then
remove yoke using suitable puller (fig. 8). Remove
bearing retaining washer. Figure 8— Propeller Shaft Yoke Puller (Typical)

washers. Install lock washers, then tighten all nuts

to specified torque.
4. Perform additional installation operations
as directed later under heading "A ll Axles."
Eaton Tandem Forward Unit

1. Install new carrier to housing gasket over
studs in housing.
2. Roll carrier assembly into position using
roller jack. Start carrier over studs and dowel
pin, using flat washers under four equally spaced
stud nuts.
3. Tighten all stud nuts evenly and alternately
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until carrier is in position. Replace temporary
flat washers. Install lock washers, then tighten all
nuts to specified torque.
4. At rear of housing, install new cover to
housing gasket over studs in housing.
5. Position cover assembly, with bearing and
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T-2443
oil seal, over studs and output shaft.
6. Install lock washers, cap screw, and stud
Figure 9 — Removal or Installation of Thru-Shaft, nuts. Tighten to recommended torque.
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Rear Bearing, and Retainer 7. Apply rear axle lubricant to rear bearing
and lip of oil seal.
4. Support carrier on roller jack, remove topra 8. Install bearing retaining washer, propeller
stud nuts and lock washers, then work carrier shaft yoke, retaining washer, and nut. Tighten nut
free of housing. A small pinch bar may be used to to recommended torque, using holding bar and
keep carrier straight in housing bore, while car socket wrench in manner illustrated in figure 7.
rie r is withdrawn. End of bar must be rounded to 9. Perform additional installation operations
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prevent damage to carrier flange. as directed later under heading "A ll Axles."
Rockwell Tandem Forward Unit Rockwell Tandem Forward Unit

1. At right side of differential carrier adapter 1. Install new carrier to housing gasket over
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case, remove inter-axle differential lock shift studs in housing.

housing cap screws and lock washers, then remove 2. Roll carrier assembly into position using
housing and shift cylinder assembly (fig. 10). roller jack. Start carrier over studs in housing,
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2. At thru-shaft rear bearing and oil seal re using flat washers under four equally spaced stud
tainer, remove cap screws and lock washers. nuts.
3. Tap retainer lightly with soft hammer to 3. Tighten all nuts evenly and alternately until
loosen retainer from housing bowl. carrier is in position. Replace temporary flat
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4. As thru-shaft and retainer assembly is washers. Install lock washers, then tighten all nuts
being pulled rearward, grasp the sliding clutch to specified torque.
gear through shift housing opening and remove gear 4. Install new thru shaft bearing retainer to
as
from shaft. rear of axle housing bowl.

5. Install thru shaft into housing (fig. 9) and
INSTALLATION shaft is pushed forward, slide clutch gear over fo r
ward end of shaft.
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Single Axle or Rearward Tandem Unit 6. Rotate and push shaft forward until rear
1. Install new differential carrier to housing bearing is against housing. Install retaining cap
gasket over studs or align bolt holes in gasket with screws with lock washers and tighten to recom
holes in housing. On axles using cap screws, in mended torque.
stall four temporary studs which will simplify 7. Install inter-axle shift housing to carrier
locating carrier and gasket and assist in drawing gasket.
carrier into place. 8. Position shift housing to carrier (fig. 10)
2. Roll carrier into place using roller jack. with shift lever in shift collar groove.
Start carrier over studs and into housing, using 9. Install and tighten cap screws and lock
flat washers under four equally spaced stud nuts. washers to recommended torque.
3. Tighten all nuts evenly and alternately until 10. Perform additional installation operations
carrier is in position. Replace temporary flat as directed later under heading "A ll Axles."

All Axles
1. Connect propeller shaft to rear axle yoke ADJUSTING
as directed in "PROPELLER SHAFTS" (SEC. 4D). SCREW
2. On 2-speed axles connect wiring to elec

tric shift unit or air line to shift chamber, also
connect air line to inter-axle differential lock shift
cylinder on forward axle of tandem units.
3. Install axle shafts as directed under head LOCK NUT

ing "Axle Shaft Replacement" in this section.
H O U S IN G
4. Fill to level of fille r plug opening with
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lubricant recommended in LUBRICATION (SEC. 0)
of this manual. Figure 10— Inter-Axle Shift Chamber and
Housing Installed (RockwellI
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COMPONENT REPLACEMENT
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At inspection intervals it may be advisable to or 1/2" nuts to 30-40 ft.-lbs. torque.
replace certain items which are accessible withra 6. Observe that clearance exists between nut
out necessitating removal of complete axle as and flange (fig. 5). If no clearance exists, this in
sembly. dicates excessive wear at studs, dowels, or flange
holes. Replace worn parts if necessary.
AXLE SHAFT REPLACEMENT
b
TWO-SPEED SHIFT UNIT
REMOVAL REPLACEMENT
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Procedure for removal of axle shafts is the

same with axle assembly removed or installed in REMOVAL
the vehicle. 1. Remove two shift housing to carrier stud
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1. Remove nuts from studs attaching axle shaft nuts and lock washers (fig. 2).
flange to wheel hub. 2. Remove shift unit assembly.
2. Strike center of flange with a lead hammer 3. On electric shift units remove lock nuts
to loosen flange and split tapered dowels from and the two wires from shift housing. Note that the
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studs.
3. Remove split tapered dowels from studs.
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In some instances it may be necessary to spread

dowels, while being removed.
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4. Grasp axle shaft flange and pull outward to

remove. Remove and discard gasket.
INSTALLATION
1. Install new gasket over hub studs and
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against hub.
2. Dip splined end of shaft in axle lubricant,
and insert shaft through hub.
3. Turn shaft as necessary to index shaft
splines with differential side gear splines.
4. As shaft is pushed inward, rotate as neces
sary to align flange holes with hub studs, then
press shaft inward until flange is against hub. T-3338
5. Install split tapered dowel over each stud.
Install and tighten 5/8" nuts to 50-60 ft.-lbs. torque Figure 1J— Electric Shift Unit Seal Markings

COVERi tached to bottom terminal. Harness is clipped to

cable clip on housing. On air shift units, reconnect
air line.
3. With seal between carrier and shift unit in
place, install shift unit over carrier studs. Make
certain that the swivel block of the shift fork ac
tuating lever fits into the slot in carrier shift fork.
Tighten stud nuts firmly.
CAP SCREW
4. Check installation by making a low and high
WASHER
range shift. Ignition or control switch must be
PISTON
turned on before check can be made.
NOTE: The shift unit motor is designed to be
reversible and runs equally well in either direc
m
tion. If the terminal wires are reversed, the unit
will shift to LOW when the control switch button is
in HIGH position, and will shift to HIGH when the
o
button is in LOW position.
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PINION OIL SEAL REPLACEMENT
Figure 12— Inter-Axle Air Shift Chamber Components IEatonI Several types of oil seal installations are used
ry
on axles covered by this publication. One type has
long or black ribbed wire is attached to the bottom the seal assembly installed directly into differential
terminal. On air shift units, disconnect air line. carrier, while another has the seal installed in a
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retainer which is then attached to carrier by cap
INSTALLATION screws.
1. Check condition of rubber seal between
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shift unit and carrier. This seal must be in good REMOVAL
condition as it prevents axle lubricant leaking into 1. Remove propeller shaft from yoke at axle
shift unit. as directed in "PROPELLER SHAFTS" (SEC. 4D).
NOTE: Seal bears lettering "BOTTOM - FOR 2. Hold propeller shaft yoke with holding bar
ar
WARD TANDEM" and "BOTTOM - SINGLE AND (fig. 7) while removing yoke retaining nut and
REAR TANDEM," as indicated in insert of figure washer.
11. Be sure seal is properly positioned at time of 3. Use suitable puller in manner typically il
installation. lustrated in figure 8 to remove propeller shaft
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2. On electric shift units install wires to out yoke.

side terminals. The long black ribbed wire is at 4. On axle where seal and retainer is pressed
into carrier, use available removing tool such as
punch or pry bar. Remove flat washer from coun
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terbore in carrier.
5. On axles where seal and retainer assem
as
bly are attached to carrier by cap screws, remove

screws and washers, then lift assembly from car
rier. NOTE: Some axles also have a cork seal in
stalled in a groove in pinion cage, which should be
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replaced.
INSTALLATION
1. Before installing new seal, be sure that
differential carrier is cleaned of all deposits, such
as oil, dirt, etc.
2. On axles where seal and retainer is press
ed into carrier, install flat washer in carrier, then
install strip sealer around carrier counterbore
and against washer.
T -24 42
3. Coat outer surface of seal retainer with
sealing compound, then position assembly in car
Figure 13— Inter-Axle Air Shift Chamber and Spring (Eaton) rier. Use suitable available tool to press or drive

I
retainer into carrier until seated against flat

washer.
4. On axles where seal and retainer assembly
is attached to carrier by cap screws, install cork
seal in groove or gasket on pinion cage. NOTE: Be
sure that gasket does not cover any oil passage
holes in pinion cage.
5. Install oil seal and retainer assembly over
pinion and against pinion cage. Secure with cap
screws and lock washers, tightened alternately and
evenly.
6. Coat lip of oil seal with axle lubricant, then
install propeller shaft yoke, washer, and nut. Hold
om
yoke with holding bar (fig. 7) while tightening nut
to recommended torque. Figure 14— Inter-Axle Air Shift Chamber
and Housing IRockwellI
INTER-AXLE SHIFT UNIT
4. Remove two nuts from studs attaching shift
REPLACEMENT chamber to housing. Remove flat washer and spring
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The following information covers replacement from shift chamber shaft while chamber assembly
of inter-axle shift units as used on Eaton and is pulled from housing.
Rockwell tandem axles.
ry
NOTE: While shift chamber is removed in
spect shift fork in differential carrier. If neces
REMOVAL - EATON (AIR) sary, remove as follows:
1. Disconnect air line from shift cylinder ra
cover. 5. At side of carrier, through shift housing
2. Remove four stud nuts and lock washers opening, remove cotter pin, nut, button, shift yoke,
attaching cover to inter-axle differential shift cyl cap, and spring (fig. 15). Stud is pressed into hous
ing and it may be necessary to press out slightly
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inder. Remove cover and ring seal (fig. 12).
3. Remove nut, washer, and ring seal (fig. 12) in order to remove shift yoke.
attaching piston to shift fork shaft.
4. Remove two cap screws and lock washers INSTALLATION - ROCKWELL (AIR)
1. Through opening in differential carrier, in
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attaching cylinder to differential carrier cover.

Remove cylinder and piston assembly (fig. 13). stall following on shift yoke bolt in order named:
Remove spring from fork shaft. spring, cup, yoke, button, and nut (fig. 15).
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INSTALLATION - EATON (AIR) M O U N TIN G STUD

1. Position new gasket on differential carrier
cover, also install spring over shift fork shaft SPRING
(fig. 13).
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2. Position shift cylinder and piston assembly

over shift fork shaft.
as
3. Install ring seal over shift fork shaft and

into piston counterbore. Install washer and nut,
then tighten nut (fig. 12).
4. Install new seal ring onto cover (fig. 12),
then install cover on cylinder. Install four lock
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washers and stud nuts.

5. Reconnect air line and check for leaks
and proper shifting operation.
REMOVAL - ROCKWELL (AIR)

1. Disconnect air line from shift chamber.
2. Remove four cap screws and lock washers
attaching inter-axle shift chamber housing to dif RETAINING NUT
ferential carrier. Pull housing and chamber assem
jT -2 4 0 8
bly from carrier.
3. Using pliers, remove two snap rings from
shift chamber shaft (fig. 14). Figure 15— Inter-Axle Shift Fork Installed IRockwell)

8. Shift to locked position with shift chamber

being sure that sliding clutch engages drive gear.
9. Turn adjusting screw until it is finger tight
against end of chamber shaft.
10. Turn adjusting screw 1/2 additional turn
to center shift fork in sliding clutch groove, then
tighten adjusting screw lock nut.
REMOVAL - VACUUM CHAMBER

1. Disconnect vacuum line from chamber.
2. Remove clevis pin attaching diaphragm rod
yoke to lock-out shift lever (fig. 16).
3. Remove diaphragm retaining snap ring at
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1 Adjustable Yoke 11 Vacuum Inlet taching shift chamber to mounting bracket, then
2 Boot 12 Diaphragm Nut remove chamber from bracket.
3 Lock Nut 13 Plate Washer
4 Diaphragm Rod 14 Diaphragm Plate INSTALLATION - VACUUM CHAMBER
5 Snap Ring (Large) 1. Position shift chamber to mounting bracket
6 Mounting Bracket 15 Diaphragm Plate using dowel in bracket hole, then secure chamber
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7 Locating Dowel (Small) to bracket using snap ring (fig. 16).
8 Chamber Half (Inner) 16 Shift Lever 2. Install clevis pin attaching diaphragm rod
9 Diaphragm yoke to lock-out shift lever. Whenever lock holes
ry
10 Chamber Half (Outer) T -33 28 in yoke and lever do not line up, loosen lock nut
and turn yoke on or off rod to obtain alignment,
then tighten lock nut.
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Figure 16— Inter-Axle Vacuum Shift Chamber (Eatonl
2. During above installation procedure shift CONTROL VALVE REPLACEMENT

yoke must be in groove of sliding clutch. Press
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stud into housing, tighten nut, and install cotter pin. Inter-axle differential control valve is mount
3. Position shift chamber in shift housing with ed to instrument board, on some models, directly
flat washer and spring over chamber shaft. Shift behind control lever plate, while on other models
fork slot in chamber shaft must be toward opening
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valve is mounted to cab dash panel and is controll

in housing. ed by a push-pull rod.
4. Install snap rings in each of two grooves
in shift chamber shaft. Install stud nuts attaching Removal
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shift chamber to shift housing. 1. Disconnect air lines at valve.

5. Position shift housing and chamber assem 2. Remove two screws attaching valve to
bly to differential carrier (fig. 10) with shift yoke mounting bracket, then remove valve assembly.
in slot of shift chamber shaft. Install cap screws
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and lock washers, then tighten to recommended Installation

torque. 1. Position valve assembly to mounting bracket,
6. Reconnect air line to shift chamber. then secure with two mounting screws.
as
7. Loosen lock nut and back off adjusting 2. Attach air lines to valve assembly. Check
screw (fig. 10) several turns. air lines for leaks.
OVERHAUL OF COMPONENTS
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ELECTRIC SHIFT UNIT which attach cover (26) to shift motor housing (8).
Drain lubricant from housing. Remove gasket (25).
The following information is provided on the 2. After removing cover (26), the drive screw
assumption that shift unit has been tested and re (20) nut will be at either top or bottom depending
moved as previously instructed in this section. upon the position in which the control switch was
last left.
DISASSEMBLY OPERATIONS 3. By turning drive screw, run nut from top
(EATON AXLES) or bottom to the center of the screw (fig. 18).
IMPORTANT: The previous step is essential
Key numbers in text refer to figure 17. to prevent damage to drive nut contact bumper,
1. Remove six screws (28) and lock washers and is also necessary in assembly.

4. Remove shift fork actuating lever (22), tor 7. Insert screwdriver in drive slot of screw
sion spring (23), and spring winding lever (24) as (fig. 20), then remove bearing lock nut (13) and
an assembly by pulling shaft (21) up. Swing the bearing with snap ring (12). Drive screw assem
assembly away from the drive nut and lift out of bly (20) can then be lifted out of housing.
the housing (fig. 19). 8. Remove the two lock nuts (19) from switch
5. Remove three screws and lockwashers (16) terminals (17). Pull off motor wires (fig. 21).
which attach bearing cover (15). Remove cover and 9. Remove three screws and lock washers (1)
gasket (14). which attach motor cover (4) to housing. Pull out
6. Push down on drive screw assembly (20) motor (6) with cover (4) attached to motor (fig. 22),
until bearing assembly (12) is free of housing. with two cover nuts (2). Remove grommet (7).
1 Motor Cover to Housing Screw (with Washer)
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2 Motor to Cover Nut
3 Motor Cover Cable Clip
4 Motor Cover
5 Motor Cover Gasket
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6 Electric Motor
7 Motor Grommet
8 Shift Unit Housing
9 Switch Terminal Nut (outside)
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10 Switch Terminal Washer (outside)
11 Switch Terminal Bushing
12 Bearing (with snap ring)
13
14
15
16
Bearing Lock Nut
Bearing Cover Gasket
Bearing Cover ar
Bearing Cover to Housing Screw (With Washer)
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17 Automatic Switch Assembly
18 Switch to Housing Screw (inside)
19 Switch Terminal Nut (inside)
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20 Drive Screw Assembly
21 Winding and Actuating Lever Shaft
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22 Shift Fork Actuating Lever Assembly

23 Torsion Spring
24 Spring Winding Lever Assembly
25 Shift Housing Cover Gasket
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26 Shift Housing Cover and Detent Spring

27 Lubricant Plug
28 Housing Cover to Housing Screw (with Washer)
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as
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TP-8598 -I
Figure 17— Electric Shift Unit Components (Eaton)

REAR SUSPENSION^ 4A -1 4
Detent Spring
om
Figure 21 — Removing Motor Wires
Figure 18— Position of Drive Nut When Disassembling
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10. Remove two jam nuts (9) and fiber washers
(10) from outside of housing. On inside remove
switch center screw (18). Pull out automatic switch
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(17) as shown in figure 23.
11. Do not disassemble the shift fork actuat
ing lever (22), torsion spring (23), and spring wind
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ing lever (24) unless necessary to replace one of
the parts. If necessary to disassemble, mount as
sembly in vise as shown in figure 24. Turn spring
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winding lever (24) clockwise and pull to separate.
DISASSEMBLY OPERATIONS
(ROCKWELL AXLES)
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Key numbers in text refer to figure 25.

NOTE: Rockwell shift unit is partially disas
sembled during removal from differential housing
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as described earlier in this section under "Two-

Speed Shift Unit Replacement." With the unit on the
Figure 19— Removing Shaft, Actuating Lever, and Spring bench, balance of disassembly is the same as Eaton
shift unit disassembly as illustrated in figures 20,
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as
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Grommet
Figure 20— Removing Drive Screw Bearing Figure 22— Removing Motor

REAR SUSPENSION 4 A - 15
21, 22, and 23. Reference will be made to those

illustrations during the following disassembly oper
ations, and also in the assembly operations.
1. Remove three screws and lockwashers (16)
which attach bearing cover (15) to bottom of shift
unit housing. Remove cover and gasket (14).
2. Push down on drive screw assembly (20)
until bearing assembly (12) is free of housing.
3. Insert screwdriver in drive slot of screw
(fig. 20); then remove bearing lock nut (13) and
bearing with snap ring (12). Drive screw assembly
(20) can then be lifted out of housing.
4. Remove the two lock nuts (19) from switch
om
terminals (17). Pull off motor wires (fig. 21).
5. Remove three screws and lock washers (1)
which attach motor cover (4) to housing. Pull out TP-8607
motor (6) with cover (4) attached to motor (fig. 22),

with two cover nuts (2). Grommet (7) can then be Figure 2 3 — Removing Automatic Switch
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removed.
6. Remove two jam nuts (9) and fiber washers other motor wire connected to the battery, motor
(10) from outside of housing. On inside remove w ill run in the opposite direction.
switch to housing screws (18). Pull out automatic The motor has a stall torque of approximately
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switch (17) as shown in figure 23. 6 in.-lbs. Clamp a small crescent wrench on the
7. Do not disassemble torsion spring (23), and rectangular drive on the armature shaft. Place
spring winding lever (22) unless necessary to re motor in vise, and grasp wrench handle with one
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place one of the parts. If necessary to disassemble,
mount assembly in vise as shown in figure 26.
hand. Connect one motor wire to a battery term
inal and connect motor housing to the other battery
Place a short piece of rod in hub of spring winding terminal. The wrench should tend to turn with a
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lever as a safety factor to prevent injury should torque of about 6 in.-lbs. Allow wrench to turn
torsion spring slip out of control. Next, place two VERY SLOWLY, making sure that this pull or
lengths of tubing over ends of spring, pull spring torque is present the FULL 360 degrees turn of
ends apart, then raise spring above spring winding the wrench. If one armature is burned out, the
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lever (fig. 27). To assemble; reverse above pro torque will disappear for a small part of the 360
cedure. degrees. Do not overheat the motor while making
test. Motor must be replaced as an assembly, and
CLEANING A N D INSPECTION is lubricated for life of motor. The motor used is
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12-volt type which is the same as truck electrical

Clean all parts except motor in cleaning sol system. When installing a new motor use care to
vent. Inspect as follows: select motor of proper voltage. Voltage is stamped
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on motor housing and side cover of shift unit.

AUTOMATIC SWITCH
The switch assembly is serviced only as an
as
assembly. The switch should have clean free mov

ing points which close firm ly under spring tension.
DRIVE SCREW
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The drive screw assembly is serviced only

as an assembly. While holding the nut, rotate the
screw from one end to the other. It should rotate
freely. When the nut gets to either end of the screw,
the screw should continue to turn, but the nut should
not jam or run off the ends.
ELECTRIC MOTOR
The motor (serviced only as an assembly) is
reversible. With the motor housing connected to
one battery terminal, and either one of the two
motor wires connected to the other battery term
inal the motor will run in one direction. With the Figure 24 — Disassembling Torsion Spring from Lever

MISCELLANEOUS PARTS ASSEMBLY OPERATIONS

Gaskets should be replaced at assembly.
(EATON AXLES)
Inspect bearing. If balls are rough or chipped,
replace with new bearing and snap ring assembly. Key numbers in text refer to figure 17.
Pack bearing assembly with clean grease (Chassis 1. Install automatic switch assembly (17) into
Grease) - Symbol "C " in LUBRICATION (SEC. 0). housing. Use flat head screw (18) to attach switch
Inspect torsion spring (23, fig. 17 and 25) for to housing. On outside of housing, install two bush
breaks or wear at lever contact points. Make c er ings (11), fiber washers (10), and jam nuts (9) over
tain that correct replacement spring is used. switch terminal screws. Tighten nuts firm ly.
Motor Cover to Housing Screw (with W ash er)

M otor to Cover Nut
om
M otor Cover Cable C lip
M otor Cover
M otor Cover Gasket
6 E lectric M otor
7 M otor Grom m et
8 Shift Unit Housing
9 Switch T erm in al Nut (outside)
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10 Switch T erm in al W a sh er (outside)
11 Switch T erm in al Bushing
12 B earin g (with Snap Ring)
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13 B earin g Lock Nut
14 B earin g Cover Gasket
15 B earin g C o ver
16 B earin g C o ver to Housing S crew (with W ash er)
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17 Automatic Switch A ssem bly
18 Switch to Housing Screw (inside)
19 Switch T erm in al Nut (inside)
20 D riv e Screw A ssem bly
21 Winding and Actuating L e v e r Shatt
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22 Spring Winding L e v er
23 T o rsio n Spring
24 Shift Housing Cover Gasket
25 Shift Housing Cover and Detent Spring
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26 Lubricant Plug
27 Housing C o ver to Housing Screw (with W ash er)
28 Housing to C a r r ie r Seal
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as
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Figure 2 5 — Shift Unit Components (Rockwell)

2. Install motor assembly grommet (7), then

install gasket (5) on housing. Install motor (6) and
cover (4) into housing. Install three screws and
lock washers (1) and two stop nuts (2). Install
motor cover cable clip (3) under outer screw.
Tighten screws and nuts firm ly.
3. Attach motor wires to switch terminals.
The red or longer wire attaches to bottom term
inal. Tighten inside terminal nuts (19) firmly.
4. With a screwdriver inserted into slot of
drive screw (20), install bearing (12) on end of
screw with shielded side of bearing toward inside.
Retain bearing with bearing lock nut (13).
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5. Run nut to center of screw, then insert
slotted end of screw into housing, meshing slotted
end with armature shaft. NOTE: Fiber bumper
contact on drive nut must be toward switch.
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6. Install gasket (14) and cover (15) with three Figure 27— Removing Torsion Spring (Rockwell)
screws and lock washers (16). Tighten screws
firm ly. structions given in LUBRICATION (SEC. 0). Re
7. If the assembly consisting of shift fork install plug and tighten firmly.
y.
actuating lever (22), torsion spring (23), and spring
winding lever (24) has been separated, reassem ASSEMBLY OPERATIONS
ble. With shift fork actuating lever (22) in vise, (ROCKWELL AXLES)
assemble parts as shown in figure 28. Turn the
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spring winding lever (24) with one end of spring,
in clockwise direction until end of spring is past
1. Install automatic switch assembly (17) into
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shift fork actuating lever; then push in on assem housing. Use flat head screw (18) to attach switch
bly until positioned as shown in figure 24. to housing. On outside of housing, install two bush
8. Dip above assembly in lubricant. With drive ings (11), fiber washers (10), and jam nuts (9) over
nut on drive screw assembly in center of screw, switch terminal screws. Tighten nuts firm ly.
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and fiber contact bumper down toward switch, 2. Install motor assembly grommet (7), then
position the slots of winding lever over the drive install gasket (5) on housing. Install motor (6) and
nut. Install the shaft (21) through center of assem cover (4) into housing. Install three screws and
ca
bly into depression in housing. lock washers (1) and two stop nuts (2). Install
9. Install new gasket (25) on housing. Install motor cover cable clip (3) under outer screw.
cover (26) with spring detent against drive nut. Tighten screws and nuts firmly.
Retain cover with screws and lock washers (28). 3. Attach motor wires to switch terminals.
ic
10. Remove oil plug (27). With unit standing The red or longer wire attaches to bottom term
with motor up, lubricate in accordance with in-
s
as
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Figure 26— Removing Torsion Spring (Rockwell) Figure 2 8 — Assembling Torsion Spring and Levers (Eaton)

inal. Tighten inside terminal nuts (19) firm ly. 2. Remove clamp ring bolts, then spread
4. With a screwdriver inserted into slot of clamp ring and remove.
drive screw (20), install bearing (12) on end of 3. Remove chamber cover and diaphragm.
screw with shielded side of bearing toward inside. 4. Pull shift rod and plate from chamber body.
Retain bearing with bearing lock nut (13). 5. Remove air cleaner and oil seal from cham
5. Run nut to center of screw, then insert ber body.
slotted end of screw into housing, meshing slotted
CLEANING AND INSPECTION
end with armature shaft.
1. Immerse all metal parts in cleaning solu
NOTE: Fiber bumper contact on drive nut
tion to remove all oil, grease, and foreign matter.
must be toward switch.
2. Inspect diaphragm and replace if evidence
6. Install gasket (14) and cover (15) with three
of wear or deterioration is present.
screws and lock washers (16). Tighten screws
3. Inspect shift rod for excessive wear.
firm ly.
4. Inspect chamber body and cover for damage
NOTE: Remainder of assembly of shift unit
m
that would effect proper function.
used on Rockwell axles must be completed when
unit is installed on housing asdescribedpreviously ASSEMBLY (Fig. 29)
in this section under "Two-Speed Shift Unit Re 1. Install new oil seal in chamber body with
co
placement." lip of seal toward outside.
2. Install air cleaner and retainer in chamber
AIR SHIFT CHAMBER OVERHAUL body.
3. Install shift rod and plate in chamber body,
.
On some rear axles equipped with inter-axle being careful that lip of oil seal is not damaged.
ry
differential lock, an air shift chamber is used to 4. Install diaphragm and chamber cover on
shift the inter-axle into a locked position. Cham chamber body, being careful that diaphragm is
ber has been previously removed as previously evenly positioned.
instructed in this section. 5. Install clamp ring and secure with two bolts
DISASSEMBLY (Fig. 29)

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and nuts.
1. Before disassembling, mark both halves of VACUUM SHIFT CHAMBER OVERHAUL

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chamber, also clamp ring so that these parts will
be in their proper relation to each other at reas On some rear axles equipped with inter-axle
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sembly. differential lock a vacuum shift chamber is used

to shift inter-axle into a locked position.
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1. Remove rubber boot from diaphragm rod
and yoke.
2. Loosen yoke nut, then thread yoke and nut
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from diaphragm rod.

3. Remove nut, bolts, and washers attaching
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chamber outer cover to inner cover, then remove

cover.
4. Remove diaphragm and rod assembly from
as
inner chamber.
5. Remove diaphragm nut, then remove dia
phragm, washers, and plates from diaphragm rod.
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1. Clean all metal parts thoroughly, using a
suitable cleaning fluid.
2. Inspect diaphragm and all other parts for
damage or deterioration. Parts showing evidence
1 Chamber Cover 6 Oil Seal of damage or wear should be replaced.
2 A ir Inlet 7 Push Rod
3 Diaphragm 8 Felt REASSEMBLY (Fig. 30)
4 Pressure Plate 9 Felt Retainer 1. In the order listed install following parts
5 Chamber Body 10 Clamp w/ Bolts on diaphragm rod: Nut, plain washer, small dia
T -3 3 2 9
phragm plate, diaphragm, large diaphragm plate,
Figure 29— Inter-Axle Air Shift Chamber plain washer, and nut.

1 2
1 Adjustable Yoke 11 Vacuum M et
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2 Boot 12 Diaphragm Nut
3 Lock Nut 13 Plate Washer
4 Diaphragm Rod 14 Diaphragm Plate
5 Snap Ring (Large)
6 Mounting Bracket 15 Diaphragm Plate
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7 Locating Dowel (Small)
8 Chamber Half (Inner) 16 Shift Lever
9 Diaphragm
10 Chamber Half (Outer)
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T -3 3 2 8
Figure 30— Inter-Axle Vacuum Shift Chamber ra

2. With above parts centered on diaphragm
rod, tighten retaining nut. Stake rod threads to
prevent nut loosening.
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3. Install diaphragm and rod assembly into 11
inner chamber, then position outer chamber over Instrument Panel 9 O-ring
inner chamber with diaphragm between inner and Name Plate 10 Cap Nut
outer chambers. Fulcrum Pin 11 To Intake Manifold
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4. Install six bolts, washers, and nuts attach Control Lever or A ir Tank
ing two halves of chamber and diaphragm together. Exhaust Port 12 To Shift Cylinder
Tighten nuts evenly and securely. Body 13 Plunger Spring
5. Install boot and yoke on diaphragm rod. Valve Disc 14 Plunger
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Valve Spring TPM-9006 -1
CONTROL VALVE Figure 31 -Inter-Axle Differential Lock Control Valve
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Inter-axle differential control valve assembly

is used to control air or vacuum at shift chamber place plunger. Inspect valve seat in body; if seat
as
located at rear axle. Valve is located at instru shows wear or damage, replace body. Replace
ment panel and is removed as previously directed valve disc if any wear or damage is evident.
in this section. Replace valve spring if rusted or corroded.
DISASSEMBLY (Fig. 31) ASSEMBLY (Fig. 31)
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1. Using a small drift, drive out fulcrum pin 1. Install new O-ring in groove in plunger and
securing control lever in valve body. Remove lever. on cap nut. Coat plunger with grease containing
2. Remove cap nut, O-ring, valve spring, and zinc oxide, then place spring on small end of
valve disc from bottom of body. plunger, and install plunger and spring in body.
3. Push against bottom of valve plunger to 2. Install control lever in body and secure
remove plunger from top of body. Remove plunger with fulcrum pin. Stake pin in place.
spring from body and remove O-ring from plunger. 3. Turn body bottom side up and install valve
disc, valve spring, and cap nut, being sure new
CLEANING AND INSPECTION O-ring is in place on cap nut. Tighten cap nut.
Wash all metal parts in cleaning fluid. Care 4. After installing valve in vehicle, or using
fully examine small end of plunger which contacts a test hook-up, test valve as previously directed
valve; if any roughness or damage is evident, re under "Maintenance on Vehicles."

REAR SUSPEN SION 4A-20
REAR AXLE TORQUE SPECIFICATIONS
IT E M T O R Q U E ( F T . L B .)
D R IV E P IN IO N Y O K E N U T
Ea to n
l f t " — 1 8 ........................................................................................................................................... 3 2 5 -4 5 0
:>/4 " - 1 2 ........................................................................................................................................... 4 0 0 -6 0 0
l f t ' — 1 8 ........................................................................................................................................... 5 0 0 -7 0 0
R o c k w e ll
1 " — 2 0 ................................................................................................................................................... 3 0 0 -4 0 0
l f t " — 1 8 ........................................................................................................................................... 7 0 0 -9 0 0
l f t " — 1 8 ........................................................................................................................................... 8 0 0 - 1 1 0 0
m
IN P U T S H A FT Y O K E N U T
E a t o n 3 0 D S a n d 3 4 D S ........................................................................................................ 3 5 0 -5 0 0
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O U TP U T S H A FT Y O K E N U T
E a t o n 3 0 D S a n d 3 4 D S ........................................................................................................ 3 5 0 -5 0 0
D IF F E R E N T IA L C A R R IE R TO H O U S IN G
.
E a to n
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!/2 " - 1 3 C a p S c r e w ......................................................................................................... 75 -8 5
f t " - l l C a p S c r e w ......................................................................................................... 16 0 -175
f t " — 1 8 S t u d N u t ............................................................................................................... 2 2 0 - 2 4 0
R o c k w e ll
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f t " — 2 0 S t u d N u t ............................................................................................................... 8 0 -1 0 5
f t " — 1 8 S t u d N u t ............................................................................................................... 16 0 -2 0 5
b
O IL S E A L R E T A IN E R A N D P IN IO N C AG E
E a t o n — 9/ i e " — 1 2 .......................................................................................................................... 1 1 5 -1 2 5
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R o c k w e ll
7/ i 6" — 1 4 ............................................................................................................................................ 5 5 -7 0
f t " - 1 3 ............................................................................................................................................... 8 0 -10 5
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9/ i e " — 1 2 ................................................................................................................................................1 1 5 - 1 5 0
S H IF T C H A M B ER
S t u d N u t — f t " — 2 4 ................................................................................................................. 3 0 -3 5
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IN T E R A X LE S H IFT H O U S IN G
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C a p S c r e w - 7/ i 6 " - 1 4 .......................................................................................................... 3 0 -3 5
T H R U -S H A F T B E A R IN G C AG E
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C a p S c r e w - f t " — 1 6 ............................................................................................................ 3 5 -4 5
A X LE S H A FT FLA N G E STUD N U T
f t " .............................................................................................................................................................. 5 0 -6 0
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f t " .............................................................................................................................................................. 9 0 -1 1 0

REAR SUSPENSION 4B-21
SECTION 4B
REAR SPRINGS AND SUSPENSION
VARI-RATE REAR SPRINGS

Vari-rate type rear springs, shown in figure 1 radius leaf which is half-leaf formed with an eye
are used on conventional models with 16,000 or and bushed for attachment to the front and rear
17,000 pound capacity single rear axle. The front hangers. Two slanted U-bolts attach the spring
spring eye is bronze bushed and pinned to a brac pile and radius leaf to the axle housing.
ket at front and is cam supported at rear. Cam On conventional cab models, the radius leaf
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action of the spring leaf produces a variable de rods have an eye and bushing at each rod end.
flection rate as contact point changes under vary NOTE: Refer to "Service Diagnosis Chart" in
ing load. "FRONT SPRINGS" (SEC. 3C) of this manual.
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Progressive type, two stage, rear spring, shown
in figures 2 and 3, have a straight ended main leaf
which rests against the cam surface of the front
and rear hangers, thereby allowing the springs a
full fore and aft float to effect spring length changes. REAR SPRING REPLACEMENT
.
The second or third leaf has hooked ends which
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contact rebound pins in the spring hanger to pre REAR SPRING REMOVAL
vent excessive fore and aft travel in event of radius 1. Remove bolts and lock washers used to hold
leaf rod failure. The radius leaf rods maintain axle ra rebound pin locks or retainers to spring brackets.
alignment and transmit driving and braking forces Pins are installed flush with surface of bracket
to the frame. with retainer hooked over side of bracket; or the
On tilt cab models, a spacer is used at bottom locks fit into a groove in the rebound pin. Refer to
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o f spring pile to separate the last leaf from the figure 4 and remove rebound pins.
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Figure 1— Pinned Type Rear Suspension (Typical)

2. Install a C-clamp on radius leaf to relieve 4. Remove spring and spacer (when used) or
load on radius leaf eye bolt or radius leaf pin. tapered shim (when used) from axle.
Remove eye bolt, then remove C-clamp.
NOTE: When tapered shim is used, note posi
3. Remove nuts from U-bolts, then remove
tion of shim to insure installation in proper posi
U-bolts and U-bolt spacer plate from springs. Dis
tion.
connect shock absorber (when used) from lower
mounting.
FRONT HANGER BRACKET
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FRONT.
AUXILIARY SPRING AUXILIARY SPRING
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FRONT BRACKET REAR BRACKET
REAR SPRING REAR SPRING

FRONT BRACKET REAR BRACKET
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TORQUE ROD FRONT

MOUNTING BRACKET
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TORQUE ROD
ASSEMBLY U-BOLT
REAR AXLE
ASSEMBLY U-BOLT NUT
CO NVENTIO NAL CAB MODELS (TYPICAL) SPRING ANCHOR PLATE T-3 0 2 2
Figure 2 — Link Type Rear Suspension (Typical)

5. Inspect spring. Replace bushing and repair

Bracket
or replace spring unit if worn or damaged.
SPRING LEAF REPLACEMENT

NOTE: Auxiliary springs should be disassem
Rebound Pin
bled in an arbor press. When assembling springs,
make sure spacer is installed between the auxil
iary and main spring.
1. Mark one side of spring assembly to assure
original position of springs when assembling.
2. Place spring in a vise and remove spring
clip, bolt, nut, and spacer.
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3. File peened end of center bolt and remove
center bolt nut.
4. Open vise slowly and carefully to let spring
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assembly expand. Wire brush and clean spring
leaves. Figure 3 — R e m o v in g or In sta llin g R e b o u n d Pin (Typical)
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5. Replace weak or broken spring leaf.
6. Align center holes in springs using a long а. Insert radius leaf retainer bolt through
drift. leaf and hanger. Tighten bolt to torque listed in
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7. Compress spring leaves in a vise, then re ' ‘Specifications. ’ ’
move drift and install a new center bolt.
8. Install nut on center bolt and tighten securely б. Remove C-clamp from radius leaf, lower
vehicle, and install rebound pin at front and rear
Peen end of bolt to prevent nut from loosening.
9. Align springs by tapping with a hammer and
ra hangers. Install rebound pins with lock groove
flush with surface of brackets, install locks, and
install spring clip, bolts, spacers, and nuts.
secure with lock bolt. Bend tab of lock over flat of
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retaining bolt.
SPRING EYE RUBBER BUSHING REPLACEMENT 7. On vehicles using shock absorbers, connect
(WITH RADIUS LEAF REMOVED) lower end of shock absorber to bracket and tighten
Remove and replace radius leaf eye bushing nut to torque listed in "Specifications" at end of
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using bushing remover and installer (J-21058) as this section.

shown in figure 5. 8. Remove blocking and lower frame to place
weight on springs. Check U-bolt nuts for proper
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torque. Refer to "Specifications" at end of this

REAR SPRING INSTALLATION section for torque.
1. Set spring assembly and tapered shim or
spacer (if used) at axle pad with radius rod leaf
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toward bracket having spring eye pin or bolt hole.
IMPORTANT: Tapered shim must be installed

as
on axle in same position that was noted at removal.
NOTE: If auxiliary springs are used, place

spring assembly and spacer in position.
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2. Install U-bolt spacer over center bolt on

top leaf of spring.
3. Seat U-bolts in spacer and secure spring
to axle by installing anchor plate and nuts on U-
bolts. Tighten nuts to torque listed in "Specifica
tions" at end of this section.
4. Lower frame until end of spring enters
hanger and top of spring touches cam surface of
hanger.
5. Compress radius leaf with a C-clamp until Figure 4 — Removing Radius Leaf Pin With Slide
radius leaf eye and hanger holes are aligned. Hammer and Adapter

REAR SUSPEN SION 4B-24
NOTE: It may be necessary to drive radius

leaf pin out with a drift and hammer.
5. Release C-clamp to allow radius leaf to
drop below bracket, then using bushing remover
and installer (J-8459) replace spring eye bushing
as follows:
a. Place large O.D. of guide (J-8459-4) over

threaded end of shaft (J-8459-1), then lubricate
threads of shaft and insert threaded end of shaft
through radius leaf bushing from inner side.
b. Install sleeve (J-8459-5), stop (J-8459-2),
bearing, washer, and nut (J-8459-6), over threaded
end of shaft. Hold shaft from turning and use a
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socket wrench with a long handle to turn nut and
Figure 5— Removing or Installing Rubber Type Eye Bushing draw the radius leaf bushing out.
c. Disassemble tool assembly (J-8459).
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REPLACING RADIUS LEAF EYE
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INSTALLATION (Fig. 7)
BRONZE BUSHING (WITH SPRING 1. Install new radius leaf bushing using special
ASSEMBLY IN VEHICLE) tool assembly (J-8459) as follows:
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REMOVAL (Fig. 6) a. Assemble large O.D. of guide (J-8459-4)
1. Jack up vehicle so that forward, hooked end over threaded end of shaft (J-8459-1); then lubri
of spring leaf touches rebound stop pin.
2. Remove spring eye pin clamp bolts.
3. Compress radius leaf with a heavy duty C-
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cate radius leaf spring eye, bushing, and shaft
threads.
b. Insert threaded end of shaft through inner
side of radius leaf spring eye. Install stop (J-8459
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clamp to relieve tension of radius leaf on eye pin,
then remove lubrication fitting from pin. -2), bearing, washer, and nut (J-8459-6) over
4. Install adapter (J-8118) into lubrication threaded end of shaft.
fitting hole in end of radius leaf pin and use slide c. While holding shaft to prevent turning,
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hammer (J-2619) to withdraw radius leaf pin (fig. tighten nut (J-8459-6) to draw bushing into the
4). radius leaf spring eye until bushing contacts stop
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(J-8459-2).
d. Check radius leaf pin for slip fit in bushing
and ream bushing as necessary.
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2. With frame raised so hooked spring leaf

just contacts rebound pin, use a heavy duty C-clamp
to draw radius leaf spring eye into alignment with
hole in bracket. Install the radius leaf pin with hole
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for lubrication fitting facing out. Index notch on

end of radius leaf pin with clamp bolt noles in spring
bracket.
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3. Install clamp bolts, nuts, and lockwashers,

then install lubrication fitting in pin and lubricate
STARTING R EM O VAL WITH SOCKET HANDLE with lubricant specified in LUBRICATION (SEC.O).
4. Remove C-clamp and lower frame to place
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weight on springs.
AUXILIARY SPRINGS
Some vehicles have auxiliary rear springs
which are necessary for certain types of operation.
SPECIAL TOOL ASSEMBLY J-8459 When used, the auxiliary spring leaves are install
ed above the regular rear spring assembly and
Figure 6 — Removing Spring Eye Bushing are held in place by long U-bolts. Brackets are

installed on frame and are contacted by the auxil

iary spring to provide added stability required for
unusual conditions.
New B u s h in g
SHOCK ABSORBERS
Shock absorbers, used as standard or optional

equipment on some vehicles, are non-adjustable
and non-repairable. Maintenance operations are
limited to replacement of rubber mounting grom-
om
mets and periodically tightening all mountings. If
a shock absorber becomes inoperative, the com
plete unit must be replaced.
CAUTION: When replacing a shock absorber,
check the model number stamped on the unit to
make sure it is the same model as the one removed. Figure 7— Installing Spring Eye Bushing
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HENDRICKSON TANDEM REAR SUSPENSION
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Driving and braking forces are transmitted to 2. Disconnect propeller shaft from forward
the vehicle chassis through adjustable or solid rear axle as explained in "PROPELLER SHAFTS"
torque rods and equalizer beams. The springs (SEC. 4D).
carry the load and maintain transverse relationship 3. Raise vehicle frame to remove load from
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of frame to axle. springs. Support frame securely and remove re

The torque rods are positioned to maintain bound bolt from bottom of spring rear bracket.
proper drive line alignment and stabilize driving 4. Remove lock bolt securing spring pin in
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and braking forces. Figures 8 and 9 show typical front bracket. Remove lubrication fitting from inner
arrangement of Hendrickson Suspension System end of pin, then using a brass drift and hammer,
Units. drive pin out from inner side of bracket.
5. Place jacks and other equipment at each
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axle to prevent axle assemblies from rolling or

pivoting at equalizer beam ends when torque rods
TANDEM UNIT REMOVAL
are disconnected.
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AN D INSTALLATION 6. Measure length of adjustable type torque

When a major overhaul is required, the com rods to assure same dimension at installation;
plete tandem unit should be removed from the then at each axle end, remove nut from torque rod
end stud and drive end stud out of axle bracket
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frame; however, torque rods, springs, equalizing

beams, and other parts may be removed separately using a soft hammer.
as required. 7. Using a suitable hoist, raise rear end of
frame and roll axles, with equalizer beams and
CAUTION: Before removing the tandem unit,
springs, out from under frame.
use jacks and other equipment to block vehicle
securely to prevent axle assemblies from rolling
or pivoting at equalizer beam ends when torque TANDEM UNIT INSTALLATION
rods are disconnected. 1. Roll axles and wheels, with equalizer beams
and springs attached, in position under frame.
TANDEM UNIT REMOVAL 2. Lower frame as required to align spring
1. Block wheels on both axles and disconnect front pin with bracket; then install spring front pin
brake lines from axles. through bracket and spring eye, with milled flat

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TA N D EM A X L E S U S P E N S IO N
15
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1 Rearward Rear Axle 15 Top Pad Bolt

2 Frame Bracket (Rear) 16 Top Pad
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3 Torque Rod 17 Pin Lock Bolt

4 Frame Bracket (Front) 18 Spring Pin
5 Frame 19 Spring Eye Bushing
6 Forward Rear Axle 20 Spring
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7 Beam Center Bushing 21 Spring Assembly

8 Equalizing Beam 22 Center Bolt
9 Rebound Bolt 23 Spring Saddle
10 Top Pad Bolt Nut 24 Saddle Cap Stud
11 Pad Set Screw 25 Stud Nut
12 Lock Nut 26 Saddle Caps
13 Lock Washer
14 Top Pad Slide
U U LI Id TPM-9848-1
CO M PO N EN TS D IS A S S E M B L E D
Figure 8 — Tandem Rear Axle Suspension (Hendrickson-RT) ITypicalI

near end of pin aligned with lock bolt hole in brac 2. Remove rebound bolt from bottom of spring
ket. Use a soft hammer to drive pin in. rear bracket.
3. Install spring front pin lock bolt and nut 3. Remove lock bolt securing spring pin in
and tighten firm ly. Install lubrication fitting infront bracket. Remove lubrication fitting from in
inner end of pin. ner end of pin, then using a brass drift and hammer,
4. Install rebound bolt in rear bracket. drive pin out from inner side of bracket.
5. Install torque rods to axle brackets. 4. On vehicles equipped with the "R T " type
NOTE: When tightening nuts, rap bracket with suspension shown in figure 8, remove four bolts
hammer to drive taper of torque rod stud into which attach spring saddle top pad to spring saddle;
bracket. Tighten nut to torque listed in "Specifi hold nuts at bottom while turning bolt at top. Loosen
cations" at end of this section. lock nuts on top pad set screw, then loosen set
6. Connect brake lines to each axle assembly; screw and lift top pad and the slide from top of
then connect propeller shaft and check drive line spring. Lift spring assembly up and rearward to
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alignment as covered in "PROPELLER SHAFTS." remove from spring saddle.
5. On vehicles equipped with the "RU" type
SPRING REPLACEMENT suspension shown in figure 9, remove bolts which
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attach spring saddle cap to saddle; then lift spring
SPRING R EM O V AL (F igs. 8 and 9) and saddle assembly up and rearward to remove.
1. Raise vehicle frame to remove load from Remove nuts which attach top pad to saddle, then
springs and support frame securely. remove U-bolts, top pad, and saddle from spring.
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1 Torque Rod (Rear) 8 Spring Eye Bushing 15 Top Pad U-bolt

2 Torque Rod Bracket 9 Top Pad 16 Spring Assembly
3 Torque Rod (Front) 10 Spring Saddle 17 Rebound Bolt
4 Spacer 11 Beam Center Bushing 18 Spring Bracket (Rear)
5 Frame Bracket (Front) 12 Cap Screws 19 Rearward Rear Axle
6 Frame 13 Spring Saddle Cap 20 Spacer
7 Forward Rear Axle 14 Equalizing Beam T -28 78
Figure 9 — Tandem Rear Axle Suspension (Hendrickson-RU) (Typical)

Rear Spring Front

Pin
Spring Eye Bushing
Spring Eye
Rear Spring Front
Bracket
Frame Side Rail
Spring Pin Lock
R E M O V IN G
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T-1001
INSTALLING
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Front Bracket ITypical)
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Figure 10— Tool Application For Replacing then place spring in a vise or arbor press, next
Spring Eye Bushing to center bolt.
2. Remove nuts and bolts from spring re
INSPECTION OF SPRING bound clips.
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1. Thoroughly wash spring eye bushings and 3. File off peened end of center bolt, then re
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bracket pins to remove all old lubricant. Make move nut and bolt.
sure lubricant passages in pins are open. 4. Release vise or arbor press slowly to avoid
2. Insert pins into plain bushings in spring possible injury. Separate spring leaves and clean
eyes and bracket and check for looseness. If ex thoroughly, using a wire brush if necessary.
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cessive looseness is evident, pins and bushings 5. Replace any broken rebound clips.
must be replaced. Refer to "Replacing Radius Leaf 6. Replace broken leaf and stack leaves in
Eye Bushing" earlier in this section for bushing correct order, applying a thin film of graphite
replacement procedure. Figure 10 shows arrange grease to each leaf. Align center bolt holes in
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ment of tools for removing and installing spring spring leaves with long drift, then compress spring
eye bushing on tandem suspension. leaves in vise or arbor press.
3. Inspect spring assembly for broken leaves. 7. Install center bolt and nut and tighten nut.
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No. 1 and No. 2 leaves can be replaced. If other Peen end of bolt to prevent nut loosening.
leaves are broken, replace complete spring as 8. Remove spring from vise or arbor press.
sembly. Replace broken leaves as directed later Align spring leaves by tapping with hammer; then
under "Repair." install rebound clips, bolts, and nuts. Tighten
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4. Inspect spring assembly for loose or broken enough to hold spring leaves in alignment, but not
rebound clips. Rebound clips should be tight enough enough to restrict free movement of leaves.
to hold spring leaves in alignment, but not tight
enough to restrict free movement of leaves. SPRING INSTALLATION (Fig. 8)
5. Check for broken or loose spring center (WITH "R T " TYPE SUSPENSION)
bolt. Replace or tighten as necessary. 1. Position spring assembly on spring saddle
6. Make sure machined surfaces of spring with head of center bolt in locating hole in saddle
saddle are clean. and with spring ends in place in frame brackets.
2. Place top pad slide on top spring leaf, then
SPRING LEAF REPLACEMENT position top pad over spring and saddle.
1. Mark down one side of springs to assure 3. Install top pad to saddle bolts and nuts and
original position of springs when assembling later, tighten snugly. Tighten top pad set screws to torque

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1 Bolt
2 Adapter
3 End Bushing
4 Equalizing Beam
5 Bolt Nut
6 Center Bushing
7 Washer
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Figure 12— Equalizing Beam Components (TypicalI
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Tighten set screw lock nuts. ra 1 Beam Center Bushing 6 Lock Nut
IMPORTANT: The top pad set screws must be 2 Spring Saddle 7 Set Screw
tightened to specified torque to properly seat spring 3 Spring Assembly 8 Equalizing Beam
against machined face of saddle before torquing 4 Spring Saddle Top Pad 9 Cross Tube
top-pad-to-saddle bolts. 5 Top Pad to Spring 10 Spring Saddle Cap
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4. Tighten top-pad-to-saddle bolts to torque Saddle Bolts 11 Stud TPM-8363
Hold nuts at bottom while using torque wrench on
bolt heads at top.
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Figure 13— Section Through Spring Saddle and Beam

5. Install spring eye pin through bracket and (With RT-Type SuspensionI
spring eye, with milled flat near end of pin aligned
with lock bolt hole in bracket. Use a soft hammer equalizer beam and install spring front pin through
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to drive pin in from outer side. Install spring front bracket and spring eye, with milled flat near end
pin lock bolt and nut with washer and tighten firm ly. of pin aligned with lock bolt hole in bracket. Use a
Install lubrication fitting in inner end of eye pin. soft hammer to drive pin in from outer side.
Figure 11 illustrates section through pin, spring 4. Install spring front pin lock bolt and nut
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eye, and frame bracket. and tighten firm ly. Install lubrication fitting.
6. Install spring rebound bolt in lower end of 5. Install rebound bolt in lower end of rear
rear frame bracket. Lubricate spring ends as di bracket. Lubricate spring ends as directed in LU
as
rected in LUBRICATION (SEC. 0). Remove support BRICATION (SEC. 0).

from under frame. 6. Position axles in operating position, then
check to be sure spring saddle is properly posi
SPRING INSTALLATION (Fig. 9) tioned over equalizer beam and beam center bush
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(WITH "R U " TYPE SUSPENSION) ing. Install spring saddle caps and secure with bolts.
NOTE: To obtain proper torque on top pad to Tighten bolts to torque listed in "Specifications" at
spring saddle U-bolt nuts, assemble spring saddle end of this section. Remove support from under
and top pad to spring assembly prior to installing vehicle frame.
spring assembly in vehicle.
1. Position spring saddle on spring assembly EQUALIZING BEAM
with head of center bolt in locating hole in saddle.
2. Position top pad on spring assembly, then The following procedures cover removal and
place U-bolts over top pad and through saddle as installation of either equalizing beam without re
sembly. Place nuts on U-bolts and tighten to 275- moving any other units of the suspension system.
325 foot-pounds torque. When removing an axle assembly, accomplish only
3. Position spring and saddle assembly over steps required to loosen axle at each end of beam.

SPRING SADDLE TOP PAD TO

TOP PAD SPRING SADDLE
SPRING
ASSEMBLY
SPRING WASHER
SADDLE
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CROSS 1 Axle Bracket 5 Bolt
TUBE 2 Equalizing Beam 6 Nut
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3 End Bushing 7 Washer
4 Adapter t -6 9 9
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CENTER BUSHING Figure 16— Equalizing Beam Mounting at Axle Bracket
' 1 /
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13 or 14) to support weight of beams, remove saddle
SADDLE CAP / SADDLE CAP

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caps (fig. 8 or 9) ) attached with four nuts and
special flat washers.
BOLT W A SH E R T -28 76 4. Lower the cross tube and beams, then slide
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beams from tube ends.
Figure 14— Section Through Spring Saddle and Beam EQUALIZING BEAM INSPECTION
I With RU-Type Suspension! 1. Inspect beam end bushings and beam center
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bushing for evidence of damage or deterioration of

EQUALIZING BEAM REMOVAL (Fig. 12) the rubber. If any damage is evident, replace bush
1. Raise and support frame to remove weight ings as directed under "Equalizing Beam Bushing
from beams. Replacement" later in this section.
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2. At axle brackets, remove nuts (5), washers 2. Inspect cross tube and replace if bent or
(7), and bolt (1). Pry adapters (2) from bushings worn.
and brackets.
3. With blocking under beam cross tube (fig. EQUALIZING BEAM BUSHING REPLACEMENT
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Press old bushing out, using a suitable driver

or press to exert force on bushing outer sleeve.
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Press new bushing into place, exerting force on

bushing outer sleeve until outer sleeve extends an
equal distance through beam at both sides.
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EQUALIZING BEAM INSTALLATION (Fig. 13 or 14)

1. Position beams, with cross tube in place at
spring saddles (fig. 8 or 11) and axle brackets.
NOTE: At axle end of beam, install adapters
(2, fig. 12) at each side of bracket and into bushing.
IMPORTANT: The cut-off (flat) side of each
adapter must be located in a vertical position as
NUT
BOLT shown in figure 15.
FLAT WASHER 2. Install bolt and washer through adapter and
FLAT W ASHER
axle bracket at each end of equalizing beam (fig. 15).
ADAPTER T-l 102-1
NOTE: Install bolt and washer from inner side
with nut located toward wheels (fig. 15). Tighten
Figure I S — Adapter and Retaining Bolt at Axle Bracket nuts or bolts to torque listed in "Specifications" at

end of this section. Figure 16 shows section through move nut from torque rod end stud, then drive
mounting. stud out of bracket using a soft hammer and driver.
3. Install spring saddle caps to attach beam
center bushing to spring saddle. Install saddle cap TORQUE ROD INSPECTION
stud nuts or cap screws and tighten to torque listed Examine ball studs for damaged threads and
in "Specifications" at end of this section. for looseness in rubber bushings in torque rod
ends. If any damage or deterioration of the rubber
TORQUE RODS is evident, the complete torque rod assembly must
be replaced.
Solid or adjustable type torque rods are used Inspect taper surfaces on torque rod end
on all vehicles equipped with the tandem suspen studs. Check tapered hole in frame and axle brac
sion system. The torque rods serve to maintain kets for wear by checking fit of new torque rod
proper drive line angles and stabilize driving and end stud in hole. Replace bracket if any looseness
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braking forces. is evident. Remove all burrs, grease, paint, or
other foreign material from hole or stud taper
NOTE: Refer to "PROPELLER SHAFTS" (SEC.
before installing^
4D) for torque rod installation and drive line angle
adjustment procedure. TORQUE ROD INSTALLATION
1. Install torque rod bracket on frame cross
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TORQUE ROD REMOVAL
member.
IMPORTANT: If adjustable torque rods are to
IMPORTANT: On vehicles equipped with solid
be removed and ends replaced or repositioned,
front and rear torque rods, use same number of
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measure overall length of rod (center of ball stud
spacers or shims as previously used to assure
seat at one end to center of ball stud seat at the
original drive line alignment.
other end) to assure installation of the same length
2. Attach bracket with bolts, flat washers, and
rod.
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1. At axle end, remove nut from torque rod
end stud and drive end stud out of bracket on axle
self-locking nuts. Tighten nuts to torque listed in
"Specifications" at end of this section.
3. Adjust length of adjustable type torque rods
housing using a soft hammer.
to original length recorded prior to removal. Do
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2. At frame end, remove self-locking nuts
not tighten end clamp bolts at this time.
from bolts attaching torque rod bracket to frame
4. Install torque rod with end studs inserted
crossmember. Note the number and position of
through brackets at axle and at crossmember. In
shims or spacers (if used) between bracket and
stall nut and washer on each end stud. With weight
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frame member, then remove torque rod and frame

of unloaded vehicle on springs, tighten torque rod
bracket assembly.
end stud nuts firm ly. Strike ball end of each end
IMPORTANT: Shims and spacers are used on stud a sharp blow with hammer to assure seating
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vehicles equipped with solid front and rear torque of tapers, then position end clamps in "UP" posi
rods to maintain drive line alignment. tion and tighten clamp nuts and stud nuts to torque
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3. Clamp torque rod bracket in vise and re listed in "Specifications" at end of this section.
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PAGE AN D PAGE LIGHT WEIGHT HUSKY REAR SUSPENSION
Driving and braking forces are transmitted to TANDEM UNIT REMOVAL

a
the vehicle chassis through solid front and adjust AND INSTALLATION
able rear torque rods and rocker arms. Inverted
springs are center mounted to the cross tube with NOTE: Before removing the tandem unit, use
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spring eyes rubber encased in cup shaped retainers. jacks and other equipment to block vehicle secure
The torque rods are positioned to maintain ly to prevent axle assemblies from rolling or
proper drive line alignment as well as to stabilize pivoting at rocker arm ends when torque rods are
driving and braking forces. Figure 17 shows atyp disconnected.
ical arrangement of suspension system units. Rub
ber mounts and bushings are used at all pivot TANDEM UNIT REMOVAL
points including torque rod ball studs. 1. Block wheels on both axles and disconnect
When a major overhaul is required, the com brake lines from axles.
plete tandem unit should be removed from the 2. Disconnect propeller shaft from forward
frame; however, torque rods, springs, rocker rear axle as explained in "PROPELLER SHAFTS"
arms, and other components may be removed sep (SEC. 4D).
arately as required. 3. Support frame securely and remove bolts

which attach pedestal to cross tube or frame. then connect propeller shaft and check drive line
4. Measure length of rear adjustable torque alignment as covered in "PROPELLER SHAFTS"
rod from center of ball stud seat at one end to (SEC. 4D).
center of ball stud seat at the other end to insure
same dimension at installation. At each axle end, SPRING REPLACEMENT
remove nut from torque rod end stud and drive
end stud out of axle bracket using a soft hammer. SPRING REMOVAL (Fig. 17)
5. Check to make sure all lines have been 1. Raise vehicle frame to remove load from
disconnected from axle, then using a suitable hoist, spring. Support frame securely.
raise rear end of frame and roll axles, with rocker 2. Remove cross tube to spring cap U-bolt
arms and springs, out from under frame. nuts and remove spring cap from spring.
3. Remove nuts from insulator cap to rocker
TANDEM UNIT INSTALLATION arm U-bolts, then remove insulator cap and in
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1. Roll axles and wheels, with rocker arms sulator (inset, fig. 18).
and springs attached, in position under frame. 4. Lift spring assembly up to remove from
2. Lower frame as required to align pedestal rocker arm.
with cross tube or frame and install pedestal to
cross tube or frame bolts and tighten to torque SPRING INSTALLATION (Fig. 17)
listed in "Specifications" at end of this section. NOTE: Before installing spring assembly in
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3. Install torque rods to axle bracket. vehicle, inspect rubber insulator and spring cam
NOTE: When tightening torque rod stud nuts, for excessive wear or damage. Replace compon
rap bracket with hammer to drive taper of torque ents if worn or damaged.
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rod stud into bracket. Tighten nut to torque listed 1. Position spring assembly on rocker arm
in "Specifications" at end of this section. with spring eye engaging insulator and cam as
4. Connect brake lines to each axle assembly, ra shown in Inset, figure 18.
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1 Rearward Rear Axle 6 Forward Rear Axle 11 Spring U-bolt

2 Rear Torque Rod 7 Pedestal 12 Bolt
3 Front Torque Rod 8 Spring 13 Compression Cap
4 Pedestal Spacer 9 U-bolt 14 Rocker Arm
5 Frame 10 Insulator Cap 15 Spring Cap t- 2 8 8 1
Figure J7 — Page and Page ILW HI Rear Suspension Installed ITypical)

2. Position insulator cap over spring eye, in nuts to torque listed in "Specifications" at end of
sulator, and spring cam; then install insulator cap this section. Remove support from under vehicle
to rocker arm U-bolt. Tighten U-bolt nuts firmly. frame.
3. Position spring cap on spring assembly with
head of center bolt in locating hole in spring cap. ROCKER A R M
Install U-bolts over bracket on cross tube and at
tach to spring cap with nuts and washers. Tighten ROCKER ARM REMOVAL (Fig. 18)
nuts to torque listed in "Specifications.” 1. Raise and support frame to remove weight
4. Tighten insulator cap to rocker arm U-bolt from rocker arms.
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Figure 18— Page and Page (LWH) Rear Suspension Removed (Typical)

2. With cross tube and rocker arm safely sup onto trunnion tube using a rocking motion. Rotate
ported, remove nuts and lock washers from spring assembly until dowel pin engages slot in compres
cap. Remove spring cap and cross tube to spring sion tube. Install dowel pin.
cap U-bolts. 4. Tighten compression cap bolt until exposed
3. At axle brackets, remove nuts, washers, rubber measures 0.045 to 0.125 inches on both
and bolt. Pry adapters from bushings andbrackets. ends.
4. Lower the cross tube and rocker arm, then NOTE: A minimum of 600 foot-pounds torque
slide the rocker arm from end of cross tube. should be required to displace the rubber bushings
to dimensions listed above. If less than 600 foot
ROCKER ARM INSPECTION (Fig. 18) pounds torque is required, disassemble and place
1. Inspect rocker arm end bushings for evi rubber spacer rings against the hub spacer ring
dence of damage or deterioration of the rubber. If and reassemble.
damage or deterioration is evident, replace bush
ings as directed later under "Rocker Arm Bushing ROCKER ARM INSTALLATION (Fig. 18)
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Replacement." 1. Place rocker arm in position at axle brac
2. Inspect cross tube bushings (Inset, fig. 18) kets. Install adapters at each side of axle brackets
for evidence of damage or deterioration of rubber. and into rocker arm bushings.
If damage is evident, replace bushing as directed 2. At each end of rocker arm, install bolt with
later under "Cross Tube Center Bushing Replace flat washer through axle bracket and rocker arm.
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ment."
NOTE: Bolt should be installed from inner side
with nut located toward the wheel. Tighten nuts or
ROCKER ARM BUSHING REPLACEMENT
bolts to torque listed in "Specifications" at end of
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Press old bushing out, using a suitable driver
this section.
to exert force on bushing outer sleeve. Press new
3. Position spring cap on spring assembly with
bushing into place, exerting force on bushing outer
head of center bolt in locating hole in spring cap;
sleeve until outer sleeve extends an equal distance
through rocker arm at both sides.
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then place U-bolts over cross tube bracket and
through spring cap. Install lock washers and nuts
and tighten to torque listed in "Specifications" at
CROSS TUBE CENTER BUSHING REPLACEMENT
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end of this section.
(Inset, Fig. 18)
4. Remove support from under vehicle frame.
1. Remove dowel pin, bolt and washer retain
ing compression cap to trunnion tube. Remove
TORQUE RODS
compression cap.
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Information pertaining to torque rod removal

2. Using a suitable tool, remove rubber bush
and installation remains the same as covered under
ing from trunnion mount.
"Torque Rods" at end of "Hendrickson Tandem
3. Thoroughly wet the rubber bushings, trun
Rear Suspension" section previously.
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nion mount, and tube with water, then insert rub

ber bushings into trunnion mount until bushings NOTE: Refer to "PROPELLER SHAFTS"(SEC.
seat against spacer located at center of the trun 4D) for torque rod and drive line angle adjust
nion mount bore. Slide trunnion mount assembly ment.
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IMPORTANT
as
U-bolts must be retightened to initial torque

listed in "Specifications" after 500 miles.
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SPECIFICATIONS
REAR S U S P EN S IO N S P EC IFIC A TIO N S TO R Q U E S PEC IFIC ATIO N S (Cont.)
V A R I-R A T E R EA R S P R IN G S T o r q u e R o d B ra c k e t to C ro s s m e m b e r B o l t . Nut 4 0 -5 0
R a d iu s L e a f B u s h in g R e a r T o r q u e R o d a n d B r a c k e t to
I . D . ( I n s t a l l e d ) * ............................................................................................................1 . 2 5 1 M . 2 5 5 " C r o s s m e m b e r B o l t ........................................................................... Nut 9 0 -1 1 0
L e n g t h .................................................................................................................................................................... 2 .9 0 " F r o n t T o r q u e R o d a n d B r a c k e t to
R a d iu s L e a f P in ( O . D . ) ................................................................................................. 1 .2 4 9 " - 1 .2 5 0 " C r o s s m e m b e r B o l t ........................................................................... Nut 4 0 -5 0

H E N D R IC K S O N T A N D EM S U S P E N S IO N * L u b r i c a t e B o l t T h r e a d s w it h S A E # 2 0 oil
S p r in g E y e B u s h in g b e fo r e tig h te n in g .
I . D . ( I n s t a l l e d ) * ........................................................................................................... 1 .3 6 7 " - 1 .3 7 9 "
H E N D R IC K S O N (Series RT)
O . D .....................................................................................................................................................1 .6 2 7 " - 1 .6 2 9 "
S p r i n g S a d d l e T o p P a d B o l t .................................................... Nut 2 2 5 -2 75
L e n g t h .................................................................................................................................................................... 3 .9 6 "
S p r i n g S a d d l e C a p S t u d ................................................................ Nut 2 75 -3 0 0
S p r i n g E y e P in ( O . D . ) ....................................................................................................1 .3 7 3 " - 1 .3 7 4 "
S p r i n g S a d d l e T o p P a d S e t S c r e w ............................... — 1 0 0 -1 5 0
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* R e a m a t a s s e m b ly .
R e a r S p r i n g R e a r R e b o u n d B o l t ........................................ Nut 4 0 -5 0
R e a r S p r i n g F r o n t P in L o c k B o l t ..................................... Nut 4 0 -5 0
T O R Q U E S P EC IFIC A TIO N S S p r i n g B r a c k e t to S i d e R a il B o l t ..................................... Nut 4 0 -5 0
B u m p S t o p t o F r a m e B o l t ...........................................................
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T Y P E O F T O R Q U E Nut 4 0 -5 0
V A R I-R A T E R EAR S P R IN G S PART F T . LB . E q u a l i z i n g B e a m E n d A d a p t e r ............................................. B o lt 3 3 0 -3 5 0
Nut 19 0 -2 10
R e a r S p r in g to A n c h o r P la te U - B o lt
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T o r q u e R o d t o A x l e H o u s in g S t u d ................................. Nut 1 1 0 -1 2 0
W it h S t a n d a r d S p r i n g s .............................................................. Nut 19 0 -2 10
T o r q u e R o d B r a c k e t t o S i d e R a il L o w e r
W it h A u x i l i a r y S p r i n g s .............................................................. Nut 3 0 0 -3 2 0
F la n g e B o l t .................................................................................................. Nut 4 0 -5 0
S p r i n g E y e t o F r o n t H a n g e r B o lt
T o r q u e R o d B r a c k e t t o C r o s s m e m b e r ...................... B o lt 1 0 0 -1 2 0
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S e r i e s T M / T G / T J 7 5 0 0 ............................................................... Nut 2 9 0 -3 2 0
Nut 4 0 -5 0
T o r q u e R o d t o B r a c k e t B o l t ...................................................... Nut 3 5 0 -4 0 0
T o r q u e R o d a n d B r a c k e t to C r o s s m e m b e r . B o lt 9 0 -1 0 0
R e a r S p r i n g B u m p e r B o l t ............................................................ Nut 1 0 -1 5
Nut 4 0 -5 0
R e t a i n e r t o S p r i n g H a n g e r .......................................................... B o lt 2 0 -2 5
T o r q u e R o d C l a m p B o l t .................................................................. Nut 9 0 -1 0 0
R e a r S p r i n g R a d i u s L e a f P in B o l t ...................................
R e b o u n d P in B o l t ......................................................................................
R e b o u n d P in R e t a i n e r ........................................................................
Nut
Nut
B o lt
2 0 -2 5
3 0 -3 5
2 5 -3 0
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S p r i n g F r o n t H a n g e r t o S i d e R a il B o l t .................... B o lt 9 0 -1 1 0
PAGE AND PAGE (LWH)
S p r i n g R e a r B r a c k e t to S i d e R a il B o l t .................... Nut 4 0 -5 0
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P e d e s ta l a n d S p a c e r t o F r a m e L o w e r F la n g e B o lt 1 0 0 -1 2 0
S h o c k A b s o r b e r to U p p e r M o u n tin g
Nut 4 0 -5 0
B r a c k e t B o l t ................................................................................................ Nut 8 5 -9 5
P e d e s ta l t o F r a m e B o l t :
S h o c k A b s o r b e r to L o w e r M o u n tin g
»/2 x 2 0 x 2%" ( 4 ) ............................................................................. Nut 4 0 -5 0
B r a c k e t B o l t ............................................................................................... Nut 7 0 -8 0
Vi" x 1 8 x 2 V i " ( 1 2 ) ...................................................................... Nut 9 0 -1 1 0
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R e a r A x l e T o r q u e R o d B r a c k e t to
C r o s s m e m b e r B o l t ........................................................................... Nut 4 0 -5 0
T o r q u e R o d a n d B r a c k e t to C ro s s m e m b e r
H E N D R IC K S O N (Series RU) B o l t ........................................................................................................................... Nut 9 0 -1 1 0
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S p r i n g S a d d l e T o p P a d U - B o l t ............................................ Nut 2 75 -3 2 5 T o r q u e R o d t o A x l e H o u s i n g S t u d ................................. Nut 1 2 0 -1 5 0

S p r i n g S a d d l e C a p t o S a d d l e * ............................................. B o lt 3 10 -3 4 0 B u m p S t o p t o F r a m e ........................................................................... B o lt 1 0 0 -1 2 0
R e a r S p r i n g F r o n t P in L o c k B o l t ...................................... Nut 3 0 -4 0 Nut 4 0 -5 0
R e a r S p r i n g R e a r R e b o u n d B o l t ......................................... Nut 5 0 -6 0 C r o s s T u b e t o P e d e s ta l B o l t ..................................................... Nut 19 0 -2 10
S p r i n g B r a c k e t a n d S p a c e r t o S i d e R a il B o l t * Nut 9 0 -1 1 0 C r o s s T u b e E n d A d a p t e r R e t a i n i n g B o lt B o lt 3 3 0 -3 5 0
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E q u a l i z i n g B e a m E n d A d a p t e r .............................................. B o lt 3 3 0 -3 5 0 Nut 19 0 -2 10
Nut 19 0 -2 10 C r o s s T u b e t o S p r i n g C a p U - B o l t .................................... Nut 5 0 0 -5 5 0
B u m p S t o p to F r a m e ........................................................................... B o lt 1 0 0 -1 2 0 C o m p r e s s io n C a p R e t a i n i n g B o l t ..................................... B o lt 6 0 0 ( m i n .)
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T o r q u e R o d t o A x l e H o u s i n g S t u d .................................. Nut 1 2 0 -1 5 0 I n s u l a t o r C a p t o R o c k e r A r m U - B o l t .......................... Nut 2 2 0 -2 5 0

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Inspect spring mountings as part of regular
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chassis maintenance program. Be sure all bracket
attaching bolts and units are tight.
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CAUTION: On vehicles equipped with tandem
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rear suspension, block vehicle securely before
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disconnecting torque rods.

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IMPORTANT
Tighten all U-bolt nuts to torque listed in

"Specifications" after 500 miles of operation.
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REAR SUSPENSION 4C-37
SECTION 4C
REAR HUBS AND BEARINGS
DESCRIPTION WHEEL BEARING ADJUSTMENT
Rear hubs are mounted on axle housing tube 1. Jack up rear axle and remove axle shaft as
on opposed tapered roller bearings as shown in directed in "REAR AXLES" (SEC. 4A).
figures 2 and 3. Hubs, bearings, and oil seals il 2. On vehicles using outer oil seal and outer
lustrated in figures 2 and 3 are identified with type oil seal sleeve, remove the seal from axle shaft
of rear axle. flange studs.
3. Remove bearing lock nut and nut lock.
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Mounting parts (mainly bearings, adjustment 4. While rotating the hub and drum assembly
and lock nuts, seals, and sleeves) shown in figures in both directions to seat bearings properly in re
2 ana 3 are of primary importance. Brake drum cesses of hub, tighten the adjusting nut to 50 foot
mounting bolts, studs, and nuts differ in type and
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pounds torque.
method of installing on various series vehicles. 5. Back off the adjusting nut 1/4 to 1/3 turn.
New hub oil seals should be installed when 6. Install bearing adjusting nut lock, referring
servicing bearings if there is the slightest indica to figure 1.
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tion of wear or damage. An imperfect seal may a. If vehicle is equipped with type shown in
permit bearing lubricant to reach brake linings, View A, figure 1, align flat on adjusting nut with
resulting in faulty brake operation and necessi nearest lip of nut lock. Make sure wheel turns
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tating premature replacement of linings. ra freely; then install nut lock and lock nut. Tighten
lock nut to 100-150 foot-pounds. Bend one lip of
nut lock over one flat on each nut.
b. If vehicle is equipped with type shown in
BEARING ADJUSTMENT CHECK View B, figure 1, align dowel pin of adjusting nut
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with nearest hole in lock ring. Lock ring may be
Before checking wheel bearing adjustment, turned on either side to facilitate alignment of hole
make sure brakes are fully released and do not with least movement of adjusting nut beyond 1/4 to
drag. Jack up axle until tires clear floor; then 1/3 turn. Install lock nut and tighten to 200 to 300
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remove axle shafts as directed in "REAR AXLES" foot-pounds torque.

(SEC. 4A).
7. After completing bearing adjustment, re
Check bearing end play by grasping tire at top check adjustment to make sure wheel turns freely.
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and pulling back and forth, or by using a pry bar Final bearing adjustment should provide within
under tire. If bearings are properly adjusted, 0.001" to 0.007" end play.
movement of brake drum in relation to backing 8. On vehicles using outer oil seal and sleeve,
plate or brake spider will be barely noticeable and
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wheel will turn freely. If movement is excessive, install the seal over rear axle shaft flange studs.
adjust as directed under "Wheel Bearing Adjust 9. Install axle shaft as directed in "REAR
ment" following:
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AXLES" (SEC. 4A).

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Figure 1— Rear Wheel Bearing Adjustment Nuts

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EATON 16121, 17121, 17221, 30DSC, A N D 34DSC AXLES
ROCKWELL SLHD, H I 40, H I 62, H340, H362, EATON 17121 A N D 17221 AXLES
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LI 62, A N D L362 AXLES ROCKWELL SLHD, LI 62, A N D L362 AXLES
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ROCKWELL SQ H D AXLE EATON 18121, 18221, A N D 19201 AXLES

1 Axle Shalt 10 Inner Nut 19 Oil Shield
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2 Shaft to Hub Dowel 11 Outer Nut 20 Inner Oil Seal

3 Lock Nut 12 Wheel Rims 21 Oil Seal Sleeve
4 Lock Nut 13 Wheel 22 Outer Oil Seal Wiper
5 Nut Lock 14 Brake Drum 23 Outer Oil Seal
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6 Bearing Adjusting Nut 15 Nut 24 Lock Ring

7 Outer Bearing Cone and 16 Stud 25 Bolt
Rollers 17 Inner Bearing Cup 26 Dowel
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8 Outer Bearing Cup 18 Inner Bearing Cone and

9 Hub Rollers T -3 0 1 8
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Figure 2 — Rear Hubs and Bearings (with Disc-Type Wheels)
HUB, BEARING AND OIL SEAL 3. Remove rear axle shaft as described in
REPLACEMENT "REAR AXLES" (SEC. 4A).
4. On vehicles using outer oil seals, remove
REMOVAL (Figs. 2 and 3) oil seal and sleeve from axle shaft flange studs.
1. Jack up rear axle and remove tire and rim 5. Remove lock nut, nut lock, and adjusting
assembly on vehicles having cast wheels. Remove nut from axle housing tube.
tire and wheel assembly from vehicles having disc 6. Lift the wheel (hub) and drum assembly or
wheels. the hub straight off axle housing. Use care to pre
2. If brake drum is demountable type, remove vent outer bearing cone and roller assembly from
brake drum. dropping on floor. Remove outer bearing assembly.

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EATON 16T21, 17121, 17221, 30DSC, A N D 34DSC AXLES
ROCKWELL SLHD, H I 40, H I 62, H340, H362, EATON 18121, 18221, A N D 19201 AXLES
LI 62, A N D L362 AXLES
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1 Axle Shaft 14 Wheel Rim Spacer
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2 Shaft-to-Hub Dowel 15 Brake Drum
3 Lock Nut 16 Bolt
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5 Nut Lock 18 Inner Bearing Cup
6 Bearing Adjusting Nut 19 Inner Bearing Cone
7 Outer Bearing Cone and Rollers
and Rollers 20 Inner Oil Seal
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8 Outer Bearing Cup 21 Oil Seal Sleeve
9 Hub ' 22 Lock Ring
10 Wheel Rim Clamp 23 Outer Oil Seal
11 Stud Wiper
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12 Nut 24 Outer Oil Seal

13 Wheel Rims 25 Dowel
ROCKWELL SQH D AXLE T -30 19
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Figure 3 — Rear Hubs and Bearings (with Cast-Type Wheels)

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7. Remove inner oil seal from wheel (hub) and 2. Using suitable tools, install oil seals as
drum assembly; then remove inner bearing cone follows:
and roller assembly from hub. Discard oil seal. a. Press seal into hub until shoulder is against
8. Clean, inspect, and repair parts as describ outer edge of hub. Lip of oil seal goes into hub first
a
ed later in this section. (see figs. 2 and 3).

b. Wipe excess sealing compound out of hub.
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INSTALLATION (Figs. 2 and 3) Make sure no sealing compound gets on lip of oil
After completing "Cleaning, Inspection, and seal.
Repair" operations described later in this section, 3. Make sure oil seal sleeve (if used), is in
lubricate bearings, axle housing tube, and inside place on axle housing tube.
of hub as described in LUBRICATION (SEC. 0) of 4. Install wheel hub and drum assembly or hub
this manual. Coat lip of inner oil seal and surface assembly on axle housing tube. Use care not to
contacted by lip with wheel bearing grease or equiv damage the inner oil seal.
alent. 5. Place outer bearing cone and roller assem
1. Position inner bearing cone and roller as bly on axle housing tube and press firm ly into
sembly in hub or wheel (hub) and drum assembly. place with fingers. Install bearing adjusting nut.
Coat oil seal bore in hub with a thin layer of non 6. Install brake drum (if removed). Install
hardening sealing compound. tire and rim assembly or tire and wheel assembly.
Adjust bearings and complete the installation as on opposite sides of cup to avoid cocking cup and
previously described under "Wheel Bearing Ad damaging inside of hub.
justment." 2. To install new cups, position cup in hub
7. Install axle shafts as directed in "REAR and drive into place, using a mild steel rod against
AXLES" (SEC. 4A). outer edge of cup. Alternately drive against oppo
site sides to assure driving cup in squarely. Cups
CLEANING, INSPECTION, must seat firm ly against shoulder in hub.
A ND REPAIR
Inner Oil Seal Sleeve Replacement
CLEANING
1. To remove oil seal sleeve, tap sleeve
1. Immerse bearing assemblies in suitable
around entire circumference with hammer to
cleaning solvent. CJean bearings with a stiff brush
stretch the metal; then use a blunt chisel to cut
if necessary to remove old lubricant. Blow bear
into the sleeve inner flange. This will loosen the
ings dry with compressed air, directing air stream
sleeve sufficiently to permit removal.
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across bearings. Do not spin bearings while blow
ing them dry. NOTE: Be careful not to damage axle tube
2. Thoroughly clean all lubricant out of inside when chiseling on sleeve.
of hub and wipe dry. Make sure all particles of old
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2. Slide new sleeve over axle housing tube;
gasket are removed from outer end of hub, and
then using axle oil seal sleeve driver set J-3822-02,
that all sealing compound is cleaned out of oil seal
drive sleeve into place. Use care not to damage
bore in inner end of hub.
surface on sleeve contacted by inner oil seal.
3. Clean lubricant off axle housing tube.
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4. Wash small parts such as nuts, sleeves,
Brake Drum Replacement
and nut locks in cleaning solvent and wipe dry.
1. Remove bolts and lock nuts, or studs and
nuts attaching brake drum to hub.
INSPECTION
1. Inspect bearings for excessive wear, chip
ped edges, or other damage. Slowly roll rollers
around cone to detect any flat or rough spots. If
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flector (if used) from hub.
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3. Apply Permatex between oil shield or de
either the cone and roller assembly or the cup of
flector (if used) and brake drum.
the roller bearings are damaged, the complete
bearing assembly must be replaced. 4. Position brake drum and oil shield or de
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2. Examine bearing cups which are still in flector on hub, aligning all drain holes.
stalled in hub. If cups are pitted or cracked, they
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5. Install bolts and lock nuts or studs and nuts

must be replaced as directed later under "Repair."
attaching brake drum to hub. Tighten attaching parts
3. Examine oil seal sleeve (when used) on
securely.
which the hub inner oil seal lip wipes for evidence
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of wear or roughness. If any damage is evident,

Wheel Bolt Replacement
sleeve must be replaced. Oil seal sleeves are re
Wheel bolts are serrated and pressed into hub
placed as directed later under "Repair.”
flange. To replace bolts, press bolts out of hub
4. Inspect axle shaft flange studs for damaged
flange. Press new bolts into place, making sure
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threads or bent condition. Replace studs as neces

they are a tight fit. If all bolts are removed, be
sary.
sure oil shield or deflector (when used) is in place
5. Examine brake drums for scoring or other
as
under bolt heads before installing new bolts.

damage. Non-demountable brake drums can be re
finished while mounted on hubs. If necessary to
Rim Clamp Stud Replacement
replace brake drum refer to "Repair" later in this
section. Rim clamp studs can be removed and replaced
by using a conventional stud remover and replacer
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6. Examine wheel bolts or studs and rim

tool. When installing new studs, make sure studs
clamp studs for damaged threads and replace, if
are firm ly bottomed in tapped holes and that
necessary, as directed later under "Repair."
threads are not damaged during installation.
7. Discard old oil seals and obtain new oil
seals to be used at assembly.
Outer Oil Seal Wiper Sleeve Replacement
REPAIR The outer oil seal wiper sleeve is pressed on
outer end of axle housing tube (C, fig. 2, and C,
Bearing Cup Replacement fig. 3). If the sealing surface of a wiper sleeve is
1. Bearing cups are removed by using a mild damaged, install a new sleeve. Make sure that
steel rod through opposite end of hub and driving wiper seats squarely and that sealing surface on
against inner edge of bearing cup. Alternately drive sleeve is not damaged in any way.

REAR SUSPENSION 4D-41
SECTION 4D
PROPELLER SHAFTS
DESCRIPTION sion end of shaft; if two or more shafts are used,
slip joint is at forward end of rear shaft. End of
Power is transmitted from transmission to slip yoke is sealed by a felt or cork washer, held in
rear axle through one or more propeller shaft and place by a steel washer and a dust cap which threads
universal joint assemblies. The number of pro onto end of yoke. Fixed yoke may be either welded
peller shafts and universal joint assemblies vary to propeller shaft tube as shown in figures 3 and
with vehicle wheelbases and combinations of trans 4, or it may be splined to a stub shaft and secured
mission and rear axle equipment. Some typical with a nut and cotter pin as shown in View A, figure
arrangements are shown in figure 1 . 5. Alignment arrows on slip yoke and shaft pro
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All propeller shafts are tubular type. A splined vide for alignment of yokes at assembly.
slip joint is provided in each drive line. If a single NOTE: Refer to "Service Diagnosis Chart" on
propeller shaft is used, slip joint is at transmis following page when servicing propeller shafts.
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Figure 1— Typical Propeller Shaft Combinations


Propeller Shaft Vibration 1. Propeller Shaft Out of Balance. 1. Check for Foreign Material
on Propeller Shaft.
2. Parking Brake Drum Out of Balance. 2. Replace Drum.
3. Distorted or Damaged Yokes. 3. Install New Yokes.
4. Yokes Out of Parallel to Each Other. 4. Change Propeller Shaft.
Universal Joint Noise 1. Center Bearing Worn. 1. Replace Center Bearing.
2. Worn Universal Joint Bearings. 2. Replace Bearings.
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3. Improper Lubrication. 3. Lubricate as Directed.
4. Loose Flange Bolts. 4. Tighten to Specifications.
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UNIVERSAL JOINTS Universal joints are described below:
Five types of universal joint assemblies are Type 58WB (Figs. 2 and 3). Needle rollers are
used on vehicles covered by this manual. The joint installed in bearing cages which have integral
assemblies are 1410, 1480, 1550, 1650 and 58WB. mounting flanges (wings). Bearing cages are at
y.
NOTE: The 1650 universal joint is used with tached to mating flanges with special cap screws
auxiliary transmission. Refer to "Specifications" and lock washers. On low-wing bearings, holes in
at end of this section for type of joint used at var mounting flanges are threaded, and the attaching
ious locations on any vehicle with standard equip
ment. Refer to "Parts Book" for universal joint
application with optional transmission and axles.
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cap screws thread into the mounting flange. On
high-wing bearings, the holes in the mounting
flange are not threaded; the attaching cap screws
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1 Low Wing Bearing (Threaded) 4 Oil Seal 7 High Wing Bearing (Not Threaded)
2 Lubrication Fitting 5 Journal 8 Propeller Shaft Yoke
3 Special Cap Screw 6 Tie Bar 9 Lock Washer tpm-8245
Figure 2 — Type S8 W B Universal Joints Showing High and Low W ing Bearings

1 Flange Yoke 6 Slip Yoke 11 Flange Yoke

2 High Wing Bearing 7 Dust Cap 12 Alignment Arrows
3 Journal 8 Washer (Felt) 13 Low Wing Bearing
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4 Special Cap Screws 9 Washer (Steel) 14 Oil Seal
5 Lubrication Fitting 10 Propeller Shaft t r m -8227
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Figure 3 — Typical Propeller Shaft with S 8 W B U niversa l Joints
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pass through the mounting flange and thread into center bearing used at shaft end with slip yoke;
the mating flange. An oil seal is installed on inner View A illustrates center bearing used at shaft end
end of each bearing cage. Tie-bars shown in figure with fixed yoke. Bearing is prelubricated and per
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2 are to retain bearings on journal cross during manently sealed. Cavities in grease retainers on
storage and can remain in place during operation; both sides of bearing are packed with waterproof
however, the tie-bar must be cut to permit dis ra grease to exclude dirt and water.
assembly of joint.
Type 1410-1480 and 1550 (Fig. 4). Joint bear LUBRICATION
ing cages are retained in yoke flanges on propeller
shaft by snap rings. Bearings at opposite end of Journals of universal joints are drilled and
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propeller shaft are attached to journal cross with provided with lubrication fittings through which
snap rings and U-bolts, lock washers and nuts. A lubricant travels to all four oil reservoirs, then
visual inspection must be made of vehicle to de through a small hole in side of each reservoir,
termine at which end of propeller shaft U-bolts direct to needle bearings. Needle bearings are
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and lock rings are used and at which end of pro protected against lubricant leakage and entrance
peller shaft lock rings only are used. Needle ro ll of foreign matter by seals. Splines of slip joint
ers are installed in bearing cages and oil seals are lubricated through lubrication fitting installed
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are installed on inner ends of cages. in slip yoke.

Type 1650 (Fig. 4). Needle rollers are install
ed in bearing cages which are retained in yokes NOTE
by snap rings and self locking bolts (fig. 4 ). An
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oil seal is installed on inner end of each bearing Universal joints and slip yoke
cage. splines should be lubricated periodic
ally as specified in LUBRICATION
as
Repair Kits (SEC. 0) of this manual._______________

Universal joint repair kits are available for
all types of universal joints. Each kit contains a PROPELLER SHAFT REMOVAL
journal, bearings and seals, and retaining com
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ponents which should always be replaced when over Disconnecting propeller shaft permits removal
hauling a universal joint. of transmission or rear axle without disturbing
unit at other end of shaft. On some vehicles, pro
CENTER BEARING (Fig. 5) peller shaft may be removed at any flange joint by
Center bearings are used to support center removing nuts from bolts holding flange. On other
portion of drive line when two or more propeller vehicles, propeller shafts must be disconnected at
shafts are used. Bearing is ball type, mounted in a universal joints as described later in this section.
rubber cushion which is attached to frame cross Propeller shaft should be supported before remov
member by the center bearing support. The two ing to prevent damage by dropping. To remove
center bearings shown in cross section in figure complete drive line on models in which center
5 are of the same construction except for shape bearings are used, it is necessary to disconnect
and location of dust slinger s. View B illustrates center bearing support from crossmember.

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1 Snap Ring
2 Bearing Assembly
3 Journal
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5 Lubrication Fitting
6 Slip Yoke Assembly
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7 Aligning Arrows
8 Washer (Cork)
9 Washer (Steel)
10 Dust Cap
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11 Propeller Shalt
U-Bolt
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1 2
13 Washer
14 Lock Nut
15 Bolt
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M ODEL 1650 M ODELS 1410, 1480, A N D 1550 T -3 0 6 0

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Figure 4 — Typical Propeller Shaft w ith Type 1410, 74 80 , 1550, a n d J 6 5 0 U niversa l Joints
as
DISASSEMBLY OPERATIONS attaching bearing cages on opposite ends of journal

to mating flange. Cut welded tie bar, then remove
SLIP JOINT DISASSEMBLY bearing assemblies from journal.
With propeller shalt removed, look lor arrow
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marks on propeller shaft and slip yoke as shown Types 1410-1480-1550 and 1650 (Fig. 4)
in ligures 3 and 4. H both marks are not clearly 1. On universal joints using snap rings to re
discernible, punch mark both members to insure tain bearings on journal cross, remove snap rings
assembly in exactly same relative position. When (lig. 4).
clearly marked, unscrew dust cap and withdraw 2. On universal joints using U-bolts or sell
shalt. Remove cork or felt washer, steel washer, locking bolts to retain bearings on journal cross,
and dust cap Irom shaft. remove nuts and washers Irom U-bolts, then re
move U-bolts. U sell locking bolts are used, re
UNIVERSAL JOINT DISASSEMBLY move bolts.
3. Strike one side ol yoke with hammer to
Type 58WB (Figs. 2 and 3) force one bearing out of yoke. Strike opposite side
Remove special cap screws and lock washers of yoke to force opposite bearing out.

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9 Bearing Assembly
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1 Nut 5 Cushion Retainer

2 Yoke 6 Center Bearing Support 10 Propeller Shaft
3 Dust Shield 7 Grease Retainers 11 Dust Shield
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4 Rubber Cushion 8 Slingers 12 Washer t-306i
Figure 5 — Typical Propeller Shaft Center B e a rin gs

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CAUTION: Use care not to permit bearings to from vehicle. Key numbers in text refer to figure 5.
drop on floor, or irreparable damage may result. 1. Remove retainer (5) from support ( 6 ), then
4. Journal can now be tilted to permit removal remove support from cushion (4).
of yoke from journal. 2. On type shown in View A, figure 5, remove
5. Remove the other two bearings in the same cotter pin and nut securing yoke ( 2 ) on shaft, then
manner to permit removing journal from other pull yoke off shaft. On type shown in View B, re
yoke. move dust shield ( 1 1 ) from shaft.
3. Remove rubber cushion (4) from bearing (9),
CENTER BEARING DISASSEMBLY then pull bearing assembly from shaft.
The following procedure covers disassembly 4. Remove grease retainers (7) from bearing,
of center bearing with propeller shaft removed and remove slingers ( 8 ).

IMPORTANT: Do not attempt to disassemble ASSEMBLY OPERATIONS

ball bearing. This is a sealed bearing and cannot
be disassembled without being destroyed. CENTER BEARING ASSEMBLY
5. If dust shields (3) are damaged, use a Key numbers in text refer to figure 5.
chisel to break welds and remove shields. 1. If removed, install new dust shields (3) on
shaft or yoke. Tack weld or stake shields in place.
CLEANING AND INSPECTION 2. Press a grease retainer (7) over each side
of bearing outer race. Pack cavities in retainers
PROPELLER SHAFT with waterproof grease recommended in LUBRI
Thoroughly clean old grease and dirt from CATION (SEC. 0).
shaft splines, then check splines for wear, warp- 3. Install one slinger ( 8 ) over end of shaft.
age, and cracks. If shaft is worn, warped, or Start bearing and retainer assembly straight on
cracked, replace with new shaft. Welding of broken shaft, then using a suitable sleeve to exert force
shaft is not recommended, since this operation on bearing inner race, press bearing and slinger
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requires special balancing facilities. against shoulder on shaft. Install the other slinger
( 8 ) over shaft and position against bearing.
UNIVERSAL JOINT 4. Install rubber cushion (4) over bearing as
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Wash all parts in cleaning fluid. Make sure sembly, making sure bearing is centered in hole
lubricant passages in journal cross are clean. in cushion.
Soak needle bearings and cages in cleaning 5. Position support ( 6 ) around cushion and in
fluid to soften particles of hardened grease, then stall cushion retainer (5).
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wash in cleaning fluid, using a stiff brush if nec 6 . On type shown in View B, figure 5, press
essary to remove all old lubricant. Check each dust shield (11) onto shaft against slinger ( 8 ). On
bearing for missing rollers. Refer to "Specifica type shown in View A, install yoke (2) on shaft.
tions" at end of this section for correct number of
rollers. After needle bearing assemblies are thor
oughly clean, apply clean lubricant to rollers and
turn on trunnion of journal to check wear. Refer
ar IMPORTANT: Centerline through yoke flanges
must be aligned with centerline of yoke flanges on
other end of shaft. Install nut (1), tighten firm ly,
and secure with cotter pin.
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to LUBRICATION (SEC. 0) for type of lubricant.
If excessive clearance is noted, discard journal SLIP JOINT ASSEMBLY (Fig. 3 or 4)
and bearings and replace with new parts contained 1. Position dust cap on shaft, then install steel
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in universal joint repair kit. washer and new cork or felt washer on shaft. Coat
shaft splines with lubricant specified in LUBRICA
SLIP JOINT TION (SEC. 0).
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Using a suitable cleaning fluid, clean all dirt 2. Align arrows on splined shaft and slip yoke
and old grease from slip yoke, slip yoke splines, and insert shaft into slip yoke. Make certain yokes
and shaft splines. Carefully inspect slip yoke on both joints are exactly aligned.
splines for wear or evidence of twisting. Check IMPORTANT: Journal crosses must be in same
clearance between slip yoke splines and shaft
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plane, otherwise serious vibration will occur, with

splines. If backlash is excessive, worn parts must resultant damage to both shaft and connected units.
be replaced. 3. Thread dust cap onto end of slip yoke. Tight
s
en dust cap by hand only; use of wrench will dam

CENTER BEARING age cork or felt washer.
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Wash all parts except ball bearing and rubber 4. Install lubrication fitting in slip yoke.
cushion in suitable cleaning fluid.
UNIVERSAL JOINT ASSEMBLY
DO NOT IMMERSE SEALED
BEARING IN CLEANING FLUID.
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A ll Types
Wipe bearing and cushion clean with a cloth Install lubrication fitting in journal. Make
dampened with cleaning fluid. sure seals are in place on inner end of bearing
Check the bearing for wear or rough action by cages. Apply lubricant recommended in LUBRI
rotating inner race while holding outer race. If CATION (SEC. 0) to needle rollers in each bear
wear or roughness is evident, replace with new ing to provide initial lubrication.
bearing.
Examine rubber cushion for evidence of hard Type 58WB (Figs. 2 and 3)
ening, cracking, or deterioration. Replace with NOTE: Low wing bearings (fig. 2) have thread
new part if damaged in any way. ed holes in bearing cage flanges and are used at
Grease retainers and slingers are serviced yoke flanges which do not have threaded holes;
only as a part of the bearing assembly. high wing bearings do not have threaded holes in

bearing cage flanges, and are used at yoke flanges locking bolts, install U-bolts, washers, and nuts or
which do have threaded holes. self locking bolts on journal bearing assembly and
1. Install bearing assemblies over opposite tighten nuts or bolts to following torque.
ends of journals and position against yoke flange. a. 3/8-24 nut, tighten to 20-24 foot-pounds.
Make sure lug on bearing cage seats in groove in b. 7/16-20 nut, tighten to 32-37 foot-pounds.
yoke flange. Install special cap screws and lock c. 1/2-20 bolt, tighten to 98-108 foot-pounds.
washers and tighten to 63 to 70 foot-pounds torque.
2. Install bearing assemblies on other ends of PROPELLER SHAFT INSTALLATION
journal and attach to the other yoke flange in the
same manner. If propeller shaft has been removed at flange
joint, position propeller shaft at joint, and install
Types 1410-1480-1550 and 1650 (Fig. 4) bolts, washers, and nuts. Refer to "Specifications"
1. Install journal in yoke, then install bearing at end of this section. On some models journals
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assemblies in yoke over journal trunnions. Use a bolt directly to flange. If propeller shaft has been
plastic or rawhide hammer to tap bearings into removed at universal joints, assemble universal
place. joints as previously described under "Universal
2. On universal joints using snap rings to re Joint Assembly." Where complete drive line has
tain bearings, press bearings in far enough to been removed on models having center bearing,
clear snap ring grooves, then install snap rings. connect center bearing support to crossmember.
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Hold journal and lightly tap yoke to seat bearings After completing the installation, lubricate all uni
outward against snap rings. versal joints and slip joints as directed in LUB
3. On universal joints using U-bolts or self RICATION (SEC. 0).
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TANDEM AXLE DRIVE LINE ANGLES
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Correct drive line angles are necessary to 3. Check angle of auxiliary transmission at
prevent torsional vibration on tandem rear axle the Tru-Stop brake disc as shown in View B, figure
models. On some vehicles adjustable auxiliary 6 . Surface of disc must be smooth and not warped.
b
transmission mountings and adjustable upper torque The angle of the auxiliary transmission must be
rods at rear axles *re provided for adjusting the the same as the engine and main transmission
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angle of the various drive line components. On ve (step 2). Adjust, if necessary, by raising or lower
hicles not having adjustable auxiliary transmission ing front or rear of auxiliary transmission by
mountings and adjustable torque rods at rear axles, means of the adjustable mounting bolts on some
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proper adjustment of the angle of the drive line vehicle, or by removing or adding plates, washers,
components must be accomplished by the use of spacers, etc., on other vehicles (refer to "AUX
spacers or shims at the frame crossmember. The ILIARY TRANSMISSIONS" (SEC 7C) of this manual
following procedure covers checking and adjusting for auxiliary transmission mountings).
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drive line angles on vehicles equipped with an

4. After adjusting auxiliary transmission angle
auxiliary transmission. Without an auxiliary trans
make sure the auxiliary is properly centered in
mission, the same procedures apply, omitting
the vehicle as follows: Measure from ends of
s
steps applying to the auxiliary transmission.

transmission rear cross beam to the frame (also at
as
front cross beam when used). Measure from aux

DRIVE LINE ANGLE ADJUSTMENT iliary transmission frame brackets to the ends of
the rear cross beam (and front cross beam, when
All angles must be checked with a maximum
used). Measurements at both ends of each cross
amount of exactness. The use of a devil level or
beam must be equal. Make adjustments as neces
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other such instruments is not sufficient; a bevel

sary. If adjustment is made, it is mandatory to
protractor must be used.
recheck the auxiliary transmission angle as des
1. The vehicle should be set on a reasonably
cribed in step 3.
flat floor. Do not zero the frame.
2. Clean machined surface at rear of main 5. Check angle of propeller shaft between
transmission, then use a protractor as shown in main transmission and auxiliary transmission. This
View A, figure 6 , to check engine and main trans shaft angle is important.
mission angle. Protractor must be held straight up a. Clean dirt and paint off machined surface
and down to get the proper reading. This angle is of propeller shaft yoke, and make sure surface is
important, as this is the key angle and the auxil free from nicks or burrs. Set bevel protractor to
iary and forward rear axle pinion must be set to zero, place protractor on yoke surface as shown
this angle. in View C, figure 6 , then rotate shaft until bubble

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E -C H E C K IN G FORWARD REAR AXLE PINION ANGLE F -C H E C K IN G REARWARD REAR AXLE PINION ANGLE
T P M -9 9 9 5
Figure 6 — Checking Drive Line Angles

FRONT
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M E M B E R IS D E T E R M IN E D W H E N P R O P E R A X L E
D R IV E P I N I O N A L IG N M E N T IS O B T A I N E D
ROCKWELL SLHD A N D SQ H D (TYPICAL O N W M 8500)

T -3044
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is centered in glass. Reposition protractor on yoke Figure 8 — Torque Rods Installed at Fram e
as shown in View D, figure 6 , holding in line with C ro ss-M e m b e r with Sh im s Installed
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shaft, and note the shaft angle. This shaft angle
must be held within a maximum of 1 ° less than the 6 . On rear axles which have a machined sur
engine and auxiliary transmission angles, i.e., ifra face on the differential carrier at right angles to
engine and transmission angles are 3°45', shaft the pinion shaft, such as 2 -speed shift motor adap
angle must be within 2°45' minimum to 3°45' max ter, check angle of the forward rear axle pinion
imum. by cleaning the two-speed adapter cover and plac
ing the protractor as shown in View E, figure 6 .
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b. The shaft angle can be adjusted, if neces
Make sure protractor is held straight up and down
sary, by raising or lowering the auxiliary trans
to get a correct angle reading. Pinion angle should
mission by taking an equal number of turns at each
be the same as the engine and auxiliary transmis
of the adjustable mounting bolts on some vehicles.
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sion angles. Adjustment can be made, if necessary,

On other vehicles it will be necessary to add or
on some vehicles by adjusting the adjustable upper
subtract plates, washers, spacers, etc., to raise
torque rod. On other vehicles adjustment can be
or lower the auxiliary transmission.
made, if necessary, by using shims at upper torque
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NOTE: It is important to make adjustment at rod mountings.

each mounting bolt an equal amount so the auxil 7. On rear axles that do not have a machined
iary transmission angle will not be changed. surface on the differential carrier housing it will
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4 FRONT
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ADJUSTABLE TORQUE ROD
EATON 30DSC A N D 34DSC ROCKWELL SLHD A N D SQHD EATON 34DSC

TYPICAL O N ALL J A N D M MODELS TYPICAL O N W M 8 5 0 0 t -3 0 3 6
Figure 9— Typical Torque Rods Installed (Adjustable Type)

be necessary to remove the interaxle shaft. Ro rier housing, check rearward rear axle pinion
tate the rear pinion yoke on the forward rear axle angle as described in step 7 and shown in figure 7.
into a vertical position. Clean the four machined
IMPORTANT: The rear axle pinion must be
ends of the yoke of dirt, nicks, and burrs. Place
adjusted up or down by means of the adjustable
the protractor across ends of the yoke on either
torque rod on vehicles having adjustable torque
side in as close as possible to a vertical position
rods, or by shims on vehicles not having adjust
as shown in figure 7 and read the angle. Pinion
able torque rods, until the resultant angle of the
angle should be the same as the engine and aux
forward axle pinion angle, subtracted from the
iliary transmission angles. Adjustment can be
inter-axle shaft angle, is equal to the resultant
made, if necessary, on some vehicles by adjusting
angle of the inter-axle shaft angle subtracted from
the adjustable upper torque rod. On other vehicles
the rear axle pinion angle. Refer to figure 8 for
adjustment can be made, if necessary, by using
location of shims, or to figure 9 for vehicles using
shims at upper torque rod mountings.
adjustable torque rods.
8 . Clean machined surface of yoke on the in
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ter-axle propeller shaft and check the shaft angle Example: Forward axle pinion angle = 3°.
in same manner described in step 5a. Inter-axle shaft angle = 6 °.
9. Check rearward rear axle pinion angle as Rear axle pinion angle = 9°.
described in step 6 and shown in View F, figure 6 , Forward axle pinion angle (3°) subtracted
on rear axles which have a machined surface on from interaxle shaft angle ( 6 °) equals 3°.
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the differential carrier housing. On rear axles not Inter-axle shaft angle ( 6 °) subtracted from
having a machined surface on the differential car rear axle pinion angle (Sr) equals 3°.
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SPECIFICATIONS ra
U N IV E R S A L JOINT AP PLIC A TIO N
T h e f o l l o w i n g t a b u l a t i o n lis ts U n i v e r s a l J o i n t s u s e d w i t h S t a n d a r d E q u i p m e n t o n l y .
R e f e r to P a r t s B o o k f o r U n iv e r s a l J o in t s u s e d w ith O p t io n a l E q u i p m e n t .
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AT AT
AT FRONT CENTER REAR CENTER AT
INT ER-A XLE SHAFT
TRU CK SER IES T R A N S M IS S IO N BEA RING BEA RING REAR AXLE
(W HEN USED) (W HEN USED) FRONT REAR
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H G 70 1410 1410 1410 1410 — —
H J 70 58 W B 58 W B — 58 W B — —
H M 70 1410 1410 1410 1410 — —

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H V 70 58 W B 58 W B — 58 W B — —
JG 70 1480 1480 — 58 W B 1480 1480

JJ 70 58 W B 58 W B — 58 W B 58 W B 58 W B
JM 70 1480 1480 — 58 W B 1480 1480
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J V 70 58 W B 58 W B — 58 W B 58 W B 58 W B
T G 70 1410 1410 1410 1410 — —
T J 70 1480 — — 1480 — —
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TM 70 1410 1410 1410 1410 — —
H M 80 1480 1480 1480 1480 — —
JM 80 58 W B 58 W B — 58 W B 58 W B 58 W B
TM 80 1480 1480 — 1480 — —
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W M 80 58 W B - - 58 W B 1550 1550
U N IV E R S A L JOINT SPEC IFIC AT IO N S TO R Q U E

PROPELLER SHAFT FLANGE BOLT OR STUD NUTS
NO. OF
JOINT JOURNAL N EED L E S D IA M E T E R LENGTH FT. LBS.
SER IES D IA M E T E R PER OF OF 7/ i 6" - 1 4 ....................................................................................................................................4 0 - 5 0
BEA RING N EED L E S N E ED L E S V j 6" - 2 0 ....................................................................................................................................5 0 - 6 0
1/2 " - 2 0 .......................................................................................................................................6 0 - 7 0
1410, 1410H D 0 .7 7 3 0 "-0 .7 7 3 5 " 34 0 .0 7 8 3 " -0 .0 7 8 5 " 0 .6 2 5 "
PROPELLER SHAFT CENTER B EA R IN G HANGER
1480 0 .8 9 4 2 "-0 .8 9 4 7 " 33 0 .0 9 3 6 "-0 .0 9 3 8 " 0 .78 12 5 "
TO FRAM E X M EM BER BRACKET
1550 0 .8 9 4 2 "-0 .8 9 4 7 " 33 0 .0 9 36 "-0 .0 9 38 " 0 .7 6 1 "-0 .7 8 1 "
7/ i 6" - 2 0 ................................. ..........................................................................................2 5 - 3 0
58 W B 1.0 6 2 1" -1.0 6 2 5 " 39 0 .0 9 2 8 "-0 .0 9 3 0 " 0 .8 1 9 "-0 .8 3 9 "
PROPELLER SHAFT FIX ED END YOKE NUT
1650 1 .0 4 1 5 "-1 .0 4 2 0 " 33 0 .10 9 2 " -0 .10 9 4 " 0 .8 3 4 " -0 .8 5 4 "
l"-2 0 ( N .S .) - 3 T H Q ....................................................................................1 9 0 - 2 5 0

SECTION 5
BRAKES
This group is divided into three sections as shown in Index below:
Section Page No.

5A Hydraulic B ra k e s ........................................ 5A-1
5B A ir Brakes ................................................. 5B-26
5C Parking B ra k e.............................................. 5C-72
BRAKE SYSTEM EQUIPMENT
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There are two different brake systems used being used as standard equipment on all other
on vehicles covered by tjjis manual.
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models covered.
1. Vacuum Assisted Hydraulic brakes are 3. Optional Equipment is available in both
used on H, J, and T-70 Models when specified on systems. Such items as vacuum reserve tank,
the sales order. heavy duty boosters, vacuum gauges, trailer brake
2. Full A ir brakes are used on these same connections, air parking brake, moisture ejector,
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models when specified on the sales order, plus etc., are factory installed options.
SECTION 5A
HYDRAULIC BRAKES ar
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GENERAL 2. Adjust brake shoes at regular intervals.
After two or three adjustments, check brake linings
All models covered by this manual, which use for wear. Reline brakes before lining is worn suf
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hydraulic brakes, have a vacuum power assisted ficiently to permit lining rivets to damage brake
system. This vacuum assisted system is described drums.
as a "one to one" system; that is the volume of 3. Keep brake pedal and linkage well lubri
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hydraulic fluid output of the vacuum booster is the cated to assure free movement and rapid release
same as the input volume. This type system elim of brakes.
inates the need for compensating lines and also the 4. Inspect entire brake system regularly for
need for "pumping" the brake pedal in the event of fluid leakage. Leakage must be corrected immed
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loss of vacuum power assist. iately.

The vacuum system on these vehicles contains 5. Make sure brake shoes are free on their
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a check valve which maintains enough vacuum in mountings, that shoe return springs are not weak
the booster chamber to permit at least one power or broken, and that backing plates are not sprung
or loose on axle or steering knuckle.
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assisted brake application after loss of vacuum

occurs. 6 . Service vacuum power cylinder air cleaner,
The various components of the brake system, referring to LUBRICATION (SEC. 0) for recom
such as shoe and lining assemblies, pedal and link mended intervals and for service instructions.
age, power boosters, main cylinders, wheel cylin 7. Tighten alj vacuum and atmosphere line
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ders, lines, gauges, reserve tanks, etc., are cover fittings and connections.
ed under respective headings in this section. 8 . Perform "Power Brake System Tests” as
For illustration of typical system installation directed later under "Power Cylinders." These
see figure 1 . tests may reveal sub-standard performance before
the condition becomes bad enough to cause driver
BRAKE SYSTEM MAINTENANCE complaints or brake failure on the road.
1. Maintain proper level of hydraulic brake BRAKE ADJUSTMENTS

fluid in master cylinder. Refer to LUBRICATION
(SEC. 0) for recommended fluid and checking in All brake adjustments to compensate for
tervals. At least once a year, drain and flush entire normal lining wear can be made without removing
brake system and refill with new fluid. wheels and brake drums. Adjustment points are

BRAKES 5A-2
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Air Cleaner
Vacuum Gauge
Master Cylinder
Vacuum Line From Engine
(From Vacuum Pump on Diesel)
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Brake Pedal
Vacuum Power Cylinder
to Control Valve
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8 Hydraulic Line From
Master Cylinder
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10 Atmosphere Line From
Air Cleaner
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Figure 1— Typical Vacuum and Hydraulic Lines Installed
accessible through openings in brake backing plate TYPE "F R -3 " (Fig. 3)
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or are external type. 1. Jack up vehicle until wheels are clear of

NOTE: Wheel bearings must be properly ad floor. Remove adjusting hole covers from backing
justed before attempting to adjust brake shoes. plate.
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Refer to "HUBS AND BEARINGS" (SEC. 3D for front 2. At one adjusting slot, insert adjusting tool
and SEC. 4C for rear). J-4707 or similar tool through slot and engage
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Brake shoe adjustment points for front brakes adjusting wheel. Move tool toward axle to rotate
(Type "F ") are illustrated in figure 2. Adjustment adjusting wheel and decrease lining clearance until
points for rear brakes (Type "FR -3") are shown lining drags on drum.
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in figure 3. 3. Relieve drag by rotating adjusting wheel in

opposite direction. Back off adjustment as follows:
TYPE " F " (Fig. 2) For worn lining - 3 notches (clicks)
1. Jack up front end of vehicle until wheels For new lining - 5 notches (clicks)
a
clear floor. Place wrench on one adjusting cam 4. At other adjusting slot, repeat steps 2 and
stud to adjust one shoe. Rotate wrench in direction 3 to adjust other shoe.
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of forward wheel rotation to decrease lining-to- 5. Install hole covers in backing plate.
drum clearance. Reduce clearance until brake drag
is felt as wheel is turned in forward direction by BLEEDING BRAKES
hand.
2. Move wrench slightly in opposite direction Use only Hydraulic Brake Fluid recommended
until brake drag is relieved, then move wrench an in LUBRICATION (SEC. 0). When other than rec
additional 7 to 10 degrees to provide running clear ommended fluid has been used, drain and flush the
ance. (7 to 10 degrees is equal to l to 1-1/2 inches entire hydraulic system, using clean alcohol or a
of travel at end of an 8 -inch wrench.) hydraulic brake system cleaning fluid. Disassem
3. Place wrench on opposite adjusting cam ble, clean, and inspect hydraulic units. Replace all
stud and adjust second shoe by repeating steps 1 rubber parts. Refill system with recommended
and 2 . fluid.

BRAKES 5A-3
FRONT SHOE WHEEL

ADJUSTING STUD CYLINDER BOLTS
WHEEL CYLINDER ADJUSTING

BOLT TOOL
BLEEDER
VALVE
BLEEDER VALVE
CONNECTOR
TUBE
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COPPER
GASKETS
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REAR AXLE
CONNECTOR BRAKE LINE
TUBE
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REAR SHOE
ADJUSTING STUD Figure 3 — Type “FR-3” Brake Adjustment
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the recommended sequence in which they should

Figure 2 — Type “F" Brake Adjustment be bled.
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IMPORTANT: Note that neither master cylin

The need for bleeding air from system is gen der nor power cylinder on R-7500 models is equip
erally indicated by a springy, spongy pedal action. ped with a bleeder valve. If bleeding at the wheels
The presence of air in system is a result of low only does not produce satisfactory results, it will
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fluid level in master cylinder, or of some part of be necessary to disconnect line from master cyl
the system having been disconnected. Bleeder valves inder and bleed it through output port. Then re
are provided on power cylinder (some models), connect line and disconnect power cylinder output
as
master cylinder (some models) and at wheel cyl line and bleed it. Reconnect line and check oper
inders. Type " F " front brakes have two cylinders ation of brakes. If still not satisfactory, rebleed
per wheel and each has a bleeder valve. Type wheel cylinders in sequence shown.
"F R -3 " rear brakes have two cylinders per wheel There are two methods of bleeding hydraulic
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with a bleeder screw at the top cylinder only. Re brake systems used on these vehicles; pressure
fer to figure 4 for bleeding sequence by truck model. bleeding and manual bleeding. Both are acceptable
Master cylinder is accessible under the hood and adequate but pressure bleeding is recommend
on conventional models, through access door in ed, if equipment is available.
seat riser on tilt cab models and through access CAUTION: Before starting pressure bleeding
door in floor on "R " models. Bleeder valves at operations, stop engine and destroy vacuum in
wheel cylinders are accessible at inner sides of system before opening any bleeder valve.
the backing plates.
It is recommended that brake system be bled PRESSURE BLEEDING
in a definite sequence to obtain best results. Fig Refer to figure 4 for bleeding sequence.
ure 4 illustrates various combinations of brake 1. Make sure fluid level in pressure tank is
equipment used, with bleeder valves numbered in up to petcock above outlet and that tank is charged

BRAKES 5A-4
■FRONT — ■FRONT-
om
“ FR3"
70 CONV. 7 0 TILT
- FRONT-
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4 2
r
ry
121 M ASTER CYLINDER
6 ra
PO W ER CYLINDER
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"F R 3 " FR3”
710 C O N V . T A N D E M T-2920
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Figure 4 — Brake Bleeding Sequence Chart

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with 40 to 50 psi air pressure. satisfactory, it is recommended that the residual

2. Clean dirt from around master cylinder check valve in the master cylinder or the check
ss
fille r cap or cover. Remove standard cover and valve in the power cylinder piston be inspected (on
install special cover required to fit the model cyl those models which have check valves). Improper
inder used. Connect pressure tank hose to fille r operation of either or both of these valves will r e
cap or cover opening. Bleed air from hose before sult in the same pedal "fe e l" as air in the system.
a
tightening connection. Open valves at both ends of Refer to applicable procedures for repair. If these
hose. valves are operating properly, or if "fe e l" is not
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3. First bleed master cylinder valve on models satisfactory on models not using check valves, then
where used. Slip end of bleeder hose over bleeder air is still present in system and bleeding again
valve No. 1 and place other end in a glass jar con w ill be necessary.
taining enough hydraulic fluid to cover end of hose.
Open bleeder valve with wrench and observe flow MANUAL BLEEDING
of fluid from hose. Close bleeder valve as soon as Manual bleeding is the same as pressure
bubbles stop and fluid flows in a solid stream. bleeding, except that the brake fluid is forced
4. Bleed valve No. 2 (on power cylinder where through the lines by pumping the brake pedal in
used), then bleed wheel cylinders in sequence shown stead of by air pressure. Fluid in master cylinder
in figure 4. After bleeding wheel cylinders, repeat must be replenished after bleeding at each valve.
bleeding operations at power cylinder (where used). Brake pedal should be pumped up and down slowly,
5. If, after bleeding, the pedal "fe e l" is not and should be on downstroke as valve is closed.

BRAKES 5A-5
BRAKE PEDAL AND LINKAGE

There are three basic types of brake pedal and pedal shaft lever on end of shaft. Tighten lever
and linkage installations used on vehicles covered clamp bolt firmly.
by this manual. They are illustrated in figures 5 3. Connect pedal return springs.
and 6 .
4. Connect master cylinder push rods to brake
and clutch pedals, using special shoulder bolts,
lock washers, and nuts. Tighten nuts tcf 25-30 foot
BRAKE PEDAL REPLACEMENT pounds torque.
CONVENTIONAL 5. Adjust push rod to provide rod to piston
clearance as directed below:
These models have a suspended type brake
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pedal mounted in a bracket which is secured on the PUSH ROD ADJUSTMENT
underside of the instrument panel. (Refer to Figure 5)
As indicated on figure 5, the brake pedal pivots 1. Loosen lock jam nut on push rod.
on the outside of sleeve, and clutch pedal shaft 2. Turn push rod into rod end until brake
extends through inside of sleeve. Nylon bushings pedal does not contact the pedal stop bumper with
are installed in each end of brake pedal tube, form push rod bottomed in piston cup.
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ing the contact between pedal tubeandpedal sleeve. 3. Place a .040” shim between brake pedal
Clutch pedal shaft is carried in nylon bushings and pedal stop bumper, then adjust push rod until
installed in each end of sleeve. The brake master pedal just touches shim and push rod just contacts
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cylinder is mounted on the engine side of the dash. piston cup.
Adjustable push rods, extending through dash into 4. Hold push rod firm ly and tighten lock nut.
master cylinder bores, are attached to brake pedalra 5. Check operation of brakes.
lever and to clutch pedal shaft lever by special
bolts.
In released position, each pedal is held against
a rubber bumper by pedal return springs. The fo l BRAKE PEDAL REPLACEMENT
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lowing pedal replacement procedures cover both TILT CAB
clutch and brake pedals. (Refer to Figure 6 )
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PEDAL REMOVAL (Fig. 5) REMOVAL

In order to remove the brake pedal, the clutch In order to remove the brake pedal on tilt cab
pedal must also be removed. models, it is necessary to first remove the clutch
1. Remove bolts attaching brake and clutch
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master cylinder push rods to pedal levers.

2. Unhook pedal return springs.
3. Loosen clamp bolt securing clutch pedal
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shaft lever on end of clutch pedal shaft and remove

lever from shaft. Remove spring washer, bushings,
and clutch pedal and shaft from sleeve.
as
4. Remove bolt attaching pedal sleeve to

panel-to-dash brace. Remove sleeve from brace,
at the same time removing brake pedal and bush
ings.
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PEDAL INSTALLATION
Before installing pedals, check bushings in
brake pedal and in pedal sleeve for evidence of
wear or deterioration. Bushings are split type and
can easily be removed and replaced.
1. Install bushings in pedal tube. Position
brake pedal at underside of instrument panel-to-
dash brace. Insert pedal sleeve through brace and
pedal and attach sleeve to brace with bolt and nut.
2. Install bushings in sleeve. Insert clutch Figure 5— Brake Pedal and Master Cylinder
pedal shaft through sleeve and install spring washer Installation IConventional Models)

BRAKES 5A-6
1 Pedal Upper Half 9 Pedal to Push Rod Bolt

2 Pedal Upper and Lower 10 Clevis
Seals 11 Adjusting Nut
3 Upper to Lower Pedal 12 Push Rod
Connector Bolt 13 Boot
4 Pedal Lower Half 14 Mounting Bracket
5 Pedal Return Spring 15 Bracket to Master
6 Pedal Bumper Cylinder Gasket
7 Pedal Support Sill 16 Master Cylinder
8 Pin and Bushing Assy.
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co
y.
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Figure 6— Brake Pedal and Master Cylinder Installation (Tilt Cab ModelsI
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pedal assembly to obtain enough clearance to re 3. Install grease fitting.
move brake pedal.
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4. Install washer and lock ring on outside end

1. Remove clutch pedal (for details see "Clutch of pin and bushing assembly.
Pedal and Bushing Replacement" in "CLUTCH 5. Install pedal to push rod bolt.
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6 . Install pedal return spring.

CONTROLS" (SEC. 7D) in this manual.
7. Insert pedal upper half through seals and
2. Remove upper to lower pedal connector fasten upper and lower pedal halves with bolt.
bolt. Remove pedal upper half. 8 . Install clutch pedal (for details see "Clutch
3. Remove pedal return spring.
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Pedal and Bushing Replacement" in "CLUTCH

4. Remove pedal to push rod bolt.
CONTROLS" (SEC. 7D) in this manual.
5. Remove lock ring and washer from outside
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end of pin and bushing assembly.

6 . Remove grease fitting from bushing.
7. Remove bolts which fasten bushing assem PUSH ROD ADJUSTMENT

as
bly to cab sill. Before making adjustment, pull the master

8 . Simultaneously slide pedal assembly and cylinder boot back on push rod. Visually check to
bushing assembly out of cab sill in opposite direc see if the piston is seated firm ly against piston
tions, twisting each as necessary to clear sill and snap ring in cylinder bore. If it isn't the push rod
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other obstructions. is too long and should be shortened.

IMPORTANT: It is better to have push rod ad
INSTALLATION justed too short than for it to be too long.
1. Simultaneously insert bushing assembly To adjust, loosen lock nut and grip rod with
from outer side of cab sill and brake pedal assem pliers. Turn in or out of rod end as necessary.
bly from inner side of cab sill, twisting each as Adjust so that a slight movement of brake pedal
necessary to allow pedal pin to slide completely at pad is necessary before end of push rod contacts
through bushing and bushing assembly to slide master cylinder piston. If the push rod is too long,
completely through cab sill. brakes will not release completely. If the push rod
2. Install bolts which fasten bushing assembly is too short, excessive pedal travel will be re
to cab sill. Tighten securely. quired to apply brakes.

BRAKES 5A-7
MASTER CYLINDERS
DESCRIPTION 4. Improper push rod adjustment — adjust
push rod.
Double barrel master cylinders are used on
all models covered by this manual. The double MASTER CYLINDER REPLACEMENT
barrel cylinder on conventional models is mounted
on the engine side of the fire wall with three bolts. CONVENTIONAL MODELS
On tilt cab models, the double barrel cylinder is
mounted under cab floor on a bracket with three Removal
bolts. 1. Place a suitable container under master
Double barrel master cylinders have a cylinder to catch fluid when hydraulic lines are
bleeder valve in the brake bore. disconnected. DO NOT RE-USE THIS FLUID.
om
2. Disconnect hydraulic lines from outlets of
brake and clutch cylinders.
3. Pull push rod boots off master cylinder
FILLER CAPS tubes which extend through dash. Boots will re
main on push rods when master cylinder is re
Filler cap on double barrel cylinders is re c
moved.
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tangular and incorporates a combination seal and 4. Remove three bolts and lock washers at
diaphragm made of rubber. The purpose of this taching master cylinder to dash (nuts are welded
is to prevent dirt from entering the reservoir, to to inner side of dash) and remove master cylinder
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prevent brake fluid from leaking out and to allow assembly.
for expansion and contraction of fluid level as the
result of changes in temperature as well as changes Installation
in fluid level as the result of normal brake oper
ation. These caps are fastened to the top of the
ra 1. Place gasket over each cylinder tube. Posi
tion master cylinder assembly at dash, while an
master cylinder by a single bolt down through the assistant inside cab guides push rods into pistons.
center which fits in a threaded hole in the master Attach cylinder to dash with three bolts and lock
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cylinder body (see fig. 6 ). washers. Tighten bolts firm ly.
Brake fluid level in all master cylinders should 2. Connect hydraulic lines to brake and clutch
be checked periodically by removing fille r cap and cylinder outlets.
making visual inspection. On conventional models
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3. Inside cab, place push rod boots over ends

the master cylinder is accessible by lifting the of cylinder tubes.
hood to the engine compartment on the left side of 4. Adjust push rods as previously directed
vehicle. On tilt cab models the master cylinder is under "Brake Pedal and Linkage."
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accessible by removing the metal plate on the 5. Fill master cylinder reservoir and bleed
riser panel below the front of the driver's seat.
brake system as previously directed under "Bleed
ing Brakes."
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T IL T CAB MODELS
MAINTENANCE (ALL TYPES)
Removal
F iller caps on all master cylinders are de
as
1. Tilt cab forward and place a suitable con

signed to vent the fluid reservoir without permit tainer under master cylinder to catch fluid when
ting loss of fluid. Bypass port between cylinder hydraulic lines are disconnected.
bore and reservoir and vent hole in fille r cap must DO NOT RE-USE THIS FLUID.
be kept open to assure proper operation. An ob 2. Disconnect hydraulic lines from outlets of
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structed bypass port will prevent return of fluid to brake and clutch cylinders.
reservoir, preventing full release of brakes. By 3. Pull push rod boots off master cylinder.
pass ports may be obstructed by one of the follow Boots will remain on push rods when master cyl
ing causes: inder is removed.
1. Clogged with dirt — remove master cyl 4. Remove three bolts attaching master cyl
inder and disassemble and clean all parts. inder to support bracket and remove master cyl
2. Swollen primary cup due to the use of inder assembly.
wrong fluid — overhaul master cylinder, drain
and flush entire brake system, and refill with Installation
proper fluid. 1. Position master cylinder assembly at sup
3. Pedal binding on shaft, preventing full re port bracket and guide push rods into pistons. At
turn of piston — free up and lubricate pedal. tach cylinder with three bolts. Tighten bolts firmly.

BRAKES 5A-8
m
co
y.
R eservoir Cover
Master Cylinder Housing
Piston Return Spring
Primary Cup
Piston Assembly
Snap Ring
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br
Boot
Check Valve (Brake Cylinder Only)
Check Valve Seat (Brake Cylinder Only)
Bleeder Valve (Brake Cylinder Only)
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T -3 0 0 0
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Figure 7— Double Barrel Master Cylinder Components

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2. Connect hydraulic lines to brake and clutch 3. Remove piston assembly, primary cup,
cylinder outlets. return spring and retainer assembly, check valve
3. Place push rod boots over ends of master and check valve seat from brake cylinder bore
cylinder brackets. (single barrel cylinder does not have a check valve).
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4. Adjust push rods as directed under "Brake 4. Remove piston assembly, primary cup, and
Pedal and Linkage." return spring and retainer assembly from clutch
5. Fill master cylinder reservoir and bleed cylinder bore.
as
brake system as directed under "BleedingBrakes." 5. Remove cover from cylinder housing.
6 . Remove bleeder screw (if necessary) on
double barrel cylinders.
MASTER CYLINDER OVERHAUL
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Cleaning
The following procedures cover disassembly, Immerse all parts in denatured alcohol and
cleaning, inspection and repair, and assembly of wash thoroughly. Wipe small parts dry and blow
components used in both the brake and clutch cyl out inside of reservoir and cylinder bores. Make
inder bores on double barrel master cylinders and sure intake and bypass ports in cylinder housing
on brake cylinder bores on single barrel cylinders. and bleeder holes in piston are clean.
CAUTION: Do not use kerosene or gasoline
Disassembly (Fig. 7) for cleaning master cylinder components.
Clean all dirt from outside of unit, using a
non-petroleum solvent. Inspection and Repair
2. Remove snap ring from groove in both cyl Master cylinder repair kits are available
inder bores. which contain all the parts ordinarily required

BRAKES 5A-9
when overhauling master cylinders. Refer to ap c. Install primary cup in cylinder bore with
plicable Parts Book for part number of repair kit. lip of cup toward outlet end. Make sure end of re
In addition to replacement of parts contained in turn spring seats inside the cup.
repair kit, master cylinder should be inspected d. Insert piston and secondary cup assembly
and repaired, if necessary, as follows: into cylinder bore, with open end of piston toward
1. Examine cylinder bores. If scored or rust open end of cylinder.
ed, recondition by honing. Be sure to use proper e. Press piston into cylinder bore, compress
size hone. (Refer to "Specifications" for nominal ing spring, and install snap ring in groove in bore.
diameter of cylinder bores.) Do not hone more than Make sure snap ring is fully seated in groove.
necessary to remove scores and smooth up cylin NOTE: The procedure is the same for single
der. Remove burrs caused by honing from around barrel cylinders except they do not have a check
by-pass and intake ports. valve.
2. Check piston fit in cylinder bore. Clearance 3. Install components in clutch cylinder bore
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between piston and cylinder wall should be within as follows:
0.001" to 0.005" when checked with feeler gauge. a. Install return spring (longest of the two)
in cylinder bore, large diameter end first.
Assembly (Fig. 7) b. Install primary cup in cylinder bore with
1. Before assembling, coat inside of cylinder lip of cup toward outlet end. Make sure end of
bores and dip all internal parts in hydraulic brake spring seats inside the cup.
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fluid. c. Insert piston and secondary cup into cylin
2. Install components in brake cylinder bore der bore, with open end of piston toward open end
of double barrel cylinders as follows: of cylinder.
ry
a. Install check valve seat in cylinder bore, d. Press piston into cylinder bore, compress
then position check valve on seat. ing spring, and install snap ring in groove in bore.
b. Install return spring (shortest of the two)
ra Make sure snap ring is fully seated in groove.
in bore with large diameter end of spring over 4. Install cover on cylinder reservoir.
check valve.
WHEEL CYLINDERS
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All models covered by this manual have type Installation

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" F " front brakes and type "F R -3 " rear brakes. NOTE: The two wheel cylinders mounted on
Except for size of cylinder bore and diameter of each brake are identical; however, cylinders on
internal parts all front wheel cylinders are the right- and left-hand brakes have opposite cylinder
same and all rear wheel cylinders are the same. castings. Clean mating surfaces of cylinders and
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See figure 8 for cross-section illustration of both. backing plate to insure proper alignment.
Since wheel cylinders can be disassembled and 1. Place each cylinder on backing plate and
repaired without removing them from the vehicle attach with one large and two small bolts and lock
the procedures are covered in this manual along washers.
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with "Replacement" procedures. 2. Position wheel cylinder connecting tube

and fittings assembly and attach fitting to lower
opening in upper cylinder with inlet connector,
as
WHEEL CYLINDER REPLACEMENT using new copper gasket on both sides of fitting.
Attach fitting to lower opening in lower cylinder
TYPE " F " with special bolt, using new copper gasket on both
sides of fitting. Tighten inlet connector and special
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Removal bolt firm ly.

1. Jack up axle and remove brake shoes as 3. Install bleeder valve in upper opening in
directed under "Brake Shoe Removal." each cylinder.
2. Disconnect axle brake tube from inlet con 4. Install brake shoes as directed under "Brake
nector at upper cylinder. Remove inlet connector Shoe Installation." Bleed brake system as directed
attaching connecting tube fitting to upper cylinder, under "Bleeding Brakes."
and remove bolt attaching connecting tube fitting
to lower cylinder. Remove connecting tube and TYPE "F R -3 "
fittings assembly.
3. Remove one large and two small bolts at Removal
taching each cylinder to backing plate, then remove 1. Jack up axle and remove brake shoes as
cylinders from backing plate. directed under "Brake Shoe Removal."

BRAKES 5A-10
2. Disconnect axle brake tube from upper 3. Install brake shoes as directed under "Brake
cylinder at inner side of backing plate. Remove Shoe Installation." Bleed brake system as directed
wheel cylinder connecting tube at inner side of under "Bleeding Brakes."
backing plate.
3. Remove two bolts and lock washers attach WHEEL CYLINDER REPAIR
ing each wheel cylinder to backing plate. Remove
wheel cylinders and heat shields, then remove TYPE " F "
heat shields from cylinders.
Disassembly
Installation Pull boot off end of cylinder, then remove boot
NOTE: Upper and lower wheel cylinders on and piston. Pull boot off piston. Brake shoe guide
both right- and left-hand brakes are interchange is pressed into piston and cannot be removed. Re
able. Cylinders must be positioned on backing move piston cup, cup filler, and spring from cyl
plate so that the long stroke end of the cylinder inder. Remove bleeder valve from cylinder.
om
faces the shoe toe (adjustment end of shoe) or the
adjusting slot in backing plate. Make sure mating Inspection and Repair
surfaces of cylinders, heat shields, and backing 1. Repair kits are available which contain the
plate are clean to assure proper alignment. parts to be replaced when overhauling wheel cyl
inders. Refer to Parts Book for repair kit part
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1. Position heat shield on each wheel cylinder numbers.
and install on backing plate, and attach each cyl 2. Inspect cylinder bore for scores, scratches,
inder with two bolts and lock washers. or corrosion. Light scratches or slightly corroded
ry
2. Attach connecting tube to upper opening in spots may be polished out with crocus cloth. Never
lower cylinder and to lower opening in upper cyl use emery cloth or sandpaper. If scratches or
inder. Connect axle brake tube to lower opening in corrosion are too deep to be polished out, replace
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lower cylinder, and install bleeder valve in upper cylinder.
opening in upper cylinder (fig. 2 ). 3. Check fit of new pistons in cylinder bore,
using afeeler gauge (see fig. 9). Clearance should
be within 0.0025" to 0.0065" on " F " type cylinders.
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Replace cylinder if clearance exceeds the maximum.
Assembly
Before assembling wheel cylinder, be sure
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each part has been cleaned in denatured alcohol.

CAUTION: Do not use kerosene or gasoline for
cleaning wheel cylinder parts. Dip each internal
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part in hydraulic brake fluid before assembling.

1. Insert piston spring, cup filler, and cup
into cylinder bore. Cup fille r bumper and cup lip
must face closed end of cylinder.
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2. Assemble boot on piston, making sure the

boot snaps over the brake shoe guide.
3. Install piston and boot, inserting piston into
as
cylinder and engaging boot lip in groove in edge of

cylinder. Position brake shoe guide so slot in guide
is parallel with flat mounting surface of cylinder.
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TYPE "F R -3 "
Disassembly
Pull boots off ends of cylinders and remove
TYPE "F R-3 "—REAR push rods from boots. Push pistons, cups, and
1 Boot Piston Spring
6 spring out of cylinder. Remove bleeder valve from
2 Brake Shoe Guide 7 Cylinder upper cylinder.
3 Piston 8 Brake Shoe Anchor
4 Piston Cup Slot Inspection and Repair
5 Cup Filler 9 Push Rod t p m - 2 6 7 5 - i 1. Repair kits are available which contain the
parts to be replaced when overhauling wheel cyl
Figure 8 — Wheel Cylinders inders.

BRAKES 5A-11
IMPORTANT: Only genuine GMC parts should

be used. Non-genuine parts may deteriorate and
swell in a short time, resulting in faulty brake
operation.
2. Inspect cylinder bore for scores, scratches,
or corrosion. Light scratches or slightly corroded
spots may be polished out with crocus cloth. Never
use emery cloth or sandpaper. If scratches or
corrosion are too deep to be polished out, replace
cylinder.
3. Check fit of new pistons in cylinder bore,
using a feeler gauge as shown in figure 10. Clear
ance should be within 0.001" to 0.005" on "F R -3 "
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type. Replace cylinder if clearance exceeds the
maximum.
Figure 9 — Checking Fit of Piston in Wheel Cylinder
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Assembly
Before assembling wheel cylinder, be sure At rear axle, fitting at one end of hose is
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each part has been cleaned in denatured alcohol. threaded into axle tee, with a copper gasket used
CAUTION: Do not use kerosene or gasoline to seal the connection. Other end of hose is insert
for cleaning wheel cylinder parts. Dip each internal ed through frame bracket and secured by a toothed
lock washer and nut or by a spring lock. Brake
ry
part in hydraulic brake fluid before assembling.
1. Install pistons, piston cups, and spring, tube connector or tee fitting threads into end of
with cup lips toward inside of cylinder. hose fitting.
2. Assemble push rods and boots, then install
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on cylinder. Seat boots evenly in cylinder grooves
Align push rod slots as shown in figure 8 .
To remove hose, disconnect end at frame or
frame bracket, then unscrew hose fitting from
wheel cylinder or rear axle tee. When installing
3. Install bleeder valve in upper cylinder.
hose, always use a new copper gasket at wheel
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cylinder and rear axle tee. When frame end of hose
HYDRAULIC LINES is secured by a nut, always hold hose fitting with
a wrench while tightening nut to prevent twisting
Hydraulic brake system units are intercon
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hose.
nected by flexible hose and special metal tubing.
Flexible hose is used between master cylinder (on
METAL TUBING
cab) and frame connection, between frame and When necessary to replace metal brake tubing,
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front wheel cylinders, and between frame and rear

always use special metal tubing which is designed
axle brake line. Whenever hydraulic lines have
to withstand high pressure and to resist corrosion.
been disconnected for any reason, brake system
Ordinary copper tubing is not satisfactory for use
must be bled, after connecting lines, as directed
as hydraulic brake lines. When replacing tubing,
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under "Bleeding Brakes."

always use the same size as that removed.
FLEXIBLE HOSE
At front wheels, hose fitting is threaded into TUBE FLARING
as
wheel cylinder connector, with a copper gasket used In order to insure a proper flare, a special
between shoulder on hose fitting and connector. flaring tool must be used. When using tool, in
Fitting at other end of hose is inserted through structions furnished by the tool manufacturer
hole in frame and secured by atoothedlock washer should be followed. Always inspect newly formed
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and nut or by a spring lock. Brake tube connector flares for cracks or malformations which might
or tee fitting threads into end of hose fitting. cause leaks.
VACUUM POWER CYLINDERS
All models covered by this manual which have models have tandem diaphragm power cylinders
hydraulic brakes have vacuum power cylinders as as standard.
standard equipment. Single axle conventional model
have a single diaphragm power cylinder as stand The power cylinder is a combined vacuum -
ard equipment, with a tandem diaphragm power hydraulic power unit, utilizing vacuum and atmos
cylinder available as optional equipment. All other pheric pressure for its operation.

BRAKES 5A-12
POWER AIR ]
CYLINDER FILTERi
FROM MASTER TO WHEELS

CYLINDER
POWER
' c y l in d e r
FROM VACUU M
FROM MASTER SOURCE
CYLINDER
ATMOSPHERE
LINE
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CONTROL BLEEDER VAC U U M
I VALVE VALVE CONTROL CO N N ECT IN G
FROM AIR VALVE TUBE
FROM VAC U U M FILTER
SOURCE (ATMOSPHERE)
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f ' VAC U U M TO WHEEL
B * S T E P SUPPORT C O N N ECT IN G CYLINDERS
BRACKET TUBE
ry
C O N V E N T IO N A L M O D E L S TILT C A B M O D E L S
Figure 1 0 — P o w e r C ylind ers Installed
The vacuum source on gasoline engine models

ra HYDRAULIC TEST
is the engine intake manifold. The vacuum source
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on Toro-Flow Diesel engine models is the vacuum Stop engine and again destroy all vacuum in
pump. system. Depress brake pedal and hold foot pres
sure on pedal. (It may be necessary to pump pedal
The combination of vacuum in front of the two or three times to build up pedal reserve.) If
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diaphragm and atmospheric pressure behind the brake pedal gradually falls away under foot pres
diaphragm results in the power application of the sure hydraulic system is leaking, either intern
brakes. ally or externally.
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Inspect all hydraulic line connections for leak

age and make the necessary repairs. If no external
VACUUM POWER BRAKE leaks are evident, inspect master cylinder and
SYSTEM TESTS wheel cylinders and replace parts as necessary.
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If the condition still exists, an internal leak in

VACUUM TEST power cylinder is indicated, necessitating over
With engine stopped, hand brake applied and haul of power cylinder.
as
transmission in neutral, apply brakes several

times to destroy all vacuum in system.
POWER CYLINDER REPLACEMENT
Depress brake pedal, and while holding foot
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pressure on pedal, start engine. (It maybe neces Tne installed location of vacuum power cyl
sary to pump pedal two or three times to build up inders varies by model (see fig. 10).
pedal reserve.) If vacuum system is operating,
Conventional - behind cab step, immediately
pedal will tend to fall away under foot pressure
below left hand door. Vacuum reserve tank is lo
when engine starts, and less pressure will be re
cated in this same area, when used.
quired to hold pedal in applied position. If no action
T ilt Cab - between frame side rails in front
is felt, vacuum system is not functioning.
of the radiator and behind the front bumper.
Inspect vacuum lines for leakage, and for re
striction caused by bent or kinked tube or hose. REMOVAL
If no fault is found in lines, trouble is in power 1. For easier accessibility, it is recommend
cylinder control valve, necessitating overhaul of ed that cab step be removed on conventional models
power cylinder. and that cab be tilted forward on tilt cab models.

BRAKES 5A-13
AIR CLEANER
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SUPPORT
BRACKET
ry
LINE TO
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POWER
CYLINDER
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Figure 11— Power Cylinder Air Cleaner Installed (Tilt Cab)
2. Clean away as much road dirt grease as

possible to prevent contamination of vacuum or
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hydraulic systems.
3. Have suitable container available to catch Figure 12— Power Cylinder Air Cleaner Installed (Conv. Cab)
hydraulic brake fluid which will flow from system.
DO NOT RE-USE THIS FLUID. 4. Start engine and test operation of brake sys
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4. Disconnect all hydraulic, vacuum and at tem as directed. Refer to "Trouble-Shooting" chart
mospheric lines and hoses from power cylinder. in this section if operation is not satisfactory.
5. Remove bolts and nuts which fasten cylin
as
der to vehicle frame and support brackets. Remove VACUUM POWER CYLINDER
power cylinder. AIR CLEANER
INSTALLATION There are two different types of air cleaners
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1. Place power cylinder in position and fasten used on vehicles with vacuum assisted hydraulic
with nuts and bolts to vehicle frame and support brakes.
brackets. The air cleaner used on tilt cab models is the
2. Connect all hydraulic, vacuum, and atmos metal cup type which uses a hair type element
pheric lines and hoses to power cylinder. (see fig. 11). This cup is a friction fit on the air
3. Bleed master cylinder and vacuum power intake pipe and can be removed by pulling straight
cylinder as directed under "Bleeding Brakes" in off. It can be cleaned and reused. Refer to
this manual. If ONLY the power cylinder has been LUBRICATION (SEC. 0) in this manual for service
removed, it should not be necessary to bleed the intervals and cleaning instructions. If cleaner has
wheel cylinders IF the master cylinder and power become sci laden with an accumulation of dirt, that
cylinders are bled first AND lines to wheel cylin satisfactory cleaning cannot be done, replace it
der have not been disturbed. with a new cleaner.

BRAKES 5A-14
The air cleaner used on the conventional cab power cylinder and is accessible by tilting cab
models is a plastic encased, synthetic element forward (see fig. 1 1 ).
type filter and cleaning is NOT recommended.
When cleaner becomes so laden with dirt, that tap
ping it against some solid surface (such as a work The air cleaner on the conventional models is
bench) will not remove foreign matter, then a new located in the left rear corner of the cab, directly
cleaner should be installed. behind the driver's seat. To remove, unfasten nut
The air cleaner on the tilt cab models is lo and bolt holding cleaner to bracket and pull cleaner
cated in front of the radiator near the vacuum off air hose (see fig. 1 2 ).
VACUUM CHECK VALVE
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On all vehicles with vacuum power assisted and is used on all tilt cab model trucks.
hydraulic brakes a check valve is used somewhere The non-repairable type has a sealed plastic body
in the vacuum line between the engine intake mani and is used on all conventional cab models.
fold (gasoline) or the vacuum pump (Diesel) and the
vacuum power cylinder (see fig. 13). Removal and installation of all valves is the
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Purpose of check valve is to seal vacuum in same. Disconnect all lines and hoses and remove
power cylinder (and in vacuum reserve tank, when bolts or screws which fasten valve to vehicle.
used), assuring sufficient vacuum for at least one Discard malfunctioning valves removed from con
ry
power brake application in case the engine stalls. ventional cab models and replace with new valve.
Check valve can be tested for leakage by dis Valves removed from tilt cab models can be
connecting power cylinder vacuum line from valve ra repaired.
fitting and connecting a vacuum gauge, using a
length of hose between gauge and check valve. Valve on conventional models is located in the
Start engine, run at idle for a few seconds, and engine compartment and is fastened to a bracket
note reading on gauge. Stop engine and observe attached to the fire wall (see fig. 13).
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rate of vacuum drop. If drop exceeds 1 inch in 15
seconds, leakage must be considered excessive, Valve on the tilt cab model is at the front of
and check valve must be repaired or replaced. the engine and is mounted on a bracket attached to
the frame crossmember on Diesel models. On gas
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There are two basically different type vacuum oline models, the valve is fastened to a bracket
check valves used. One is repairable and one is which is bolted on cab rear support, inside the
not. The repairable type has a cast metal body channel on left-hand side (see fig. 13).
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I
m o u n t in g
BRACKET I
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REAR CAB
SUPPORT j
TO ENGINE OR TO ENGINE OR
VACUUM PUMP VACUUM PUMP
as
CHECK
VALVE
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TO POWER I
CYLINDER
CHECK VALVE
TO POWER
CYLINDER
C O N V E N T IO N A L M O D E LS T IL T C A B M O D E L S
Figure 13— Vacuum Check Valves Installed

BRAKES 5A - 15
VACUUM RESERVE TANK On conventional cab models, the tank is in

stalled immediately below the left-hand door, be
A vacuum reserve tank is used as optional hind the cab step along with the vacuum booster.
equipment on all models using vacuum assisted On tilt cab models, the tank is installed be
hydraulic brakes in series 70. This tank has a hind the engine, in front of the rear axle, and be
minimum capacity of 1 0 0 0 cubic inches and is tween frame side rails.
installed in the vacuum line between the vacuum To replace tank, disconnect lines and brackets
check valve and the power cylinder. connecting tank to vehicle.
VACUUM GAUGE
There are several vacuum gauges used on ings with a test gauge which is known to be accur
om
vehicles covered by this manual. All operate on ate. Observe readings on vehicle gauge at engine
the same principle and all are factory set and idle speed and at various, specific engine RPM up
sealed units which are not adjustable or repair to maximum. Install test gauge in convenient lo
able. If a gauge fails to operate or operates im cation in vacuum line and observe readings on test
properly, it must be replaced. Gauges differ in gauge at same, specific engine RPM. Manufacturer
size, appearance and color dependent upon truck specifications permit a variation of - 1 inch of
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model. All are located in the instrument panel, mercury at 5 inches and - 2 inches of mercury at
some as units in a cluster and some as separate 20 inches. Any variation beyond these limits is an
installations. indication that the vehicle vacuum gauge should be
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A vacuum gauge is standard equipment on all replaced. Before condemning a gauge which does
vehicles in 70 series with Diesel engines and not register, or registers improperly, make c er
vacuum power hydraulic brakes. A vacuum gauge
ra tain that all vacuum lines in the system are free
is optional equipment on all vehicles in series 70 of dirt and/or kinks and that all connections are
with gasoline engines and vacuum power hydraulic tight. System leakage can result in registration on
brakes. gauge which is not normal. Also, on models with
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If a vacuum gauge is suspected of operating Diesel engine, make certain that vacuum pump is
improperly it may be checked by comparing read- properly installed and operating.
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VACUUM PUMP
GENERAL DESCRIPTION If pulley diameter is too large the pump capacity

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will be decreased; if the pulley is too small pump

The vacuum pump is a rotary, sliding vane speed will exceed maximum recommended and
type pump in which the rotor is eccentrically lo premature pump failure will result. Refer to Parts
cated with respect to the housing. The pump is de Catalogue for proper replacement pulley.
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pendent upon oil as a means for lubrication of the

bearings and also for providing a seal.
SYSTEM TESTS
The vacuum pump is operated directly by a
as
The following tests or checks can be made on

belt and pulley drive from the engine and operates
the vacuum pump while it is operating.
at all times while the engine is running. The lubri
cation of the pump is accomplished by connection
LUBRICATION
with the oil pressure system of the engine.
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After the pump has been running for a few

DISCHARGE OF OIL AND AIR minutes, check the oil and air discharge line near
The oil plus the air which enters through the the pump discharge port. If the line is not warming
vacuum port, is discharged through the housing up, stop the pump and check for restrictions in the
just below the point of minimum rotor to housing oil supply line.
clearance. The oil and air leaves the pump through
VACUUM
the opening on the pump base which is connected
Let the pump and engine operate at their norm
to the engine crankcase by a discharge hose.
al operating speed for several minutes so as to
DRIVE PULLEY warm the oil circulating through the pump. Check
Maximum pump speed, for good life expec the vacuum gauge. The pump should maintain at
tancy, is 4000 RPM. If it is necessary to replace the least 26 inches of mercury vacuum. Let the engine
drive pulley, be certain that correct pulley is used. idle. The pump should maintain at least 20 inches

BRAKES 5A - 16
device and remove the belt. With the vacuum port

of the pump open to atmosphere, rotate the pump
in the direction indicated on the front end plate,
and check for points at which the pump tends to be
binding. If binding occurs, the pump should be re
moved from the installation, disassembled, and
inspected for faulty parts.
OIL LEAKS
After the pump has been operating for several
minutes, inspect between the housing and the end
plates for signs of oil leakage. This check should
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be made both with the vacuum port open and closed
to atmosphere.
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VACUUM PUMP REPLACEMENT
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REMOVAL
1 Crankshaft Pulley 9 Body to Base Boll:
1. Loosen adjusting arm bolt and nut.
2 Drive Belt 10 Mounting Base
2. Loosen tension on drive belt and remove
3 Drive Pulley 11 Base to Bracket Bolt
4
5
6
7
Adjusting Arm
Adjusting Bolt
Air Intake
Oil Inlet Line
12
13
Mounting Bracket
Air and Oil
Discharge Hose
14 Bracket to Engine
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belt from drive pulley.
3. Disconnect air intake hose.
4. Disconnect oil inlet hose.
5. Disconnect oil and air discharge hose.
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8 Pump Body B o lt 1-29*3 6 . Remove four bolts which secure vacuum
pump to support base.
7. Remove pump and discard gasket.
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Figure 14— Vacuum Pump Installed

INSTALLATION
of mercury vacuum with the engine idling. If the
pump does not maintain the vacuum values given 1. Position new gasket on pump base.
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2. Position pump on base and secure with four

above, inspect the pump for belt slippage or lack
bolts.
of lubrication. Also inspect the vacuum lines and
3. Connect oil and air discharge hose.
fittings for leaks. If vehicle is not equipped with
vacuum gauge, temporarily connect one in intake 4. Connect oil inlet hose.
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line. 5. Connect air intake hose.

6 . Install belt on drive pulley and pull to proper
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tension (120-130 pounds (newbelt) or 90-100pounds

BINDING IN THE PUMP (used belt) using a strand tension gauge placed at
After the pump has been running for several the center of the greatest belt span).
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minutes, stop the pump, loosen the belt adjusting 7. Tighten adjusting bolt and nut.
TYPE “F” FRONT BRAKE

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Two identical brake shoes are arranged on Each shoe is adjusted by means of an eccen
backing plate so that their toes are diagonally tric cam which contacts a pin pressed into brake
opposite. Two single-end wheel cylinders are shoe web. Each cam is attached to the backing
arranged so that each cylinder is mounted between plate by a cam and shoe guide stud which protrudes
the toe of one shoe and the heel of the other. The through a slot in the shoe web and in conjunction
two wheel cylinder pistons apply an equal amount with flat washers and C-washers, also serves as
of force to the toe of each shoe. Each cylinder a shoe hold-down. Two return springs are connec
casting is shaped to provide an anchor block for ted between the shoes, one at each toe and heel.
the brake shoe heel. With vehicle moving forward, both shoes are

BRAKES 5A-17
forward acting (primary shoes), self-energizing 6 Brake Shoe Adjusting

1 Wheel Cylinder
in forward direction of drum rotation. With ve 2 Brake Shoe Return Cam
hicle in reverse, both shoes are reverse acting Spring 7 Brake Shoe Guide
since neither is self-energized in the reverse 3 Backing Plate Washer
direction of drum rotation. 4 Brake Shoe 8 Brake Shoe Guide
5 Brake Lining C-Washer
BRAKE SHOE REMOVAL (Fig. 15) 9 Adjusting Cam and
1. Jack up axle and remove hub and brake Shoe Guide Stud
drum assembly as directed in "FRONT HUBS AND 10 Shoe Guide Anti-
BEARINGS" (SEC. 3D). Rattle Washer
2. Remove both brake shoe return springs, 11 Adjusting Cam Spring
using brake spring pliers.
3. Remove C-washer and flat washer from
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each adjusting cam and hold-down stud. Lift shoes
off backing plate.
1. Clean all dirt out of brake drum. Inspect
drum for roughness, scoring, or out-of-round.
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Replace or recondition brake drum as necessary.
Refer to "Brake Drums" later in this section.
2. Inspect wheel bearings and oil seals as di
ry
rected in "FRONT HUBS AND BEARINGS" (SEC. 3D).
3. Check backing plate attaching bolts to make
sure they are tight. Clean all dirt off backing plate.
4. Inspect brake shoe return springs. If broken,
cracked, or weakened, replace with new springs.
5. Check cam and shoe guide stud and fr ic
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tion spring on backing plate for corrosion or bind
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ing. Cam stud should turn easily with an 8 " wrench,
but should not be loose. If frozen, lubricate with
kerosene or penetrating oil and work free.
6 . Examine brake shoe linings for wear. Lin
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ings should be replaced if worn down close to rivet

heads. Refer to "Brake Shoe Relining" in this
section.
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BRAKE SHOE INSTALLATION

1. Install anti-rattle spring washer on each
cam and shoe guide stud, pronged side facing ad Figure 15— Type “F” Front Brake Assembly
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justing cam.
2. Place shoe assembly on backing plate with
cam and shoe guide stud inserted through hole in spring end with short hook in toe of shoe, then
as
shoe web; locate toe in wheel cylinder piston shoe using brake spring pliers, stretch spring and se
guide and position heel in slot in anchor block. cure long hook end in heel of opposite shoe.
3. Install flat washer and C-washer on cam 5. Install hub and brake drum as directed in
and shoe guide stud. Crimp ends of C-washer. "FRONT HUBS AND BEARINGS" (SEC. 3D).
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4. After installing both shoes, install brake 6 . Adjust brake as previously directed under
shoe return spring. To install each spring, place "Brake Adjustments."
TYPE “FR-3” REAR BRAKE

Each brake is equipped with two double-end are bolted to the axle housing flange. The supports
wheel cylinders which apply hydraulic pressure have removable slotted anchor pins at the shoe
to both the toe and the heel of two identical, self- heels, and adjusting screws at the shoe toes. Ad
centering shoes. The shoes anchor at either toe justing screws act as anchors in the reverse di
or heel, depending upon the direction of drum ro rection of rotation. Each adjusting screw is thread
tation. Brake anchor supports and backing plate ed into or out of its support by means of an adjust -

BRAKES 5A-18
support by turning adjusting wheels, then lift ad

justing wheels out of slots in anchor supports.

1. Clean all dirt out of brake drum. Inspect
drum for roughness, scoring, or out-of-round.
Recondition or replace drum as necessary. Refer
to "Brake Drums" in this section.
2. Clean all dirt out of anchor pin holes and
adjusting screw openings in anchor supports.
3. Inspect wheel bearings and oil seals as
directed in "REAR HUBS AND BEARINGS" (SEC.
4C).
4. Inspect brake shoe return springs. If broken,
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cracked, or weakened, replace with new springs.
5. Inspect threads on adjusting screws and
in adjusting wheels for wear or damage. Replace
as necessary.
6 . Examine brake shoe linings for wear. Lin
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ings should be replaced if worn down close to rivet
1 Wheel Cylinder Heat 8 Brake Shoe and heads. Refer to "Brake Shoe Relining" in this sec
Shield Lining Assembly tion.
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2 Upper Wheel Cylinder 9 Return Spring (Long)
3 Anchor Pin 10 Adjusting Wheel BRAKE SHOE INSTALLATION
4 Return Spring (Short) Lock Spring
1. Install adjusting screws and wheels in
5 Guide Washer 11 Adjusting Wheel ra anchor supports dry; use no lubricant. Insert each
6 Guide Bolt 12 Lower Wheel
7 Guide Bolt Nut Lock Cylinder
adjusting wheel in slot in anchor support, insert
Wire 13 Backing Plate TPM-9116 threaded end of adjusting screw in anchor support,
then turn adjusting wheel to thread adjusting screw
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Figure 16— Type “FR-3" Rear Brake Assembly into anchor support. Insert anchor pins into holes
in anchor supports, with slots in pins facing slots
in supports.
ing wheel. Adjusting wheels are accessible through 2. Install brake shoes with cut-away end of
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adjusting slots in the backing plate. shoe web next to adjusting screw and with ends of
shoes engaging slots in wheel cylinder push rods
BRAKE SHOE REMOVAL and anchor pins. Install flat washer and nut on
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1. Jack up axle and remove hub and brake each brake shoe guide bolt. Tighten nuts finger-
drum assembly as directed in "REAR HUBS AND tight, then back off nuts only far enough to allow
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BEARINGS" (SEC. 4C). movement of shoes without binding.

2. Install wheel cylinder clamps to holdpistons 3. Install brake shoe return springs, hooking
in cylinders. one end of each spring in brake shoe web, then
ss
3. Using special brake spring tool (J-8049), hook other end over anchor pins with special brake
remove brake shoe return springs. spring tool (J-8049).
4. Remove lock wires, nuts, and washers 4. Remove wheel cylinder clamps.
from brake shoe guide bolts, then remove brake 5. Install hub and brake drum assembly as
a
shoe assemblies. directed in "REAR HUBS AND BEARINGS" (SEC.

5. Remove screws attaching adjusting wheel 4C) of this manual.
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lock springs to anchor supports. Thread each ad 6 . Adjust brakes as directed under "Brake
justing screw from the shoe side of its anchor Adjustments."
BRAKE SHOE RELINING

Brake linings on most models are riveted to that will prevent gaps between lining and shoe.
the brake shoes and may be replaced. These linings Conventional lining replacement equipment
may be purchased in replacement sets of four lin should be used. Make sure lining fits firm ly against
ings and sufficient rivets of correct specifications. shoe, and that rivets are properly upset.
Refer to Parts Book for lining replacement kits. NOTE: If brake drums have been refinished,
When replacing linings, make sure that shoes are oversize lining should be used. Refer to "Brake
clean and that linings are installed in a manner Drums" following:

BRAKES 5A-19
BRAKE DRUMS
Brake drum installations are illustrated in it is recommended that the following maximum
"FRONT HUBS AND BEARINGS" (SEC. 3D) and oversizes not be exceeded:
"REAR HUBS AND BEARINGS" (SEC. 4C). Proced (a) Drums with standard diameter up to 14"
ures for replacing brake drums are also included can be machined up to .060" oversize.
in the previously mentioned sections.
(b) Drums with standard diameter over 14"
Whenever brake drums are removed for serv can be machined up to .080" oversize.
icing brakes, inspect drums. If found to be scored, When it is found that machining to these max
rough, or out-of-round, drums should be machined. imum limits does not provide a suitable braking
surface, discard the worn drum and replace with a
Machining or grinding of brake drums in new standard drum.
creases the inside diameter of the drum and chang DO NOT EXCEED THESE LIMITS. THIS IS A
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es the lining to drum fit. When machining drums, SAFETY PRECAUTION.
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SPECIFICATIONS
FRONT B R A KES
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TRU CK S E R IE S ALL H,
J AND
T70
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T y p e ........................................................................................................................
A d j u s t m e n t ..................................................................................................
S i z e ...........................................................................................................................
Type “ F ”
Manual
15 x 3
L i n i n g W i d t h ............................................................................................... 3"
L i n i n g T h i c k n e s s .................................................................................. Vie"
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L i n i n g A r e a — S q . I n . p e r a x l e ....................................... 19 9 .0
REAR B RA KES
TRU CK SE R IE S ALL 70
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T y p e ..................................................................................................................................................................... “ FR -3 ”
A d j u s t m e n t ............................................................................................................................................... Manual
S i z e ........................................................................................................................................................................ 15 x 6
L i n i n g W i d t h ........................................................................................................................................... 6"
L i n i n g T h i c k n e s s .............................................................................................................................. V i"
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L i n i n g A r e a — S q . I n . p e r a x l e .................................................................................... 3 79 .6
B RA KE CONTROLS
TRUCK S E R IE S H70 J, T70
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W h e e l C y l i n d e r B o r e — F r o n t ..................................................1 / g " l'/s "

R e a r .......................................................l 5/ 8 " 1 V s"
M a s t e r C y l i n d e r B o r e ............................................................................\ W 1/a "
as
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PO W ER C Y LIN D E R S
T B 1IP K SERIES
TRUCK S F B IF C H70
$TD. H70
RP0 J70
STD. T70
STD.
P o w e r C ylin der M odel N o . C-40 3 5 -A C-4042-B C-4 0 3 6 -A C -4058

T y p e .................................................................. S in g le D iap h . T a n d e m D iaph . T a n d e m D iaph. T a n d e m D iaph.
O v e r a l l D i a m e t e r .............................. 11.70 " 1 1.70 " 1 1.70 " 1 1 .7 0 "
D i a p h r a g m S t r o k e .......................... 4 .4 0 " 2.90" 4 .2 5 " 2 .9 0 "
S l a v e C y l i n d e r B o r e .................... 0 .8 4 " 1.1 9 " 1.1 9 " 1.1 9 "
D i s p l a c e m e n t .......................................... 2 . 4 6 c u . in . 3 . 2 c u . in . 4 . 7 c u . in. 3 .2"

BRAKES 5A-20
TROUBLESHOOTING CHART
LOW PEDAL OR PEDAL GOES TO TOE BOARD
PROBABLE CAUSE REMEDY
1 . Excessive clearance between linings and drum. 1. Adjust brakes.

2 . Weak brake hose. 2 . Replace with new hose.
3. Leaking conduits. 3. Repair or replace faulty parts.
4. Leaking wheel cylinder. 4. Clean and rebuild.
5. Leaking master cylinder. 5. Clean and rebuild.
6 . Leaking master cylinder check valve. 6 . Install new check valve.
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7. A ir in system. 7. Bleed system.
8 . Plugged master cylinder fille r cap. 8 . Clean fille r cap vent holes; bleed system.
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9. Improper brake fluid. 9. Flush system and refill with recommended
brake fluid.
1 0 . Low fluid level 1 0 . Fill reservoir with brake fluid; bleed system.
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SPRINGY, SPONGY PEDAL
PROBABLE CAUSE
1. A ir trapped in hydraulic system.

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1. Remove air by bleeding.
REMEDY
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2. Improper brake fluid. 2. Flush, refill and bleed system. Use recom
mended brake fluid.
3. Improper lining thickness or location. 3. Install specified lining or replace shoe and
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lining.
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4. Drums worn too thin. 4. Replace drums.

5. Master cylinder fille r vent clogged. 5. Clean vent or replace cap; bleed brakes.
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6 . Weak hose. 6 . Install new hose.
EXCESSIVE PEDAL PRESSURE REQUIRED TO STOP

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. .
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1 Brake adjustment not correct. 1 Adjust the brakes.

2 . Incorrect lining. 2 . Install specified linings.
3. Grease or fluid soaked lining. 3. Repair grease seal or wheel cylinder. Install
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new linings.
4. Lining not in full contact. 4. Grind lining to proper radius.
5. Improper fluid. 5. Flush out system; fill with recommended fluid;
bleed.
6 . Frozen master or wheel cylinder pistons. 6 . Recondition or replace all cylinders.
7. Brake pedal binding on shaft. 7. Lubricate.
8 . Glazed linings. 8 . Sand surface of linings.
9. Bellmouthed, barrel-shaped or scored drums. 9. Replace or resurface drums in R.H. and L.H.
pairs.

BRAKES 5A-21
LIGHT PEDAL PRESSURE — BRAKES TOO SEVERE
1. Brake adjustment not correct. 1. Adjust the brakes.

2. Loose backing plate on front axle. 2. Tighten plates.
3. A small amount of grease or fluid on linings. 3. Replace the linings.
4. Charred linings. 4. Sand the surfaces of the linings.
5. Incorrect lining. 5. Install factory specified linings.
6 . Wheel bearings loose. 6 . Adjust wheel bearings.
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7. Lining loose on shoe. 7. Replace lining or shoe and lining.
8 . Excessive dust and dirt in drums. 8 . Clean and sand drums and linings.
9. Bad drum. 9. Turn drums in pairs or replace.
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BRAKE PEDAL TRAVEL DECREASING
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1 . Master cylinder compensating port plugged.

2 . Swollen cup in master cylinder.
ar 1 . Open, use air or
2
in bore.
.015 wire. Remove any burr
. Replace rubber parts flush system. Refill with

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recommended fluid.
3. Master cylinder piston not returning. 3. Rebuild master cylinder.
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4. Weak shoe retracting springs. 4. Replace springs.
5. Wheel cylinder pistons sticking. 5. Clean cylinder bores and parts. Replace bad
parts.
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PULSATING BRAKE PEDAL

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1. Drums out-of-round. 1. Refinish drums.

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2. Loose brake drums on hub. 2. Tighten.

3. Worn or loose wheel bearings. 3. Replace or adjust.
4. Bent rear axle. 4. Replace axle.
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BRAKES FADE
1. Incorrect lining. 1. Replace lining with lining recommended.
2. Poor lining contact. 2. Grind lining to proper radius, adjust.
3. Thin drum. 3. Replace drum.

4. Dragging brakes. 4. Adjust.

BRAKES 5A-22
A LL BRAKES DRAG WHEN ADJUSTMENT IS KNOWN TO BE CORRECT

1. Pedal does not return to stop. 1. Lubricate the pedal.
2. Improper fluid. 2. Replace rubber parts and fill with recom
mended brake fluid.
3. Compressing or bypass port of master 3. Open by air or .015 wire. Remove any burr
cylinder closed. in bore.
4. Use of inferior rubber parts. 4. Install proper parts.
ONE WHEEL DRAGS
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1. Weak or broken shoe retracting springs. 1. Replace the defective brake shoe springs and
lubricate the brake shoe ledges.
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2 . Brake shoe to drum clearance too small or the 2 . Adjust.
brake shoe eccentric is not adjusted properly.
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3. Loose wheel bearings. 3. Adjust wheel bearings.
4. Wheel cylinder piston cups swollen and dis 4. Rebuild cylinders.
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torted or the piston stuck.
5. Pistons sticking in wheel cylinder. 5. Clean or replace pistons; clean cylinder bore.
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6 . Drum out-of-round. 6 . Grind or turn both front or rear drums.
7. Obstruction in line. 7. Clean out or replace.
. Distorted shoe. . Replace.
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8 8
9. Defective lining. 9. Replace with specified lining.

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REAR BRAKES DRAG

1. Maladjustment. 1. Adjust brake shoes.
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PULLS TO ONE SIDE

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1. Grease or fluid soaked lining. 1. Replace with new linings.

2. Loose wheel bearings, loose backing plate on 2. Adjust the wheel bearing, tighten the backing
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rear axle or front axle or loose spring bolts. plate on the rear and front axles and tighten
spring bolts.
3. Linings not of specified kind. 3. Install specified linings.
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4. T ires not properly inflated or unequal wear of 4. Inflate the tires to recommended pressures.
tread. Different tread non-skid design. Rearrange the tires so that a pair of non-skid
tread surfaces of similar design and equal
wear will be installed on the front wheels, and
another pair with like tread will be installed
on the rear wheels.
5. Linings charred. 5. Sand the surfaces of the lining.
6 . Water, mud, etc., in brakes. 6 . Remove any foreign material from all of the
brake parts and inside of the drums. Lubricate
the shoe ledges.

BRAKES 5A-23
PULLS TO ONE SIDE (Cont'd.)

7. Wheel cylinder sticking. 7. Repair or replace wheel cylinder.

8 . Weak or broken retracting springs. 8 . Check springs — replace bent, open-coiled or
cracked springs.
9. Out-of-round drums. 9. Resurface or replace drums in left- and right-

hand pairs (both front and both rear).
1 0 . Brake dragging. 1 0 . Check for loose lining. Adjust.

1 1 . Weak chassis springs, loose U-bolts, loose 1 1 . Replace spring, tighten U-bolts, adjust steer
steering gear, etc. ing gear, etc.
. Repair and adjust.
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1 2 . Loose steering. 1 2
13. Unequal camber. 13. Adjust to specifications.

14. Clogged or crimped hydraulic line. 14. Repair or replace line.
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15. Wheel cylinder size different on opposite sides. 15. Replace with correct cylinders.
16. Loose king pin. 16. Replace king pins or bushings.
17. Refinish drums in pairs.
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17. Bad drum.
ONE WHEEL LOCKS
1. Gummy lining.
PROBABLE CAUSE
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REMEDY
2. Match up tire treads from side to side.

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2. T ire tread slick.
WET WEATHER: BRAKES GRAB OR WONT HOLD

REMEDY
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PROBABLE CAUSE
1. Linings too sensitive to water. 1. Reline.
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2. Dirty brakes. 2. Clean out.

3. Bent backing plate. 3. Straighten.
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4. Scored drums. 4. Grind or turn in pairs.
BRAKES SQUEAK
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________________ PROBABLE CAUSE_________________________________________ REMEDY_____________________

1. Backing plate bent or shoes twisted. 1. Straighten or replace damaged parts.
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2. Metallic particles or dust imbedded in lining. 2. Sand the surfaces of the linings and drums. Re
move all particles of metal that may be found in
the surfaces of the linings.
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3. Lining rivets loose or lining not held tightly 3. Replace rivets and/or tighten lining by re-
against the shoe at the ends. riveting.
4. Drums not square or distorted. 4. Turn or grind .or replace drums.
5. Incorrect lining. 5. Replace lining.
6 . Shoes scraping on backing plate ledges. 6 . Apply brake lube to ledges. Replace with new
shoe and linings, if distorted.
7. Weak or broken hold down springs. 7. Replace defective parts.
8 . Loose wheel bearings. 8 . Tighten to proper setting.
9. Loose backing plate, drum, wheel cylinder. 9. Tighten. ________________________________
BRAKES 5A-24
BRAKES CHATTER
1. Incorrect lining to drum clearance. 1. Readjust to recommended clearances.
2. Loose backing plate. 2. Tighten securely.
3. Grease, fluid, road dust on lining. 3. Clean or reline.
4. Weak or broken retractor spring. 4. Replace.
5. Loose wheel bearings. 5. Readjust.
6 . Drums out-of-round. 6 . Grind or turn drums in pairs.
7. Cocked or distorted shoes. 7. Straighten or replace.
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8 . Tapered or barrel-shaped drums. 8 . Grind or turn in pairs.
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SHOE CLICK
1. Shoes lift off backing plate and snap back. 1. Change drums side to side or grind drums
.
(in pairs).
ry
2. Hold down springs weak. 2. Replace springs.
3. Shoe bent. 3. Straighten.
4. Grooves in backing plate pads.
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4. Grind and lubricate.
TROUBLE SHOOTING POWER HYDRAULIC BRAKES (Vacuum Assist Units)

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NOTE: The same types of brake troubles are encountered with power brakes as
with standard brakes. Before checking the power brake system for
source of trouble, refer to trouble diagnosis of standard hydraulic brakes.
ar
After these possible causes have been eliminated, check for cause as
outlined below.
NOTE: Make the following test before checking hard pedal for the cause. With
cc
the engine stopped, depress the brake pedal several times to eliminate
all vacuum from the system. Apply the brakes, and while holding the foot
pressure on the brake pedal, start the engine. If the unit is operating
correctly, the brake pedal will move forward when the engine vacuum
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power is added to the pedal pressure. If this test shows that the power
unit is not operating, the trouble may be one of the following:
as
BRAKE SYSTEM LOSES FLUID

1. External Leak: Leaking-pipe connections,, hose, 1. Clean parts. Replace defective parts. Tighten.
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wheel cylinders, master cylinder head nut, etc.

2. Internal Leaks: Past secondary seals into 2. Rebuild master cylinder.
power unit. Check vacuum hose for fluid.
NO BOOST — HARD PEDAL

1. Bent, broken obstructed tube. Collapsed hose. 1. Replace defective parts.
2. Stuck check valve. 2. Replace valve.

BRAKES 5A-25
NO BOOST — HARD PEDAL (Cont’ d.)

3. A ir inlet blocked. 3. Replace filter. Open passages.
4. Air valve stuck. 4. Disassemble unit — clean — replace defective

parts.
5. Faulty diaphragm. 5. Replace diaphragm.
6 . Faulty piston seal. 6 . Replace seal.

7. Leaks internally. 7. Rebuild.
8 . Leaking vacuum tank. 8 . Repair tank.
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SLOW BRAKE PEDAL RETURN
1. Excessive seal friction in power unit. 1 . Rebuild unit.
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2. Faulty valve action. 2 . Rebuild unit.
3. Broken return spring. 3. Replace spring.
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BRAKES GRABBY ra
1. Broken valve spring. 1. Rebuild unit.
2. Sticking vacuum valve. 2. Clean and lubricate.

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3. Reaction diaphragm leakage. 3. Rebuild unit.
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cc
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as
Only heavy-duty Hydraulic Brake Fluid as spe

cified in LUBRICATION (SEC. 0) should be used
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in the hydraulic brake system. The use of other

fluids may cause deterioration of rubber cups
in master and wheel cylinders, and may induce
corrosion ojl the metal parts of the cylinders.

BRAKES 5B-26
SECTION 5B
AIR BRAKES
BRAKE SYSTEM EQUIPMENT information relative to Stopmaster brakes is found
under the heading of "Stopmaster Brakes" in this
The air brake system comprises a group of section. Unless otherwise specified, all pedals,
devices, some of which maintain a supply of com valves, controls, etc., covered in this manual
pressed air, some of which direct and control the apply to both cam-type and Stopmaster type brake
flow of the compressed air, and others which trans systems.
form the energy of compressed air into the mech
anical force and motion necessary to apply the BRAKE SYSTEM MAINTENANCE
brakes. Refer to figure 1 for typical schematic
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diagram. Normal operation of braking system necessi
Information in this section covers all stand tates periodic tests, inspection, and adjustments to
ard air brake equipment, as well as other units assure safe, efficient operation. Test, inspection
which are used as optional equipment on some and adjustment procedures for each air brake con
models. trol unit are described under individual headings
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There are two basically different types of air in this section. Since the vehicles covered by this
actuated brakes used on vehicles covered by this Maintenance Manual will be used in a wide variety
manual. One is the cam-type brake which is ener of operation types, it is impossible to fix mainten
ry
gized by an air chamber and slack adjuster ar ance intervals (either time or mileage) which will
rangement. The other is called Stopmaster, which satisfactorily suit all conditions. Therefore, any
is a complete assembly consisting of two air cham ra such intervals stated in these maintenance pro
bers connected to two brake shoes through tubes cedures must be related to the type of usage to
containing push-rod and plunger assemblies. All which a particular vehicle isput. Obviously, atruck
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c ar
ic
L IN E S
a ss
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1 Slack Adjuster 7 Emergency/Parking 12 Application Valve 18 Relay Valve

2 Standard Brake Chamber "P u sh -P u ll" Valve 13 Double Check Valve 19 Stopmaster Brake
3 Lim iting and Quick Release 8 T ra ile r Brake Hand 14 Tractor Protection Valve Cham bers
Valve Control Valve 15 T ra ile r Brake Service Line 20 Check Valve
4 A ir C om pressor 9 Two-Way Valve 16 T ra ile r Brake Emergency 21 Moisture Ejector Valve
5 A ir Intake 10 Low A ir Buzzer Switch Line 22 D rain Valve
6 Governor 11 A ir Gauge 17 A ir Tanks 23 Safety Valve t-2344
Figure 1S c h e m a tic Diagram of Typical Air Brake System

BRAKES 5B-27
used in city "stop and start" driving will require psi), then with engine stopped and brakes released,
different service operations and intervals than one observe rate of air pressure drop registered by
hauling "over the road" for long distance. With this the dash air pressure gauge. The rate of drop
in mind, all service intervals should be related to a should not exceed two pounds per minute. With
specific vehicle. engine stopped and brakes fully applied, observe
Compression and subsequent cooling of air rate of air pressure drop registered by the dash
causes the moisture in the air to condense. This gauge. Rate of drop should not exceed three pounds
moisture collects in air tank and should be drained per minute. If leakage is excessive, leakage test
daily. Drain cocks are provided at bottom of air should be made at air line connections and at all
tanks for this purpose. Satisfactory draining is air brake control units as directed under individual
accomplished only by leaving the drain cocks open headings later in this section.
after compressed air has escaped and until all In cold weather, particular attention should be
drainage stops. given to draining of moisture from air system.
Some vehicles are equipped with a moisture
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ejector valve (optional), which eliminates the need BRAKE ADJUSTMENTS
for daily drainage of air tanks. For description of
how this valve works, refer to procedures under Brake adjustments to compensate for normal
heading of "Moisture Ejector Valve." lining wear are made at slack adjuster at each
The complete air system should be checked wheel. Adjustment must be made before the brake
for leakage at regular intervals. Build up air pres chamber push rod travel reaches the maximum
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sure in system to governor cut-out point ( 1 0 0 - 1 1 1 working stroke.
PEDAL STOP SCREW ADJUSTMENT
ry
(CONVENTIONAL MODELS - Fig. 2)
On all conventional models, both Midland-Ross
ra and Bendix-Westinghouse application valves (pedal
assembly included) are used. Midland-Ross has a
stop screw and Bendix-Westinghouse has a stop
button as part of the assembly. This stop screw,
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or button, is used to adjust pedal to provide proper
pedal travel. If travel is too great, application will
be too slow and full application may not be obtained.
If travel is not great enough, brakes may not re
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lease completely. Adjust stop screw (button) as

follows:
1. Loosen lock nut.
2. Turn stop screw (M-R) into pedal bracket
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until pedal roller does not touch exposed end of

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valve piston; or (B-W) until plunger does not touch

valve piston.
3. Turn stop screw (M-R) out of pedal bracket
ss
until roller 'JUST TOUCHES exposed end of valve

piston; or (B-W) until plunger JUST TOUCHES
valve piston. In other words, there should be NO
FREE PLAY between pedal and valve piston.
a
4. Tighten lock nut without moving stop screw

(or button).
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5. Check brake operation for full application

1 Line to Air Gauge 4 Double Check Valve and release.
2 Valve Mounting Bolt and Stop Light Switch
and Nut (in Engine 5 Line to Tractor PEDAL STOP SCREW ADJUSTMENT
Compartment) Protection Valve
(T IL T CAB MODELS - Fig. 3)
3 Lines to Trailer 6 Pedal Stop Button
Pedal stop screw adjustment controls the ex
Brakes Hand Control 7 Pedal Assembly
haust opening between the hollow end of the appli
Valve 8 Pedal to Valve Bolts
9 Application Valve Assembly T-2126 cation valve piston and the exhaust valve. It also
controls the pedal travel before brake application
begins. If stop screw is turned down toofar, it will
Figure 2 — Brake Pedal and Application Valve prevent the piston from leaving the exhaust valve
Installed (Conventional) (Typical) and brakes will not release. If it does not open far

BRAKES 5B-28
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Figure 4 — Typical Air Brake Adjustment
Positive-locking type slack adjusters are used on
y.
all vehicles. Internal construction of all slack ad
justers is as shown in figure 5; however, lever
arm (body) may be offset to suit installation re
1
2
Push Rod to Pedal Pin
Push Rod
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quirements. Refer to "A ir Brake Specifications"
at end of this section to determine slack adjuster
type used.
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3 Application Valve
The most efficient brake action with "S" cam
4 Valve and Pedal Support
brakes, will be obtained when the arm travel of
Bracket 7 Lock Nut
the slack adjuster is held to a minimum so that
5 Application Valve Piston 8 Pedal to Bracket
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the full length of the lever is utilized during brake
Cup Pin
application. Minor adjustment to compensate for
Pedal Stop Screw 9 Pedal
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6 1 ,5 6 3
normal lining wear should be confined to the slack
adjusters.
Figure 3 — Brake Pedal and Linkage (Tilt Cab)
Push rod travel should be maintained as short
cc
enough it can result in slow brake release. If stop as possible without brakes dragging (refer to fig.
screw is not turned down far enough, excessive 5). Push rod travel should be checked after every
pedal travel will be required to start the brake ap 2 ,0 0 0 miles of operation to determine whether ad
justment is necessary. Brake linings should be
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plication, and full application may not be obtained.

Adjust stop screw as follows: replaced before wear exposes rivet heads and
1. Loosen lock nut on pedal stop screw. causes drum damage.
as
2. Back stop screw out until there is free play 1. With wheel jacked up, turn slack adjuster
between the push rod and the application valve worm shaft until brake drags, then back off until
piston cup. wheel turns freely.
3. Turn stop screw down until all free play is
NOTE: Lock sleeve must be pushed in before
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removed; then back screw out 1 / 2 turn and lock.

4. Hold stop screw while tightening lock nut. worm shaft can be turned (fig. 5 ). Make sure sleeve
5. Check brake operation for full application is pushed in far enough to clear hex end of worm
and release. shaft before turning shaft.
2. Be sure wheel turns freely with brakes
BRAKE LINING WEAR ADJUSTMENT (Fig. 4)
fully released. After completing adjustment, make
NOTE: On vehicles equippedwith "Stopmaster"
sure lock sleeve comes out and engages hex end
brakes, brake shoe adjustment is covered under
of worm shaft (fig. 5). Pry sleeve out with screw
"Stopmaster Brakes" near end of this section.
driver if necessary. Coat lock sleeve and end of
Slack adjusters function as adjustable levers worm shaft with wheel bearing grease to keep out
and provide a quick and easy method of adjusting dirt and moisture to assure free movement of
the brakes to compensate for normal lining wear. sleeve at next adjustment.

BRAKES 5B-29
PUSH L O C K SLEEVE IN TO
D IS E N G A G E HEAD O F W O R M
SHAFT T O M A K E A DJUSTM ENT
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L O C K SLEEVE M UST C O M E O U T
.
A N D E N G A G E H E AD O F W O R M
SHAFT T O L O C K A D JU STM EN T
7 Brake Chamber
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1 Adjusting Worm Shaft
2 Lubrication Hole Plug 8 Air Brake Hose
1 Lock Sleeve 6 Worm 3 Clevis Pin 9 Front Axle
2 Spring 7 Worm Shaft ra 4 Slack Adjuster 10 Brake Camshaft
3 Dowel 8 Gear 5 Adjusting Clevis 11 Snap Ring
4 Lever 9 Cover Plate 6 Mounting Bracket
5 Rubber Plug T -2 3 2 5
b
Figure 6 — Brake Chamber and Slack Adjuster Installed IFrontI
Figure 5— Slack Adjuster
Installation
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SLACK ADJUSTERS 1. If a new slack adjuster is being installed,

make sure it is the same size and type as that
SLACK ADJUSTER OPERATING TEST removed. Make sure spacing washer is in place
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Apply brakes and make sure all slack adjust on camshaft. Slide slack adjuster onto camshaft
ers rotate freely and without binding. Release and attach with spacer and lock ring or cotter pin.
brakes and make sure all slack adjusters return
2. Connect brake chamber push rod yoke to
to released position freely without binding.
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slack adjuster with clevis pin and cotter pin.

With brakes released, make sure the angle Refer to "Brake Chamber Installation" for adjust
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formed by slack adjuster arm and brake chamber ment of brake chamber push rod.
push rod is greater than 90 degrees. All slack ad
justers should be set at the same angle. With 3. Adjust brakes as directed under "Brake
as
brakes applied, make sure the angle formed by the Adjustments."

slack adjuster arm and brake chamber push rod is
still slightly greater than 90 degrees and that all
are at the same angle. If angle is less han 90 de BRAKE CHAMBERS (STANDARD)
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grees with brakes applied, slack adjuster is going

"over center." Adjust brakes as previously des All service information in the following para
cribed under "Brake Adjustments." graphs refers only to standard chambers. Cham
bers used on rear brakes only on conventional 70
SLACK ADJUSTER REPLACEMENT
and 80 Series are covered under the separate
heading of "Stopmaster Brakes.” Chambers used
Removal as optional equipment for air operated emergency
1. Remove clevis pin attaching brake chamber and parking brakes on Models TG and TM-70 are
push rod yoke to slack adjuster. covered under separate heading of "DD3 Brake
2. Remove lock ring or cotter pin and spacer Actuator System.” Chambers on rear brakes of
securing slack adjuster on camshaft. Slide slack series 70 and 80 tilt models, and for front brakes
adjuster off end of shaft. are covered here.

BRAKES 5B-30
push rods move out promptly without binding. Re

lease brakes and see that they return to released
position without binding.
2. Leakage Test
a. While full brake pressure is being deliver
ed apply soap suds to clamp ring holding the dia
phragm in place between pressure plate and non
pressure plate. No leakage is permissible. If leak
age is evident, tighten clamp ring bolts.
b. With brakes fully applied, check for leak
age through the diaphragm by coating the push rod
hole and drain holes in non-pressure plate with
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soap suds. No leakage is permissible. If leakage
is evident, replace the diaphragm.
BRAKE CHAMBER REPLACEMENT
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1. Removal
Disconnect air line from brake chamber. Dis
connect push rod yoke from slack adjuster. Remove
1 Air Brake Hose 6 Snap Ring
y.
nuts from brake chamber mounting studs, then
2 Brake Chamber 7 Brake Camshaft
3 Mounting Bracket
remove brake chamber assembly.
8 Lubrication Hole Plug
4 Slack Adjuster 9 Clevis pin 2. Installation
5 Rear Axle 10 Adjusting Clevis t.jus
Figure 7— Brake Chamber and Slack Adjuster Installed (Rear)

ar Install brake chamber on mounting bracket
and secure with stud nuts and lock washers. Con
nect push rod yoke to slack adjuster. Adjust brakes
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as previously directed under "Brake Adjustment."
An air brake chamber is used at each wheel
Apply brakes and make sure push rod is correct
to convert the energy of compressed air into the
length. Angle formed by push rod and slack ad
mechanical force and motion required to apply the
juster should be greater than 90 degrees with
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brakes. The yoke on the brake chamber push rod
brakes released, and with brakes applied after
connects to a slack adjuster which is mounted on
being adjusted, this angle should still be greater
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the brake camshaft. Push rod opening and four

than 90 degrees; in other words, the slack adjuster
equally spaced holes near clamping flange in non
should not go "over center" during brake applica
pressure plate provide for breathing and drainage.
tion. If necessary, adjust yoke on push rod to ob
For illustration of brake chambers installed see
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tain this condition. Push rod must not extend through

figure 6 (at front axle) and figure 7 (at rear axle). yoke far enough to interfere with slack adjuster.
Test as directed under "Serviceability Tests."
Brake chambers have two different type clamp
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rings; ( 1 ) a two-piece ring with two bolts and ( 2 )

MAINTENANCE
a one-piece clamp ring with two bolts at the clamp
It is recommended that all brake chambers be
ring joint.
removed, disassembled, inspected and thoroughly
as
cleaned at the time that brakes are relined or at

BRAKE CHAMBER OPERATION one year periods, whichever occurs first (also
As air pressure enters the brake chamber dependent upon type of operation and operator ex
behind the diaphragm, the diaphragm forces push perience). Any parts worn, cracked, or deterior
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rod outward, thus applying force to the slack ad ated should be replaced.
juster which rotates brake camshaft, applying
brakes. When air pressure is released from the AIR TANKS
brake chamber, the brake shoe return springs and
the push rod spring return brake shoes, camshaft, The number of air tanks used and their mount
slack adjuster, push rod, and diaphragm to re ing locations vary from model to model. (Refer to
leased position. figure 9 for typical installation.) On steel tilt cab
models one tank is mounted crossways between
BRAKE CHAMBER SERVICEABILITY TESTS frame side rails behind front bumper and in front
of first frame crossmember. On conventional
1. Operating Test models the tanks are mounted along the outside of
Apply brakes and see that the brake chamber the left frame rail, under the cab in the step area.

BRAKES 5B-31
l ~ T " fr- ’T
RELAY VALVE AIR T A N K
FRAME
CROSSMEMBER
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BRAKE LINE
JUNCTION
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DRAIN VALVE
ry
FRAME RAIL
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Figure 8 -Relay Valve and Air Tank Installed ITypicalI
Standard air tank on conventional models is a A ir tank U-bolts and support bracket to frame
divided tank which incorporates a wet tank and a bolts should be checked for looseness at regular
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dry tank in the same assembly, divided by a check intervals and tightened if necessary. Air tank may
valve which is built into the tank. be cleaned inside using steam or hot water. If cor
rosion or other damage has weakened the tank, it
The purpose of the air tanks is to provide a
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must be replaced.
place to store compressed air so there will al
ways be an ample supply available for immediate
operation of the brakes. Tanks provide storage for AIR TANK CHECK VALVE
cc
sufficient compressed air for several brake ap

One-way check valve is installed at inlet to
plications with engine stopped.
second air tank on tilt cab models. Check valve
Another purpose of the air tanks is to provide prevents loss of air pressure from second air
a place where the air, heated during compression, tank in the event of leakage in the first tank or in
si
can cool and the water vapor can condense. Most the air compressor discharge line. Arrow on
of this condensation takes place in the "wet" tank; valve body indicates direction of air flow through
this is the tank into which the compressed air is valve.
as
first discharged from the compressor. Condens Check valve should be removed, disassembled,
ation should be drained from all air tanks daily. and cleaned at regular intervals. The rubber valve
To drain tanks properly, leave drain cocks open seat should be replaced if there is any evidence of
until all air escapes and draining stops. Daily deterioration or hardening. Valve spring should be
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draining is not necessary on those models which replaced if weakened by rust or corrosion. Valve
have the optional moisture ejector valve. disc should be perfectly smooth and free of rust or
All pressure for operation of the brakes and corrosion. When installing check valve, make sure
air compressor governor is taken from the dry it is installed to permit air flow from first tank
tank. A one-way check valve at inlet to second tank into second tank as indicated by the arrow on valve
prevents loss of air pressure from the second tank body.
in the event of leakage in the first tank or air com On conventional models the check valve is built
pressor discharge line. On tandem axle models, a into the air tank at the point where the tank is di
third air tank or a larger tank is used to provide vided. This type check valve is a spring-loaded
sufficient volume of air for the additional brake valve and functions the same as the other one-way
chambers. All air lines are interconnected in a check valve. The valve is accessible by removing
manner similar to the single axle models. the valve cap from the air tank. Use caution when

BRAKES 5B-32
piston to actuate the valve. In addition to providing

more rapid application of the rear brakes, the
relay valve also fulfills the function of a quick
release valve, permitting rapid release of air
pressure from the rear brake chambers.
4 I i
9 5 8 The piston type valve is used on conventional
1 Body 6 Adjusting Screw models and the diaphragm type is used on steel
2 Ball Seat 7 Stem tilt cab models. The principle of operation of both
3 Ball Valve 8 Lock Nut valves is the same. Tests procedures and re
4 Exhaust Port 9 Spring Cage placement procedures also apply to both type
5 Spring valves.
Figure 9— Safely Valve RELAY VALVE SERVICEABILITY TESTS
m
removing cap as valve is spring-loaded. Replace 1. Operating Test
any parts which appear corroded or deteriorated. With air system fully charged, apply brakes
and make sure rear brakes apply promptly. Re
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SAFETY VALVE lease brakes and make sure pressure is quickly
exhausted from the exhaust port of the relay valve.
A safety valve is installed in air tank to elim If exhaust is slow, clean exhaust port filter and
inate the possibility of air pressure building up in strainer plates.
y.
the system beyond a safe maximum in the event
of failure of the air compressor governor. 2. Leakage Tests
a. With brakes released, cover exhaust port
OPERATION
When pressure in air tank is built up to ex
ceed 145 to 155 psi, air pressure forces ball valve
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with soap suds and check for leaks. Leakage is
caused by supply valve not seating properly.
b. With brakes applied, cover exhaust port
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off seat, permitting air pressure to escape through with soap suds and check for leaks. Leakage is
exhaust port to atmosphere. After pressure bleeds caused by defective diaphragm, piston O-ring, or
down, spring forces ball back onto seat. seat.
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MAINTENANCE c. If leakage is excessive, remove relay valve

Check safety valve periodically for leakage, and repair or replace with new valve.
using soap suds at exhaust port, with 90 pounds
ca
pressure in tank. Leakage should not exceed a

RELAY VALVE REPLACEMENT
3-inch bubble in 3 seconds. Once a year, safety
(Refer to Fig. 8 )
valve should be disassembled, cleaned with kero
sene, and reset to blow off at 145 to 155 pounds
Removal
ic
pressure.
Exhaust air pressure from air system. Dis
connect all air lines from valve. Remove mounting
ADJUSTMENT (Fig. 9)
s
bolts, then remove valve assembly from vehicle.

1. Loosen lock nut.
2. Adjust pressure by turning adjusting screw.
as
Installation
Turn clockwise to increase pressure or counter
Mount valve on crossmember or bracket and
clockwise to decrease pressure.
tighten mounting bolts firmly. Connect air lines to
3. Tighten lock nut.
valve, referring to "A ir Lines" section for torque
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specifications for air line fittings. Build up air

RELAY VALVE pressure in system, then test valve as directed
under "Serviceability Tests."
Relay valve (fig. 8 ) is used at rear brakes
on all tandem axle models. Rear brake application
and release is made through the relay valve . The PRESSURE PROTECTION VALVE
supply line from the air tank connects to the
cavity in the lower part of the valve, providing The pressure protection valve is used as
a source of high pressure air close to the rear standard equipment on all conventional cab models
brake chambers at all times. The relay valve in the 70 and 80 series. It is mounted in a
and brake application valve are interconnected delivery port of the application valve. On other
by a smaller air line which delivers air pres series trucks it may be used with optional equip
sure to the top of the relay valve diaphragm or ment (air shift, differential lock, etc.). In the

BRAKES SB-33
optional application, it is located in the outlet air purpose of the quick release valve is to reduce
line of air tank between air tank and optional the time required to release the brakes by hasten
equipment. ing the exhaust of air pressure from the brake
chambers. The valve consists of a body cover and
The function of the valve is to close the air diaphragm so arranged as to permit air pressure
lines to horns, wipers, transmission shift, d iffer to flow through the valve in one direction. When
ential lock, etc., when the pressure in the main air application pressure is reduced, the air pressure
system falls below 65 psi (- 5 lbs.). Thus, in the which has passed through the valve is permitted
event of pressure loss to 65 psi, there still will be to escape through the exhaust port.
sufficient pressure left to apply service or emerg
ency brakes and stop the vehicle. SERVICEABILITY TESTS
1. Operating Test
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REPLACEMENT
Apply brakes, and observe that when brakes
are released, air pressure is exhausted freely
Removal
through the exhaust port of the valve. Be sure the
1. Block vehicle wheels.
exhaust port is not restricted in any way.
2. Exhaust air pressure from system.
3. Disconnect air lines to valve.
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2. Leakage Test
4. Remove valve from port of application
With brakes applied, coat the exhaust port
valve (or air tank line).
with soap suds to check leakage. Leakage is caused
ry
either by dirt on exhaust seat, by a worn diaphragm,
Installation
or by a damaged exhaust seat on valve cover.
1. Install valve in delivery port of application
valve (or air tank line).
QUICK RELEASE VALVE
2. Connect air lines to valve.
3. Build up air pressure in system and check
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REPLACEMENT
for leaks.
Removal
4. Drain air pressure in system below 65 psi
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Disconnect air lines from valve. Remove two
and check to determine if valve has shut off supply
bolts attaching valve to crossmember or axle
to applicable units.
bracket and remove valve assembly.
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QUICK RELEASE VALVE Installation

Mount valve on crossmember or axle bracket
Quick release valve is used as standard equip and tighten mounting bolts firm ly. Connect air lines
ment at both front and rear brakes on some models,
cc
to valve, referring to "A ir Lines” section for

and at front brakes only on other models. The torque specifications for air line fittings. Build up
air pressure in system, then test valve as direc
ted under "Serviceability Tests."
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MOISTURE EJECTOR VALVE

as
DESCRIPTION AND OPERATION

The moisture ejector valve is mounted on a
bracket attached to the cab step support close to
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the wet air tank. Moisture is ejected each time the

brakes are released. Air pressure lifts actuator
which lifts plunger, moving inlet valve off seat.
This permits flow of air from wet tank into column
section of valve. When brakes are released, air
pressure snaps actuator back in place, allowing
air and moisture in column to escape past plunger
seat through exhaust port of lower body to atmos
phere. Spring then returns inlet seat and plunger
seat to "O ff" position. This action takes place each
time brakes are applied and released, thereby
operating a continuous process of moisture ejec
Figure 10— Moisture Ejector Valve Installed ITypical) tion from brake air system.

BRAKES 5B-34
The moisture ejector valve is NOT standard 3. Remove bolts which fasten valve to bracket
equipment. It is offered as optional equipment on cab step support and remove valve.
only on conventional cab models series 70 and 80. Installation
1. Position valve on bracket on cab step sup
port and secure with attaching bolts.
REPLACEMENT (Refer to Fig. 10)
2. Connect air lines at valve.
Removal 3. Build up air pressure in system. Check
1. Exhaust air from system. operation of valve while applying and releasing
2. Disconnect air lines at valve. brakes. Check for leaks.
BRAKE APPLICATION VALVES
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GENERAL to permit replacement of assemblies regardless
of manufacturer. The following procedures cover
o
The brake application valves used on models ing removal and installation, apply to both Bendix-
covered by this manual all operate on the same Westinghouse and Midland-Ross valves.
basic principle. The physical shape of the valves
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and the methods of mounting differ according to
model. There are two mounting types; tilt cab CONVENTIONAL CAB MODELS
models and conventional cab models.
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Removal
CONVENTIONAL CAB MODELS 1. To remove pedal only, remove cotter pin
The application valve on these models is fas and drive out pedal to bracket pin.
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tened to the cowl (see fig. 2). The valve has two 2. To remove pedal and valve as an assembly
studs as part of the assembly and one threaded block vehicle wheels or hold by some means other
bolt hole. The valve is mounted inside the cab and than air brakes.
3. Drain air pressure from brake system.
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studs extend through holes in cowl. Nuts and lock
washers are installed on studs on engine compart 4. Disconnect air lines from valve both in
ment side along with one bolt to fasten valve se cab and in engine compartment.
curely to cowl. A pedal bracket and pedal assembly 5. From engine side of cowl, remove one bolt
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is fastened to the bottom of the application valve and two stud nuts which fasten valve to cowl.
by three bolts. Pedal assembly contacts valve 6 . Remove pedal and valve assembly from
piston with an upward movement. The exhaust port inside cab.
is on the back side of the valve and exhaust air es
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capes into engine compartment. Installation

1. Place pedal and valve assembly in position
T IL T CAB MODELS on cowl inside cab.
The application valve is mounted on a support 2. From engine compartment side of cowl,
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bracket in an inverted position inside the cab. The install one bolt and two stud nuts to fasten valve
actuating push rod from the brake pedal extends to cowl.
as
up through the bracket into the valve piston cup 3. Connect air lines to valve, both in cab and
as shown in figure 3. A breather tube is installed in engine compartment.
in the exhaust opening in place of filter screens 4. Start engine and build up air pressure to
and a hose connected to the tube carries the ex operating level.
haust air down below the cab floor.
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5. Check for leaks.

6 . Test operation of brakes.
NOTE: Various items of special or optional

APPLICATION VALVE REPLACEMENT equipment are often assembled in outlet ports of
the valve, such as low air pressure switch, double
On all conventional cab models both Midland- check valve, stop light switch, etc. These items
Ross and Bendix-Westinghouse application valves may be removed separately from the valve by dis
are interchangeable as complete assemblies (in connecting proper air lines, without the necessity
cluding pedal). The component parts are not inter of removing the valve from the vehicle. They may
changeable. All valve ports, mounting holes and also be taken out with the valve as an assembly,
brackets are located in the same relative places if desired.

BRAKES 5B-35
T IL T CAB MODELS gauge to see that it varies proportionately with

the movement of the treadle. When the treadle is
Removal fully applied, the reading on the test gauge should
1. To remove pedal only, remove cotter pin be approximately that of full reservoir pressure.
and drive out pedal to bracket pin. The reading on the test gauge should fall off to
2. To remove pedal, valve and bracket as an zero when application is released. Also, check
assembly or valve only, block vehicle wheels or pressures registered on the dash gauge. These
hold by some means other than air brakes. should agree with test gauge readings within 5
3. Drain air pressure from brake system. pounds.
4. Disconnect air lines from valve.
5. Disconnect exhaust hose from valve exhaust LEAKAGE TESTS
port. With the valve fully released, check the exhaust
6 . Remove bolts which attach support bracket port or end of exhaust tube for leakage. No leakage
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to cab and remove complete assembly or: is permissible. Leakage evidenced by this test is
7. If valve only is to be removed, remove bolts probably caused by worn or deteriorated inlet
which attach valve to support bracket and remove valve seal or by binding or corrosion between the
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valve. exhaust valve disc and the valve cage, preventing
the inlet valve from fully closing.
Installation Make and hold a high pressure application.
1. To install valve only, place valve in posi Coat the exhaust port and the top of the valve with
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tion on support bracket and attach with bolts or: soap suds. No leakage is permissible.
2. To install pedal, valve and support bracket
as an assembly, position in cab and attach assem Leakage evidenced by these tests may be due
to worn or deteriorated exhaust valve or leaking
bly to cab with bolts.
3. Connect exhaust hose to valve exhaust port.
4. Connect air lines to valve.
5. Start engine and build up air pressure in
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piston seals.
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brake system. PREVENTIVE MAINTENANCE
6 . Check for leaks.
7. Test operation of brakes.

BRAKE PEDAL
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No regular, periodic maintenance is required.

NOTE: Various items of special or optional
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At the time of each chassis lubrication it is well

equipment are often assembled in outlet ports of
to check pedal operation.
the valve, such as low air pressure switch, double
1. T ilt Cab Models. If the pedal does not move
check valve, stop light switch, etc. These items
"free and easy," lubricate the pedal to bracket pin
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may be removed separately from the valve by dis

and the push rod to pedal pin with engine oil. Use
connecting proper air lines, without the necessity
oil sparingly. Do not drip oil on pedal pad.
of removing the valve from the vehicle. They may
2. Conventional Cab Models. Some models
also be taken out WITH the valve as an assembly,
have pedals with roller contact, others do not. In
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if desired.
either case lubricate hinge pin and roller pin
(where used) with engine oil. Use oil sparingly.
APPLICATION VALVE
as
SERVICEABILITY TESTS
BRAKE APPLICATION VALVE
It is recommended that every year, or after
OPERATION TESTS 50,000 miles, whichever occurs first (and also
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Check the delivery pressure of the brake valve dependent upon type of operation and operator ex
using an accurate test gauge connected into one of perience) that the application valve be removed
the air lines leading to the brake chambers. De from the vehicle, disassembled and various com
press the treadle or pedal to several positions ponents inspected for wear or deterioration. In
between the fully released and fully applied posi stall new parts where they are found to be worn or
tions and check the delivered pressure on the test damaged. This applies to all valves on all models.
AIR LINES
Metal tubing and flexible hose are used to METAL TUBING
connect the various units in the air brake system. Metal lines are of annealed copper tubing with
Service instructions for both types follow. three-piece compression type fittings. Flared type

BRAKES 5B-36
fittings should never be used in air brake systems. constant flexing during vehicle operation. Hose
Connections should be tested at least every 5,000 connections should be tested at least every 5,000
miles and tightened or replaced if necessary. miles and tightened or replaced if necessary. Any
When replacing metal tubing, tubing must be free hose which is chafed, worn, or kinked should be
of burrs, copper cuttings, and dirt. Blow tubing out replaced.
with compressed air. Any of the above mentioned
particles will destroy sealing seats in air control SERVICEABILITY TESTS
units. New tubing must be of the same size as the
1. Operating Test
old tubing.
If any trouble symptoms, such as slow brake
Always use a new sleeve when replacing tub
application or release, indicates a restricted or
ing. When tightening tube connector nuts, tighten
clogged air line, disconnect the suspected tube or
to torque listed below to assure an airtight con
hose at both ends and blow through it to make sure
nection. Overtightening will cause leakage. Torque
the passage is clear. Inspect tubing and hose for
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specifications for various sizes of tubing are:
partial restriction such as would be caused by
Tubing dents or kinks. If such condition is found, tubing
Torque Pull on End of
or hose should be replaced.
Size Inch-Pounds 10-Inch Wrench
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1/4 Inch 75 to 175 7-1/2 to 17-1/2 Pounds 2. Leakage Test
3/8 Inch 1 0 0 to 2 0 0 10 to 20 Pounds With air system fully charged and brake ap
1/2 Inch 150 to 150 15 to 25 Pounds plied, coat all tubing and hose connections with
5/8 Inch 150 to 250 15 to 25 Pounds soap suds to check for leakage. No leakage is per
.
3/4 Inch 300 to 400 30 to 40 Pounds missible. Leakage is sometimes corrected by
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tightening the connection. If this fails to correct
FLEXIBLE HOSE leakage, new fittings, metal tubing, or flexible
Flexible hose is used at each brake cha.mber, hose must be installed.
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between cab and frame, and at trailer connections
where it is impossible to use metal tubing due to
TRAILER CONNECTIONS
On vehicles equipped with trailer connections,
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two air lines are used to connect the truck brake
system to the trailer brake system. One of these
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lines is the "Service" line and the other is the

"Emergency" line. The emergency line delivers
constant air pressure to the trailer air tank and
ca
operating valve, while the service line delivers

air pressure to trailer brakes only while the
trailer brakes are being operated, either by means
of the foot brake system or by the trailer brake
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hand control valve. Flexible hoses are used to

make the connection between the truck and the
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trailer. Each hose is equipped with couplings for

convenience in connecting and disconnecting the
truck and trailer brake systems (see fig. 1 2 ).
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The emergency line is at the right side and is

tagged "Emergency." The service line is at the
left side and is tagged "Service." When coupling
tractor and trailer make sure that air lines are
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properly connected. Couplings on trailer are also

tagged "Service" and "Emergency." See figure 11
for illustration of trailer connections mounted on
the back of a conventional cab model.
1 Trailer Hose 4 Hose Support Springs
Couplings 5 Electrical Connections 1. Couplings
2 Dummy Couplings 6 Tractor Protection Figure 1 2 shows a sectional view of a single
3 Brake and Electrical Valve hose coupling, and a view of the two couplings con
Lines T-2346 nected. The design of the coupling is such that
when the two are connected together, pressure is
placed on two rubber gaskets, making an airtight
Figure 11— Trailer Brake Connections (Conv. Model Shown) seal. The rubber gaskets should be replaced every

BRAKES 5B-37
may be caused by dirt on the key. This condition

can be remedied by cleaning the key and seat with
gasoline, then grinding the key to its seat with
grade 400 grinding compound. Thoroughly wash off
all grinding compound and coat key lightly with a
good grade of cup grease before assembling. If the
key or body is badly scored, the complete cut-out
cock should be replaced.
AIR PRESSURE GAUGE

The air pressure gauge in the instrument
panel provides the driver with a means of check
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ing system air pressure. The vehicle should never
be put in motion until pressure reaches 65 pounds.
If pressure reading drops to less than 65 pounds
while vehicle is in motion, vehicle should be stop
ped and the cause of air loss corrected. Dash gauge
should be checked regularly with an accurate test
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Figure 1 2 — Trailer H o se C o u p lin g gauge. If pressure reading varies 4 pounds or
more, replace gauge with a recalibrated unit.
six months, or more often under severe operating
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conditions.
2. Dummy Couplings LOW AIR PRESSURE SWITCH
Dummy couplings are mounted on rear of cab
and serve as hangers for the trailer hose when
they are disconnected from the trailer. Both hoses
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as a low air alarm. Buzzer is also used as a part
of engine alarm system. The switch is installed in
should always be connected to the dummy coup
a delivery port of the application valve or in a
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lings when not connected to the trailer.
fitting which is installed in a delivery port of the
3. Cut-out Cocks (When Used) application valve. Switch is adjusted and sealed by
Cut-out cocks are used in the trailer brake the manufacturer and is not reparable. Switch has
lines on vehicles not equipped with trailer break only one wire terminal, being internally grounded.
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away valve. Purpose of cut-out cocks is to provide

The low air pressure switch is an air-
a means of closing off these lines when they are
controlled s w i t c h in an electrical circuit,
not being used. The cut-out cock is open when the
automatically controlling a buzzer in the cab. A
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handle is at a 90-degree angle to the body, and is

tell-tale light is also used. Refer to applicable
closed when the handle is parallel with the body.
Wiring Diagram in Section 12 for electrical
Stops are provided so the handle cannot be turned
circuits.
beyond its normal open and closed positions.
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Cut-out cocks should be tested periodically The switch has a nominal pressure setting of
for leakage. Connect cut-out cock to source of air 58 to 65 psi. If switch fails, it must be replaced.
pressure, build up 90 pounds pressure against it, When installing switch, do not use sealing com
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and cover opening with soap suds. If leakage ex pound on threads, since the switch is grounded
ceeds a 1-inch bubble in 3 seconds, cock should be through its mounting and sealing compound will
repaired or replaced. In some instances, leakage act as insulation.
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TRAILER BRAKE CONTROLS
INDEPENDENT TRAILER and double check valve into trailer brake service
BRAKE APPLICATION line, applying the trailer brakes. When hand con
trol valve lever is returned to released position,
On vehicles equipped with trailer brake hand air pressure in the trailer brake service line is
control valve, trailer brakes may be applied with exhausted from exhaust port of the control valve,
out applying the truck brakes. When hand control releasing the trailer brakes. Any desired degree
valve lever is moved to applying position, air of trailer brake application is obtained by regu
pressure passes through the hand control valve lating the position of the hand control valve lever.

BRAKES 5B-38
I.C.C. BRAKE SYSTEM EQUIPMENT

Some vehicles are equipped with special I.C.C.
(Interstate Commerce Commission) brake system
equipment in conjunction with the trailer brake
controls. These controls are a tractor protection
(breakaway) valve and a trailer emergency air
supply control valve. These controls are provided
for the following purposes:
1. They protect the tractor air system from

complete loss of air pressure in the event of a
trailer breakaway or loss of air pressure in the
trailer air system.
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2. They automatically actuate the trailer brake
emergency relay valve (on trailer) in case the
tractor air system pressure falls below 45 psi.
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3. They provide the driver with a manual
means of actuating the trailer brake emergency
relay valve (on trailer).
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TRAILER BRAKE HAND
CONTROL VALVES
Three different trailer brake hand control
valves are used on these models. Midland-Ross
valve model N-3973-Hisusedonalltiltcab models.
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The other two hand control valves are used op
tionally on conventional cab models. Bendix-West-
inghouse (Model TC-2) and Midland-Ross (Model
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N-30060) are completely interchangeable.
All three valves are mounted on the steering
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column with the operating handle on the right-hand

side (see fig. 14). The valve graduates the deliver
ed air pressure in proportion to the degree the
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operating handle is moved. That is the farther the

handle is moved from "o ff" to "on,” the greater
the air pressure delivered to the trailer brakes.
1 T railer Brake Hand 5 Line to Tractor
If, at any time during such an application, a service
Control Valve Protection Valve
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brake application is also made with the foot-con

2 Air. Lines to 6 Brake Pedal
trolled valve, whichever valve releases the greater
Application Valve 7 Steering Column
air pressure will control the brakes.
3 Application Valve Bracket
as
On Midland-Ross valve model N-30060 it is

4 Stop Light Switch and 8 Steering Column
necessary to hold the handle in the desired posi
Double Check Valve T -2195
tion in order to apply trailer brakes. When handle
is released, it automatically returns to the "o ff"
Figure 13— Trailer Brake Hand Control Valve and Brake
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position. The Bendix-Westinghouse valve (Model Application Valve Installed IConv. Models)
TC-2) and the Midland-Ross valve on tilt cab
models (N-3973-H) will remain in the placed posi 4. Remove bolts attaching mounting bracket
tion until manually moved. Other than this oper and valve to steering column.
ation of all three valves is identical. 5. Remove valve and bracket.
HAND CONTROL VALVE REPLACEMENT Installation

1. Position valve and mounting bracket on
Removal steering column. Fasten with bolts.
1. Block vehicle wheels. 2. Connect air lines to valve.
2. Drain air from brake system. 3. Start engine and build up air pressure.
3. Disconnect air lines from valve. 4. Check for leaks and operation of brakes.

BRAKES SB-39
EMERGENCY CONTROL
VALVE REPLACEMENT
PU SH T O S U P P LY
Removal
T R A ILE R AIR
1. Drain air pressure from brake system.
2. Disconnect air lines.
P U LL FO R 3. Tilt Cab - Remove screws from plate
E M E R G E N C Y which holds valve to bracket at left of steering
column. Remove valve.
T -2 9 7 0
Conventional Cab - Disconnect knob and
push rod assembly from piston stem. Remove
Figure 14— Emergency Control Valve Decal (Conv. Models) screws which fasten valve to cowl. Remove valve
from engine compartment side of cowl.
TRAILER EMERGENCY AIR
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Installation
SUPPLY CONTROL VALVES 1. Position valve at mounting bracket (tilt cab)
The trailer emergency supply control valve, or cowl (conventional) and attach air lines.
working in conjunction with the tractor protection 2. Secure valve with screws. Install plate
(breakaway) valve, controls the operation of the where used.
3. On conventional cab models connect knob
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trailer brakes in EMERGENCY situations.
and push rod to valve stem.
NOTE: THIS SYSTEM IS NOT DE 4. Start engine and build up air pressure to
operating level.
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SIGNED TO BE USED AS A PARKING
BRAKE UNDER ANY CIRCUMSTANCES. 5. Check for air leaks.
6 . Check operation of trailer emergency brake.
There are several different model control

valves used on these vehicles but all operate on
the same principle. They are spring-loaded valves
ra TRACTOR PROTECTION
(BREAKAWAY) VALVE
which will automatically act when pressure in the
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truck brake system falls below 45 psi.
The tractor protection valve, used in conjunc
Whenever the emergency air valve is actuated,
tion with the trailer emergency air supply control
either manually or automatically, truck air system
valve, controls operation of the trailer brakes in
pressure must be built up above 45 psi and valve
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EMERGENCY situations.
knob must be manually pushed in to charge the
This valve is located on the inner side of the
trailer emergency line and release the trailer
cab back panel on tilt cab models and on the out
brakes.
side of the cab back panel on conventional models
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This same type valve is also used with the

(see fig. 1 1 ).
DD3 brake system which is optional equipment
Both service and emergency trailer brake
available on models TG and TM 70 only. For in
lines are routed through this valve, and its basic
formation relative to the function of this valve
function is to protect the tractor air brake system
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with the DD3 system, see procedures given under

from loss of pressure in the event of pressure loss
that heading in this section. If a truck has BOTH
in the trailer system.
the DD3 system and trailer brake controls, there
as
There are two optional valves used on con

w ill be TWO control valves and each will be
ventional cab models, one Bendix-Westinghouse and
properly identified.
one Midland-Ross. They are interchangeable as
There are two different valves used on con
complete assemblies but each must be used with a
ventional cab models, one Bendix-Westinghouse
control valve made by the same Manufacturer. You
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and one Midland-Ross. These two valves are inter

can NOT use a B-W breakaway valve with an M-R
changeable on conventional cab models as complete
control valve, and vice versa. The Bendix-West
assemblies. However on any given vehicle, it is
inghouse valve has two mounting bolt holes, while
necessary to use a breakaway valve of the same
the Midland-Ross valve has three mounting bolt
manufacturer with each control valve; you can
holes.
NOT use a B-W control valve with an M-R break
away valve, and vice versa.
BREAKAWAY VALVE REPLACEMENT
On conventional models this valve is located
in the engine compartment on the cab cowl and is Removal
connected to the knob by a push rod. The knob is 1. Block vehicle wheels.
located in the instrument panel in the first hole on 2. Drain air pressure from brake system.
the left side and is identified by a decal on the 3. Disconnect air lines.
panel which is illustrated in figure 14. 4. Remove mounting bolts and valve.

BRAKES 5B-40
Installation from trailer brake hand control valve connects to

1. Position valve on back of cab and install other end of check valve. Trailer brake service line
mounting bolts. and truck stop light switch are connected to the
2. Connect air lines. two side outlet ports.
3. Start engine and build up air pressure to
operating level.
4. Check for leaks. CHECK VALVE OPERATION
5. Check operation of brakes. When brake application is made by the foot
brake valve, air pressure from the foot brake
SERVICEABILITY TESTS valve forces the shuttle valve over against the
inlet from the hand control valve and flows out the
Operating Tests holes in the valve guide into the trailer brake
1. Pull out emergency air valve knob to ex service line. When foot brakes are released and
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haust air pressure from breakaway valve control trailer brakes are applied by means of the hand
line. Disconnect trailer emergency line from control valve, air pressure from the hand control
emergency outlet port at breakaway valve and valve forces the shuttle valve over against the
connect an air pressure test gauge to emergency inlet from the foot brake valve and flows out
outlet port. through the holes in the valve guide into the trailer
2. Start engine and build up air pressure in brake service line.
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system. Low air pressure buzzer should stop
operating at 58 to 65 psi. With air pressure in oper
CHECK VALVE SERVICEABILITY TESTS
ating range, push emergency air valve knob in.
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Test gauge should show full air system pressure.
1. Operating Tests
Then pull knob out; test gauge should drop to zero.
a. Apply truck brakes and note that brakes
3. Again build up air pressure in system to ra
apply promptly on both the truck and the trailer.
operating range, then stop engine. Push emer
Release truck brakes and note that brakes on truck
gency air valve knob in. Make a series of brake
applications until low air buzzer sounds. Slightly and trailer both release promptly.
b. Move hand control valve lever to applied
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open drain cock in the dry air tank to obtain a
position and note that brakes apply only on the
slow (approx. 1 0 psi per minute) pressure drop
trailer. Move control valve lever to released posi
in the tractor brake system. When truck air sys
tem drops to 45 psi (approx.), the emergency air tion and note that trailer brakes release promptly.
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valve knob should automatically come out and pres

sure on test gauge should rapidly drop to zero. 2. Leakage Tests
a. Apply truck brakes and check for leakage
Leakage Tests at hand control valve exhaust port, using soap suds.
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1. Build up air pressure in truck brake sys b. Apply trailer brakes only with hand control
tem to operating range. Push in emergency air valve and check for leakage at truck brake ap
valve knob to charge trailer brake system. Use plication valve exhaust port, using soap suds.
soap suds to coat exhaust ports of emergency air c. No leakage is permissible in either of these
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valve and breakaway valve. tests. If there is any leakage, replace the shuttle
2. When emergency air valve leaks excess valve.
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ively, install new piston O-rings. When breakaway

valve leaks excessively, install new O-rings and
plunger seal. CHECK VALVE REPLACEMENT
Removal
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1. Block vehicle wheels.

DOUBLE CHECK VALVE AND 2. Drain air pressure from brake system.
STOP LIGHT SWITCH 3. Disconnect air lines from valve.
4. Screw valve out of brake application valve.
A combination double check valve and stop Installation

light switch is used in brake systems equipped with 1. Screw valve into brake application valve.
trailer brake controls. Check valve is used to con 2. Connect air lines.
nect both the foot brake application valve and the 3. Start engine and build up air pressure to
trailer brake hand control valve to the trailer operating level.
brake service line. Check valve is installed in 4. Check for leaks.
delivery port in brake application valve. A ir line 5. Check operation of brakes and stop lights.

BRAKES SB-41
FRONT BRAKE LIMITING VALVE AND

TW O-W AY CONTROL VALVE
A combination limiting and quick release valve "DRY ROAD" position and with the truck brakes
and a two-way control valve are used in combin applied, coat the exhaust ports of the two-way
ation on some vehicles as shown in figure 15. This valve and limiting quick release valve with soap
combination permits full brake valve delivery pres suds. If leakage is excessive, valve should be
sure to the front brakes when on dry roads, or at replaced or repaired.
the option of the driver, limits the pressure to the b. Place the handle of the two-way valve in
front brakes to 50 percent of the brake valve de the "SLIPPERY ROAD" position and with the
livery pressure when on slippery roads. truck brakes applied, coat the exhaust port of the
The two-way control valve is mounted on in two-way valve with soap suds. If leakage is ex
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strument panel within easy reach of the driver. cessive, valve should be replaced or repaired.
The limiting quick release valve is mounted on
frame crossmember near the front brake cham
bers. One air line from brake application valve TWO-WAY VALVE REPLACEMENT
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is connected to the inlet port of the two-way valve
and another connects to the brake valve port at top Removal
of limiting quick release valve (fig. 15). Another 1. Block vehicle wheels.
air line connects the side delivery port of the two- 2. Drain air pressure from brake system.
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way valve to the port opposite the mounting pad of 3. Disconnect air lines.
the limiting quick release valve. The two other 4. Remove screws which fasten plate and valve
side ports of the limiting quick release valve are to instrument panel. Remove plate and valve. For
connected to the front brake chambers.
The limiting quick release valve, besides pro
viding for a 50 percent reduction of front wheel
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overhaul, refer to "Differential Control Valve" in
"REAR A X LE " (SEC. 4A) of this manual.
Installation
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brake pressure, also serves as a quick release 1. Position valve in instrument panel and con
valve when brakes are released. nect air lines.
SERVICEABILITY TESTS 2. Fasten valve and plate to instrument panel.
3. Start engine and build up air pressure to
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1. Operating Tests operating level.
a. Connect an air pressure test gauge into
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4. Check for leaks. Check operation of brakes.

the air line leading to the rear brake quick release
or relay valve; disconnect air line at valve and
connect gauge to line if no other convenient con LIMITING VALVE REPLACEMENT
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necting point is available. Disconnect one front

brake chamber line from port at side of limiting Removal
quick release valve and connect another test gauge 1. Block vehicle wheels.
to this port. 2. Drain air from brake system.
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b. Place the handle of the two-way valve in 3. Disconnect air lines.

the "DRY ROAD" position and apply the truck 4. Remove bolts which fasten valve to vehicle.
brakes. Both test gauges should read the same. Remove valve.
as
Place the handle of the two-way valve in the "SLIP

PERY ROAD" position and apply the truck brakes. Installation
The test gauge at the limiting quick release valve 1. Connect air lines.
should read approximately one-half the amount 2. Position valve on vehicle and fasten with
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shown on the test gauge connected to the rear axle bolts.

air line. 3. Start engine and build up air pressure to
operating level.
2. Leakage Tests 4. Check for leaks.
a. Place the handle of the two-way valve in 5. Check operation of brakes.
DD3 BRAKE ACTUATOR SYSTEM

DESCRIPTION are, the brake actuator (chamber), a push-pull
control valve (for manual parking and emergency
The DD3 brake actuator system consists of application), and an inversion valve (to direct the
three major units connected by air lines. These flow of air pressure to either parking or locking

BRAKES 5B-42
Limiting— Quick
Release Valve
Exhaust
Port
Inlet
Valve Plunger
Valve
Carrier
Front
Brake
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Chambers
Exhaust
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Port
Application
Valve
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Y ==
— Ai r Tank
DRY R O AD POSITION
ra oO
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Limiting— Quick
Release Valve
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as
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Figure 15— Front Brake Limiting and Two-Way Control Valve Operation

BRAKES 5B-43
chambers). Of these three units the actuator is When the control port of the inversion valve
used by either the service or parking systems, is vented, the inversion valve piston moves for
while the other units are used wholly by the park ward and opens the inlet exhaust valve. This opens
ing system to operate the foundation brake. These the line from the parking reservoir and allows air
three units are used in conjunction with a standard pressure to flow into the parking port of the DD3
foot control valve and a slack adjuster connection brake actuator. Full parking reservoir pressure is
to standard cam-operated wheel brakes. delivered and a parking brake application results.
With the rollers against the shaft, the shaft can
Since this DD3 system serves both parking move forward but is locked so that it cannot return
and service brake systems, information on me for release. To release parking brake application
chanical parking brake in sub-section for "PARK it is necessary to have full pressure in the air
ING BRAKE" applies to those vehicles which do system, "push in" on push-pull control valve (make
not have DD3 parking brake. sure it stays "in ") and make a full 1 0 0 psi service
brake application.
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The name of the system is derived from the
description of the actuator (chamber). "DD" de EMERGENCY OPERATION
notes the double diaphragm and the suffix "3 " The vehicle is equipped with an air pressure
denotes the triple action for service, parking and gauge (in the instrument cluster) and (as optional
emergency braking. The actuator functions nor equipment) a low air pressure buzzer. When the
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mally as a service brake chamber but in addition operator is aware of a loss of air pressure as
has a means of mechanically locking a brake ap indicated by the gauge or the buzzer, and the
plication so it can be used for parking. The DD3 service brakes will not stop the vehicle, a manual
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brake actuator is used only at the rear wheels. emergency application of the parking brake should
Standard air-operated chambers are used at the be made by pulling out the handle of the push-pull
front wheels. ra control valve. Brakes then operate as described
under the heading of "Parking Operation."
SERVICE BRAKE OPERATION
Figure 16 shows schematically how the sys In the event the operator does not respond to
tem works. With the handle of the push-pull con the warning system or if the system fails to func
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trol valve pushed in, air pressure from the park tion, or if the loss of air pressure is too sudden
ing reservoir is delivered through the push-pull for action, and if the air pressure in the parking
control valve to the control port of the inversion reservoir falls below 40 psi, the push-pull control
valve. From there it is routed to the lock port of valve will automatically "pop" out, causing pres
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the DD3 brake actuator. A ir pressure, acting on the sure in the DD3 actuator lock port to exhaust,
actuator piston moves it forward to contact the which will result in an automatic parking (em er
rollers which roll up the ramp of the piston hold gency) brake application.
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ing them away from the push plate shaft. This al
lows the push plate and shaft to move freely in
both directions for normal service brake applica DD3 BRAKE ACTUATOR
tion and release. OPERATION
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PARKING OPERATION
To park, the handle of the push-pull control NORMAL RUNNING
as
valve is pulled out. This action closes the inlet Through the push-pull control valve and an
valve, closing off any further air supply to the inversion valve, air enters the actuator locking
push-pull valve control port (and from there port and exerts pressure on the locking piston
through the inversion valve to the DD3 brake ac grommet. The resultant force moves the locking
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tuator lock port). At the same time, this "pulling piston forward against the rollers and roller
out” action opens the exhaust valve of the push- spring. The beveled, or ramp, end of the piston
pull control valve, which allows the lock port of will pick up and hold the rollers away from the
the DD3 brake actuator to vent through the control shaft. As long as air pressure remains against the
port of the inversion valve and then through the locking piston grommet and the rollers are not in
push-pull control valve and the open exhaust port contact with the shaft, normal service brake ap
of the foot control valve. plications will permit the shaft to move freely,
back and forth, past the locking mechanism. When
When the DD3 brake actuator lock port is a normal service brake application is made, air
vented the roller spring forces the rollers against enters the actuator service port and applies pres
the ramp on the collar to engage them with the sure against the service diaphragm. The diaphragm
push plate shaft. moves the push plate and shaft out, applying the

BRAKES 5B-44
CONTROL PORT
INLET VALVE SEAT RESERVOIR
EXHAUST VALVE
ATMOSPHERIC
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PARKING RESERVOIR J
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PARKING
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DIAPHRAGM PORT
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SERVICE RESERVOIR
D D3 BRAKE ACTUATOR
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SHAFT
PISTON
RAMP
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COLLAR RAMP
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as
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PARKING AND
EMERGENCY PORT
BRAKE
A P P L IC A T IO N
V A LV E
H
Figure 16 — Schematic Diagram of DD3 Brake Actuator System

BRAKES 5B-45
brakes. Upon the release of the service applica PREVENTIVE MAINTENANCE

tion, the brakes are released.
DD3 BRAKE ACTUATOR
PARKING
To park, air is exhausted from the locking Depending on experience and type of operation,
port and air is applied against the parking dia the drain slot in the actuator non-pressure plate
phragm through the parking diaphragm port. When should be checked and cleared periodically.
air is exhausted from the lock piston, the roller Brakes should be adjusted as is customary
spring forces the rollers against the collar and with any brake chambers. Push rod travel should
shaft. A ir entering the parking port exerts force be as short as possible without brakes dragging.
on the parking diaphragm. The diaphragm moves Excessive travel not only shortens the normal
the push plate and shaft out, applying the brakes. service life of diaphragms but gives slow braking
With no air on the lock piston, the shaft becomes response, wastes air, and decreases brake torque
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mechanically locked in the applied position as the output.
rollers wedge between the shaft and collar. Push rod to slack adjuster alignment should be
checked in both the applied and released positions,
the rod should move out and return properly with
NOTE: While in a parked position, when there . out binding. Also, check the angle formed by the
is a loss of air pressure on the parking diaphragm, slack adjuster arm and push rod. It should be 90°
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the output force on the shaft is reduced. However, or greater in any position, after adjustment.
the shaft will not retract since its output force is
transferred to the mechanical lock mechanism. It is recommended that every year, or after
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50,000 miles whichever occurs first (and also de
RELEASE OF PARKING APPLICATION pendent upon type of operation, and operator ex
To release a parking application of the DD3
ra perience) that brake actuators be removed from
brake actuator, it is necessary to re-apply air vehicle and disassembled.
pressure to equal a shaft force approximately the Disassemble DD3 brake actuator, clean all
same as was used in making the parking applica parts and lubricate locking mechanism. A special
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tion. This is necessary to release the locking ro ll barium base grease (or its equivalent) is recom
ers so they can be moved away from the shaft when mended as a lubricant.
air is re-applied to the locking piston. This can be
accomplished by making a 1 0 0 psi service appli When diaphragms or return spring or both
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cation after the push-pull control valve is "in " to are replaced, like parts in the corresponding
release the parking application. brake actuator on the same axle should also be
To release a parking application, air enters replaced.
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the locking piston and the air on the parking dia

phragm is exhausted. A full 100 psi service brake
application will be necessary to force the shaft OPERATING AN D LEAKAGE CHECKS
forward sufficiently to allow the locking rollers to DD3 BRAKE ACTUATOR
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disengage and unlock the shaft. Upon release of

the service application, the return spring will re
OPERATING
turn the shaft to the release position.
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With the brake actuator in the released posi

tion, make several service brake applications and
In the event of a loss of air from the service note that actuators apply and release properly.
system and it becomes necessary to move the Operate parking push-pull control valve and ob
vehicle before service air can be restored the
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serve that actuators apply. While actuators are

brakes may be manually released as follows: in a parking position, drain air supply to parking
diaphragm and note that actuators remain applied.
IMPORTANT: BLOCK WHEELS
OF VEHICLE BEFORE RELEASING Replenish air supply to auxiliary diaphragm.
BRAKES. Operate push-pull control valve to release park
ing application, then make a 1 0 0 psi service appli
cation to complete release of actuators. The mag
Exhaust any air pressure remaining in the nitude of the service brake application to release
parking reservoir by opening drain cock, then back the brakes may vary on different vehicles due to
off the slack adjuster at each rear brake chamber. compressor governor settings. A service applica
If necessary, disconnect slack adjuster from cham tion of approximately 1 0 0 psi w ill release the
ber push rod clevis. brakes.

BRAKES 5B-46
LEAKAGE 2. With the brake actuators in the released

With air system at maximum governor pres position, disconnect or completely remove air
sure and DD3 brake actuators in the released brake hoses from parking and service ports of the
position, check drain slot and around the push rod actuator.
boot with a soapy solution to detect possible leak
3. At this point, exhaust air from parking
age past the locking piston grommet.
reservoir. This may be done by opening the drain
cock in the reservoir tank or by pulling out the
Make and hold a service brake application
push-pull control valve button.
and again check the actuator drain slot for service
diaphragm leakage. Continue to hold the service
application and coat around the service and park NOTE OF CAUTION: Air will be
ing diaphragm clamping rings with the soapy solu exhausted out the line that was con
tion to detect seal leakage. nected to the parking port, if the push-
pull control valve is operated. If this
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Operate the actuator control valve to a park line is not removed, it should be dis
ing position and check the exhaust port of a service connected in such a way that it will
brake application to detect parking diaphragm not whip and cause damage as the air
leakage. This parking diaphragm leakage detection exhausts.
point could be the exhaust port of the foot brake
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valve, quick release valve or relay valve. While 4. As a safety precaution, the service system
still in a parking position, the parking diaphragm should also be drained.
clamping ring should be coated with the soap solu 5. Disconnect air brake hose at actuator lock
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tion to detect seal leakage. port.
6 . Remove yoke pin cotter pin and knock out
Should leakage be detected at the clamping
rings in either of the above tests, the clamping yoke pin.
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ring nuts should be tightened evenly but only enough 7. Remove mounting nuts, then actuator.
to stop leakage.
INSTALLATION
If the DD3 brake actuator does not function as IMPORTANT: DD3 brake actuators must be
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described, or leakage is excessive, it is recom installed with the drain slot pointing down and to
mended that it be repaired or replaced. wards the center line of the vehicle.
1. Mount actuator to mounting bracket and
DD3 BRAKE ACTUATOR
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tighten securely.
REPLACEMENT
(Refer to Figure 17) 2. Fasten actuator push rod yoke to slack
adjuster with yoke pin. Lock yoke pin with cotter
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REMOVAL pin. The angle formed by the push rod and slack
1. Block and hold vehicle by some means adjuster arm should be greater than 90 .
other than air brakes.
3. Connect air brake hoses to actuator taking
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F R O M PUSH-PULL precautions that the proper hose is installed in

VALVE
IN V E R S IO N the correct port, and hoses are positioned for
___V A LV E proper movement during coach operation.
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FR O M 4. Adjust brakes.
EM ERG ENCY
TANK
iD D 3 A C T U A K 5. Build up air pressure in system and test
operation of brakes.
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P A R K IN G PORT
6 . Test for leaks.
INVERSION VALVE DESCRIPTION

Q U IC K RELEASE
V A LV E The inversion valve is used in combination
LO C K PORT with the DD3 brake actuators and push-pull con
trol valve in a parking and/or emergency system.
When the push-pull control valve is operated, the
inversion valve operates permitting air in the
parking reservoir to apply the brakes. The inver
sion valve also operates automatically when air
pressure drops to a predetermined pressure (40
Figure 17— DD3 Brake Actuator System Installed at Hear Axle psi).

BRAKES 5B-47
The inversion valve employs a 1-1/4" diam INVERSION VALVE

eter hole mounting. The valve serves as a mani OPERATING AN D LEAKAGE CHECKS
fold having a total of six ( 6 ) 1/4" pipe ports: three
( 3 ) control ports, two ( 2 ) delivery ports and one OPERATING
(1) supply port. These ports are identified. The With the air brake system built up to governor
control ports are marked " C , " supply "S" and the cut out pressure and the brakes released, operate
delivery ports are marked "D ." The exhaust port by pulling out the push-pull control valve button
is protected by a diaphragm. to apply the brakes. Note that the brakes apply.
INVERSION VALVE OPERATION Operate by pushing in the push-pull control

valve to release the brake application and note
With no air pressure in the system, the in that the delivered air from the inversion valve is
version valve inlet valve is open and its exhaust exhausted out its exhaust port. The operation of
is closed. On initial build-up, as air enters the the push-pull control valve will not necessarily
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parking reservoir to which the inversion valve complete the release of the brakes. A full 100 psi
supply port is connected, it will pass by the open service brake application after the push-pull con
inlet and out the delivery ports. When system air trol valve is pushed in should complete the release.
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pressure reaches between 50 and 60 psi and the
push-pull control valve is pushed in, air will pass LEAKAGE
into the inversion valve from the push-pull control Start leakage checks with system pressure up
valve. This air flows in one control port and exerts to governor cut out and brakes released. Check
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a force on the inversion valve piston. At a pres the inversion valve exhaust port for possible leak
sure between 60 and 70 psi, the piston moves age at ( 1 ) the large piston grommet; ( 2 ) piston
against the resistance of the two ( 2 ) piston springs. stem grommet or; (3) the inlet valve or its seat.
The piston exhaust seat moves away from the inlet
and exhaust valve, opening the exhaust passage.
The inlet valve spring and supply air in the inlet
valve will cause it to seat. Air at the inversion
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Slight leakage is permissible. While the inversion
valve is still in this position, the cap nut should be
checked for leakage by the seal ring.
Actuate push-pull control valve by pulling out
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valve delivery will now exhaust from the valve on the button to apply the brakes, then check the
exhaust port. inversion valve exhaust port for exhaust valve or
seat leakage.
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PARKING OR EMERGENCY If the inversion valve does not function as

The air at the inversion valve control ports described or leakage is excessive, it is recom
is exhausted through the push-pull control valve mended that it be repaired or replaced.
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exhaust when it is operated. The piston springs

will then cause the piston to move and seat on the INVERSION VALVE REPLACEMENT
inlet and exhaust valve closing the exhaust pas (Refer to Figure 17)
sage. The inlet valve is moved off its seat by the
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piston, so that supply air from the parking reser REMOVAL

voir will pass by the open inlet and out the deliv 1. Block and hold vehicle by means other than
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ery ports. air brakes.

2. Drain service and parking reservoir air
When the application is released by pushing
supply.
as
in on the push-pull control valve, air passes into

3. Disconnect air lines and air brake hoses
the inversion valve control port. The piston moves
from inversion valve.
away from the inlet and exhaust valve, opening the
4. Loosen mounting nut and remove valve.
exhaust passage through the piston. The inlet valve
closes and air in the delivery ports will exhaust
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INSTALLATION
through the center of piston stem and out the in 1. Check and clean air lines to valve.
version valve exhaust port.
2. Mount valve securely with mounting nut
and lock washer.
PREVENTIVE MAINTENANCE
3. Connect air lines and air brake hoses.
The manufacturer recommends that every
4. Check for proper operation and leaks.
year or after 50,000 miles the inversion valve be
disassembled, cleaned and lubricated. Lubricate
with a barium base grease (or equivalent).
PUSH-PULL CONTROL VALVE
DESCRIPTION
Rubber parts should be replaced and any other
parts which show signs of wear or damage should The push-pull control valve is located in the
also be replaced. dash panel. It is to the right of the steering col-

BRAKES 5B-48
umn. The valve has a black knob which moves in

and out ("push-pull") for operation. The lettering
on the knob is illustrated in figure 18. A red color
ed ring on the knob, when exposed, indicates that
parking brake is on. The valve has four ports; two
delivery, one supply and one for connection to the
service brake foot control valve. The push-pull
valve directs the flow of air to the DD3 brake ac
tuator through the inversion valve. The direction
of flow is controlled within the valve by a combin
ation inlet and exhaust valve in conjunction with
the position of the knob ("push" for service, - "pull"
for parking).
Figure 18— DD3 Control Valve Knob
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CONTROL VALVE OPERATION 2. Exhaust air from parking brake system. It
is unnecessary to exhaust service air.
For operation of the push-pull control valve, 3. Disconnect air lines from push-pull con
refer to figure 17 and the description given previ trol valve. Mark lines to assure installation in
ously under "Service Brake Operation," "Parking correct valv ports when replacing valve.
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Operation" and "Emergency Operation." 4. Drive spirol pin out of button and remove
button.
CONTROL VALVE REPLACEMENT 5. Remove mounting nut from valve body and
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remove valve from dash panel.
REMOVAL INSTALLATION
1. Secure vehicle by some means other than 1. Position valve on dash panel and secure
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air brakes. with mounting nut.
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1 Lock Ring 6 Camshaft and Brake 11 Brake Shoe Return Spring

2 Spacer Chamber Bracket 12 Guide Pin Washer
3 Slack Adjuster 7 Backing Plate 13 Guide Pin "C " Washer
4 Camshaft Seal 8 Cam (integral with shaft) 14 Guide Pin
5 Camshaft Bushing 9 Cam Roller 15 Lock Ring
10 Brake Shoe 16 Anchor Pin t-1584
Figure 19— Front Brake Assembly (Wagner)

BRAKES 5B-49
2. Place button on plunger shaft, line up hole Synchro valve is connected to the control port of
in button with hole in plunger shaft and drive in the tractor protection valve.
spirol pin.
3. Connect air lines to push-pull control valve SERVICEABILITY TESTS
ports making sure lines are connected to correct
ports. 1. Operating Test. Pull knob of push-pull con
4. Build up vehicle air pressure system, and trol valve (tractor emergency brake) and note that
check valve for operation and leaks. trailer emergency brakes also apply. Push knob of
push-pull control valve and note that trailer emerg
SYNCHRO VALVE ency brakes release. A 100 psi foot valve brake
application will be necessary to complete release
The purpose of the Synchro valve is to activate of tractor brakes.
the trailer emergency brakes when tractor emerg 2. Leakage Test. Using soap suds, check for
leakage both with brakes applied and released. If
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ency push-pull control valve is pulled. It joins the
trailer emergency brake system to the tractor any leakage is evident, remove valve from vehicle
parking and emergency brake system. It is used and repair or replace.
only on vehicles which have trailer brake connec
tions and air operated emergency brakes (TG, REPLACEMENT
TM-70 only).
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Removal
On tractors which have an air operated emer
1. Block vehicle wheels or make a parking
gency brake system (such as DD3), as opposed to brake application (with DD3 system, parking brake
those having a mechanically applied emergency
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is effective after air is exhausted).
brake, this valve is used to apply both tractor and 2. Exhaust air from brake system.
trailer emergency systems simultaneously. The
3. Disconnect air lines from synchro valve
basic purpose of this type application is to prevent
and remove valve.
trailer "jack-knife" conditions, which can result
from applying only tractor brakes while vehicle is
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in motion. 1. Place valve in position and connect air lines.
The Synchro valve is mounted in the air line 2. Start engine and build up air pressure to at
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system controlling the trailer emergency valve. It least 1 0 0 psi.
is installed in the lines at the cab front cross sill, 3. Push "in " on control valve knob and make
in or near the junction block in the sill. It is ac a service brake application. This will release the
parking brake application.
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cessible with cab tilted or from underneath with

cab in normal position. The supply of air from the 4. Test as directed in applicable procedure.
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FRONT BRAKE SHOES AND ANCHOR PINS

ss
Wagner front brakes are standard on all S-17 Special Lubricant or equivalent at assembly.
a
models. Rockwell front brakes are used on F-150 Guide pins, two for each shoe, hold shoes in align
axle which is used as optional equipment on ment on backing plate.
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WM-80 models and on F-160 axle which is used as

optional equipment on JM-80 models.
ROCKWELL BRAKES (Fig. 20)
Models Equipped with Optional F-150 or F-160
WAGNER BRAKES (Fig. 19) Axle (Fig. 20). Front brake shoes are retained on
Anchor pin ends of shoes are secured on adjustable eccentric type anchor pins by C-wash-
anchor pins by lock rings. Shoe ends are not equip ers. Anchor pin ends of shoes are equipped with
ped with bushings; if shoes or anchor pins become replaceable bushings. Cam end of each shoe is
worn, parts must be replaced. Contact between flame hardened at surface in contact with cam.
cam ends of shoes and cam is made through ro ll
ers. No lubricant should be applied at rollers or A L L MODELS
cam head; anchor pin ends should be coated with One-piece molded lining is riveted to each

BRAKES 5B-50
shoe. Lining should be replaced before it becomes tained immediately if linings are trued-up with a
worn to the extent that the rivets will damage the conventional lining grinder so they are properly
brake drum. Make sure new lining fits firmly centralized in relation to center of hub.
against shoe and that all rivets are properly upset.
When brake drums have been machined oversize,
shims should be used between lining and shoe or
oversize lining used to maintain proper lining-to- Whenever any part of the brake assembly has
drum contact. Refer to "Brake Drums" in this been removed and replaced, adjust brakes as di
section. Maximum braking efficiency can be ob- rected under "Brake Adjustments."
Anchor Pin Adjustment (Fig. 20)

(F-150 or F-160 Axle Only)
On F-150 or F-160 axles, whenever brakes
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have been relined or anchor pin positions changed
for any reason, anchor pins must be adjusted to
properly locate the curvature of the lining to drum
and to obtain proper lining to drum clearance.
Make adjustment as follows:
1. Loosen anchor pin lock nuts and turn pins
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to position punch marks as close together as pos
sible as shown in figure 2 0 .
2. Rotate cam by turning slack adjuster worm
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shaft to bring shoe lining into contact with the
brake drum. Rotate anchor pins just enough to
relieve drag. Repeat the adjustment until further
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rotation of the anchor pins will no longer relieve
drag.
3. Tighten anchor pin lock nuts. Back off cam
to released position by turning slack adjuster worm
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shaft. Adjust brake chamber push rod travel as
directed under "Brake Adjustments."
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FRONT BRAKE CAMSHAFTS

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Front brake camshafts have constant lift type

cams forged integral with shaft. Camshafts are
mounted in camshaft and brake chamber brackets
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which are bolted to backing plate (figs. 19 and 20).

Each bracket is equipped with two bushings and a
lubrication fitting. Space between bushings acts as
as
a lubricant reservoir. Lubricant should be applied

sparingly at intervals specified in LUBRICATION
(SEC. 0).
1 Brake Shoe and Lining 9 Camshaft CAUTION: Do not overlubricate camshaft, as
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excess lubricant will be forced into brake drums.

Assembly 10 Slack Adjuster
Slack adjuster, mounted on splined end of
2 Anchor Pins 11 Slack Adjuster
camshaft, is held in place by a lock ring. A spacer
3 Anchor Pin C-washers Spacers
is used on each side of slack adjuster. Whenever
4 Brake Shoe Bushing 12 Lock Ring
5 Anchor Pin Lock Nut 13 Cam (Integral with camshaft has been removed, coat bushing surfaces
6 Backing Plate shaft) with S-17 Special Lubricant or equivalent before
7 Camshaft Bracket 14 Brake Shoe Return installing. After installation, apply lubricant as
8 Camshaft Bracket Spring directed in LUBRICATION (SEC. 0), and adjust
Bushing 15 Lubrication Fitting brake as directed under "Brake Adjustments."
T P M -8 2 2 8 Refer to "FRONT HUBS AND BEARINGS" (SEC.
3D) for removal of wheels, hubs, and brake drums
Figure 20 — Front Brake Assembly IRockwellI for access to brake shoes.

BRAKES SB-51
“S” CAM REAR BRAKES
Wagner " S ” cam brake assemblies are used anchor pins become worn, parts must be replaced.
on rear axle of all tilt cab models. A ll conven Refer to figure 22 for cross-sectional view.
tional cab models use "Stopmaster" brakes at
At cam end of each shoe, a roller installed
rear axle. Brake assembly can be removed as a
between shoe webs on a roller pin makes the con
complete assembly; however, the various com
tact between shoes and cam. Flats on end of roller
ponents must be replaced individually. Brake
pin fit into notches in shoe webs. Tension of brake
assembly shown in figure 21 is a typical Wagner
shoe return spring holds shoe rollers firm ly against
brake assembly.
cam. Return spring pins are staked in 8 places so
that they will not slide out of shoe webs. No lubri
BRAKE SHOES AND ANCHOR PINS
cation is required at rollers or roller pins; parts
(Refer to Fig. 21)
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should be assembled clean and dry. Anchor pin
Refer to "REAR HUBS AND BEARINGS" (SEC.
ends should be coated with S-17 Special Lubricant
4C) for removal of wheels, hubs, and brake drums or equivalent during installation.
for access to brake shoes.
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A two-piece molded lining is riveted to each
Each brake shoe consists of a shoe table with shoe. Linings should be replaced before wear ex
two shoe webs welded in place. At anchor end, poses the rivet heads and causes damage to brake
shoe webs straddle the mounting flange on brake drums. Both linings on each shoe are identical and
y.
spider and pivot on anchor pins. Anchor pins are can be installed at either end. New linings must be
held in place by a lock ring at each end. A leather securely riveted to shoe with correct size rivets,
seal is used between lock ring and shoe web at and rivets must be properly upset. Maximum brak
outer end and between dust shield and shoe web at
inner end to retain lubricant and exclude dirt. Shoe
ends are not equipped with bushings; if shoes or
aring efficiency can be obtained immediately if lin
ings are trued-up with lining grinder so they are
properly centralized in relation to center of hub.
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S e c t io n A - A
L o o k in g in D ir e c tio n
as
o f A rro w s
1 Brake Shoe
2 Brake Shoe Return
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Spring
3 Cam (integral with
shaft)
4 Camshaft Seal
5 Camshaft Bushing 9 Camshaft 14 Anchor Pin
6 Brake Spider 10 Snap Ring 15 Leather Seal
7 Dust Shield 11 Spacers 16 Brake Shoe Roller
8 Camshaft and Brake 12 Slack Adjuster 17 Roller Pin
Chamber Bracket 13 Lock Ring 18 Brake Shoe Lining
T P M -7 6 3 0
Figure 21— Rear Brake Assembly (Wagner)

BRAKES 5B-52
type cams forged integral with shaft. Camshaft is

carried in a bushing in brake spider at outer end,
and in a bushing in camshaft and brake chamber
bracket at inner end. Camshaft and brake chamber
bracket is bolted to brake spider in conjunction
with the brake dust shield. Lubrication fitting in
bracket provides a means of lubricating both bush
ings; space between bushings serves as a lubricant
reservoir. Seals, in outer end of camshaft bore in
brake spider and in inner end of bracket, retain
lubricant and exclude dirt. Apply lubricant at in
tervals indicated in LUBRICATION (SEC. 0).
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CAUTION: Do not overlubricate camshaft, as
excess lubricant may be forced by the seals into
the brake drums.
Slack adjuster, mounted on splined end of

camshaft, is held in place by a lock ring. A spacer
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is used on each side of slack adjuster. On the brake
assembly shown in figure 2 1 , the two spacers ( 1 1 )
Figure 22— Hear Brake Shoe Anchor Pin Installation are the same; on some models equipped with off
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set slack adjusters, the inner spacer is thicker
Whenever any part of the brake assembly has than the outer spacer. Whenever camshaft has been
been removed and replaced, adjust brakes as di removed, coat bushing surfaces with S-17 Special
rected under "Brake Adjustments." Lubricant or equivalent before installing. After
CAMSHAFT AND MOUNTING
rainstallation, apply lubricant as directed in LUBRI
CATION (SEC. 0), and adjust brakes as directed
Rear brake camshafts have constant lift, S- under "Brake Adjustments."
b
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BRAKE DRUMS
a
Brake drum installations are illustrated in it is recommended that the following maximum
"REAR HUBS AND BEARINGS" (SEC. 4C) and in oversizes not be exceeded:
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"FRONT HUBS AND BEARINGS" (SEC. 3D). By (a) Drums with standard diameter up to 14"
referring to the illustrations in the above sections, can be machined up to .060" oversize.
methods of replacing brake drums are readily (b) Drums with standard diameter over 14"
discernible. can be machined up to .080" oversize.
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Whenever brake drums are removed for serv When it is found that machining to these max
icing brakes, inspect drums. If found to be scored, imum limits does not provide a suitable braking
rough, or out-of-round, drums should be machined. surface, discard the worn drum and replace with
as
a new standard drum.

Machining or grinding •of brake drums in
creases the inside diameter of the drum and chang DO NOT EXCEED THESE LIMITS. THIS IB A
es the lining to drum fit. When machining drums, SAFETY PRECAUTION.
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BRAKES 5B-53
STO PM ASTER S T A N D A R D SIN G LE A X L E "FA IL-SA FE” T A N D E M A X L E "FA IL-SA FE” «
m
Figure 23— Stopmaster Brake Assemblies
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STOPMASTER BRAKES
The Stopmaster type brake differs from the face, there are buttress type teeth. The plunger
conventional "S" cam type brake in several re guide is free to slide in a drilled hole in the spider
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spects. The air chamber push rod is connected to housing and has teeth to match those on the exter
the brake shoes through a series of wedges, roll ior surface of the actuator. A spring, gasket, and
ers, and plungers rather than through a slack ad bolt are used to hold the guide in contact with the
juster and camshaft. Stopmaster brakes are used
at the rear wheels only. Stopmaster brakes employ
two different type air chambers; ( 1 ) a standard
ar actuator.
Figure 25 is an illustration of an automatic
adjuster assembly installed. When the plunger as
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air chamber which is operated by air pressure and sembly is moved outward to apply the shoe against
(2) a "Fail-Safe" air chamber which can be oper the drum, the plunger guide will slide across the
ated either by air pressure or by spring pressure. sloping sides of the teeth on the actuator. If the
There are three basic variations of Stopmaster plunger assembly moves outward and exceeds the
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brakes shown in figure 23. pitch distance, the teeth on the guide will engage
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the next teeth on the actuator. When the plunger

AUTOMATIC ADJUSTER returns, the actuator must rotate in order to allow
the assembly to return to the "in " position. This
rotation is caused by the angle of the teeth. As the
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All Stopmaster brakes have automatic adjust actuator rotates, it screws the adjusting bolt. The
er mechanisms. The basic part of the adjuster distance for the plunger to move before adjusting
(refer to fig. 24) is a plunger assembly which is is controlled either by the angle of the teeth, and/
made up of the adjusting plunger, the actuator, and or the number of teeth. This travel establishes
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the adjusting bolt. The actuator is threaded intern the lining-drum clearance.
ally to receive adjusting bolt. On the external sur-
The plunger guide has two flat sides, which
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are a slip fit in a slot in the adjusting plunger.

1 Adjusting Bolt and Shoe
This performs two functions: (1) it prevents the
Retainer Assembly guide from turning, and ( 2 ) it prevents the adjust
ing plunger from turning in the housing.
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In order to function properly the adjusting

bolt must not turn. If it rotates with the actuator,
no adjustment would occur.
The combination of the number of teeth on the
outside of the actuator and the number of threads
2 Actuator 6 Plunger Guide Spring per inch on the adjusting bolt establishes the ac
3 Plunger Seal 7 Plunger Guide Washer
4 Adjusting Plunger 8 Plunger Guide Bolt
tual linear advance or rate of adjustment.
5 Plunger Guide Procedures covering the removal and install
ation of automatic adjuster components are given
Figure 24— Automatic Adjuster Components in the following paragraphs:

BRAKES 5B-54
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1 Brake Air Chamber Assembly 11 Gasket 21 Plunger Seal and Retainer
2 Non-Pressure Half 12 Spring 22 Roller Retaining Cage
3 Brake Shoe Assembly 13 Adjusting Sleeve (Actuator) 23 Wedge Spring
4 Adjusting Bolt Assembly 14 Adjusting Plunger 24 Cotter Key
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5 Identification Ring 15 Wedge Spring Retainer 25 Washer

6 Spanner Nut Retainer 16 Roller 26 Wedge Shaft
7 Spanner Nut 17 Plunger Housing 27 Wedge Guide
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8 Plunger Seal and Retainer 18 Anchor Plunger (Solid) 28 Diaphragm Plate (Push Rod)
9 Adjusting Pawl (Plunger Guide) 19 Guide Screw 29 Rubber Boot
10 Hollow Cap Screw 20 Gasket 30 Pressure Half T-2293
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Figure 25— Automatic Adjuster Assembled

as
Any time the adjuster assemblies are re 4. Unscrew adjusting bolt from actuator.
moved for service they should be lubricated as 5. Using a screwdriver, pry plunger seal out
directed in the following procedures. of spider housing.
The adjuster system should be disassembled 6 . Remove actuator and adjusting plunger.
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whenever brake shoes are relined and inspected

for the general condition of all moving parts. It is INSTALLATION (Refer to Fig. 24)
advisable to use new plunger seals and gaskets NOTE: Make sure that adjusting mechanism
when removing and installing these parts. is installed at proper end of spider so that brake
shoe ends are mounted in proper position. Also
REMOVAL (Refer to Fig. 24) make certain that all parts are properly lubri
1. Remove brake shoes and brake chambers cated. All threads on all components should be
as detailed under applicable procedures. coated with lubricant to assure smooth, free oper
2. Remove bolt and plunger guide gasket from ation. The tip of the plunger guide and the entire
housing. plunger should also be coated. See LUBRICATION
3. Remove spring and plunger guide. (SEC. 0) for type of lubricant to be used.

BRAKES 5B-55
7. Install anchor plunger components as des

cribed under "Brake Actuation Components."
8 . Install brake shoes and brake chamber as
detailed under applicable procedures.
INITIAL ADJUSTMENT
If a new installation has just been made as
described above, start engine and buildup required
amount of air pressure in system. Then pump the
brake pedal until the automatic adjuster system
adjusts enough to provide sufficient brake for safe
driving. Final adjustment is made with the vehicle
in motion, by pumping the pedal.
SERVICING STANDARD STOPMASTER
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BRAKE CHAMBERS
It is recommended that all brake chambers be
removed, disassembled, inspected and thoroughly
cleaned at the time that brakes are relined or at
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one year periods, whichever occurs first (also
dependent upon type of operation and operator ex
perience). Thorough cleaning, proper lubrication
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and replacement of any worn parts on a preventive
maintenance basis will assure proper operation
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Instructions covering the removal and service
of standard chambers follows (refer to fig. 27):
REMOVAL AND DISASSEMBLY

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1. Disconnect air lines from chambers.
Figure 26— Installing Adjusting Bolt 2. Using a punch, drive lock washer protru
sions from notches in spanner nut and spider
1. Install new seal on adjusting plunger and housing.
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actuator. 3. Using a spanner wrench or a punch and

2. Install adjusting plunger and actuator in hammer, loosen spanner nut which secures air
spider housing. chamber to brake spider housing.
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3. Tap plunger seal into place in spider hous 4. Remove air chamber assembly from brake
ing. See figure 32. spider housing.
4. Screw adjusting bolt into actuator to the 5. Remove bolt and nut which secure clamp
full length of threads, then back off 1/4 turn so ing ring.
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that screw will not jam and fail to adjust when as 6 . Scribe a mark across the pressure housing
sembly is complete. See figure 26. and the non-pressure housing to assure proper
5. Install plunger guide in spider housing. The reassembly.
as
end of the guide with teeth is installed first and the 7. Remove diaphragm, rod, boot and guide
flat sides of the guide must fit into the slot in the from housings.
adjusting plunger to mesh with the outer teeth of
the actuator. CLEANING AND INSPECTION
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CAUTION: The chamfered notch on the back
suitable cleaning fluid. Blow dry with air or wipe
end of the guide must be toward the plunger seal
dry with cloth. (Do not use solvent on diaphragm.)
end of the housing, otherwise the automatic adjust
2. Examine diaphragm and replace with new
ment feature will not function. When properly as
part if any signs of wear or deterioration are
sembled, if adjusting bolt is turned in one direction,
evident.
the brake will adjust and if turned in opposite di
3. Inspect pressure housing for scratches,
rection a ratcheting effect will result. When as
scores, or excessive wear. Examine all parts for
sembled wrong, a ratcheting effect will result re
obstructions and remove any foreign matter.
gardless of which direction adjusting bolt is turned.
4. Examine diaphragm plate rod boot for de
6 . Install spring, gasket and bolt. terioration or cracks. If deterioration or other

BRAKES 5B-S6
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Figure 27— Standard Slopmasler Air Chamber Components
damage is evident, replace. In order to replace SHOE RE LINING

boot it is necessary to remove the plastic guide Each brake shoe consists of a shoe table with
from the end of the rod. If the guide is damaged a single web welded in place. A two-piece molded
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or worn, it too should be replaced. Apply a liberal lining is riveted to each shoe. Lining should be
amount of rubber cement to boot flange and mating replaced before wear exposes the rivet heads and
surface on non-pressure housing. causes damage to brake drums. Both linings on
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each shoe are identical and can be installed at
BRAKE CHAMBER ASSEMBLY either end. New linings must be securely riveted
AND INSTALLATION ra to shoe with correct size rivets, and rivets must
1. Install boot, rod, guide and diaphragm in
non-pressure housing.
2. Position pressure housing on non-pressure
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housing so that scribe marks made at disassembly
are aligned.
3. Install clamping ring on assembly and
secure with bolt and nut.
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4. Install air chamber in brake spider housing

until it ''bottoms” in spider. Then back off not
more than one full turn to position chamber ports
in line with air tubes. The plastic guide will as
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sure proper positioning of the wedge. At this point

lock the air chamber in position by tightening the
spanner nut against lock washer and the spider
housing. Using a punch, drive edge of lock washer
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into notches provided in spider housing and spanner

nut (see fig. 28).
as
BRAKE SHOES AND LININGS

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BRAKE SHOE REMOVAL

(Refer to Fig. 29)
1. Jack up rear of vehicle and remove wheels.
2. Remove hub and brake drum assembly.
Refer to "REAR SUSPENSION” under "HUBS AND
BEARINGS" (SEC. 4C) of this manual.
3. Remove brake shoe return springs from
both shoes.
4. Lift brake shoe web out of shoe hold-down
clip and out of notches in anchor and adjusting
plungers. NOTE: Mark adjusting end of brake
shoes to insure correct reassembly. Figure 28— Staking Air Chamber Lockwasher

BRAKES 5B-57
1 Brake Shoe and

Lining Assembly
2 Adjusting Bolt Assy.
3 Adjusting Sleeve
(Actuator)
Plunger Seal and

Retainer
Adjusting Plunger
Brake Spider
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(Plunger Housing)
Adjusting Pawl
(Plunger Guide)
Spring
Gasket
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Bolt
Brake Shoe Hold-
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Down Clip
Guide Screw
Anchor Plunger
(Solid)
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Brake Shoe Return

Spring
Dust Shield
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Lock Washer
Bolt
Dust Cover
Wedge Shaft
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Roller
Roller Retaining
as
Cage
23 Wedge Spring
Retainer
24 Wedge Spring
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25 Washer
26 Cotter Pin
27 Identification Ring
28 Spanner Nut
29 "Failsafe" Air
Chamber
30 Standard Air Chamber
31 Lock Washer
32 Nut T-2291
Figure 29— Stopmaster Brake Components (Automatic Adjuster with “Fail-Safe")

BRAKES 5B-58
be properly upset. Maximum braking efficiency

can be obtained immediately if linings are trued-
up with a lining grinder so they are properly
centralized in relation to center of hub.
BRAKE SHOE INSTALLATION

(Refer to Fig. 29)
1. Position brake shoe webs inside hold-down
clips with ends engaging slotted end of anchor
plungers and slotted end of adjusting bolt. 1 Retaining Cage 5 Wedge Return Spring
NOTE: Brake shoes are constructed with a 2 "Ears” on Washer 6 Return Spring Washer
4-inch radius on the adjusting end and a 3-inch 3 Roller 7 Cotter Pin
4 Wedge Retainer 8 Wedge
radius on the anchor end. When installing shoes
Washer
on brake assembly, make certain the end marked
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as suggested in "NOTE" of step 4 of "Removal" Figure 30 — Wedge and Roller Assembly
is mounted in adjusting plunger.
2. Install brake shoe return springs. Make
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certain hold-down clip applies pressure to shoe
web to avoid cocked shoes.
BRAKE ACTUATION COMPONENTS
y.
Actuation components can be serviced without
removing spider from axle. Trouble diagnosis
might indicate faulty internal part or parts which
would not necessitate brake chamber disassembly
or new brake lining. Actuation components should
then be inspected for faulty or unacceptable con
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ditions.
For service of automatic adjuster components
see procedures under that subject on a previous
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page of this section. The following procedures
cover the anchor end components and other ac
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tuation components.

1. Remove brake chambers. Refer to proced
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ures covering standard and/or "Fail-Safe" cham

ber service.
2. Loosen spanner nut, then unscrew non
pressure housing from brake spider. This leaves
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wedge, roller and spring assembly exposed.

3. Remove wedge, roller and spring assembly
as
from actuation housing by pulling straight out.

4. Remove brake shoes. Refer to procedure
covering this operation.
5. Remove plunger guides and washers.
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6 . Pry plunger seal from spider housing.
7. Remove anchor plunger.

8 . Remove automatic adjuster components as
described in applicable procedures.
DISASSEMBLY OF WEDGE ASSEMBLY

1. Remove cotter pin and wedge return spring
washer from wedge assembly.
2. Slide wedge spring off wedge.
3. Remove wedge retainer washer and rollers
from roller retaining cage. Figure 31— Installing Seal on Anchor Plunger

BRAKES 5B-59
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T-2340
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Figure 32— Installing Anchor Plunger and Seal
Figure 34— Installing W edge Assembly
All components should be thoroughly cleaned 4. Inspect actuation housing cylinder bores for
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prior to inspection and reassembly. scores, scratches, or corrosion. Light scratches

or slightly corroded spots may be polished out
1. Inspect wedge for bent or distorted condi with crocus cloth. Never use emery cloth or sand
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tion. Examine bearing surfaces for scoring or paper. If scratches or corrosion are too deep to
wear. Replace wedge if there is evidence of wear be polished out, spider must be replaced.
or distortion. 5. Inspect plungers for scoring, scratches, or
2. Examine rollers for any wear or out-of corrosion. Light scratches may be polished out
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round condition. No scratches or scoring is per with crocus cloth. If scratches or corrosion are
missible. too deep to be polished out, plunger must be re
3. Examine wedge spring for fatigue or cor placed.
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rosion. Replace spring if necessary. 6 . Inspect plunger seal for any cracking or
deterioration. Any deterioration is unacceptable

and seal should be replaced.
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ASSEMBLY OF WEDGE ASSEMBLY

1. Install rollers in retaining cage.
2. Place washer in position on retaining cage.
3. Install wedge in retaining cage.
4. Position spring on wedge against washer
and compress enough to install return spring
washer and cotter pin.
INSTALLATION (Refer to Fig. 29)

1. Install new seals on anchor plungers as
Figure 3 3 — Plunger Seal Installing Tool Dimensions shown in figure 31.

BRAKES 5B-60
2. Install plungers and seals in housing as

shown in figure 32.
NOTE: Installation tool shown in figure 32 can
be made locally according to dimensions shewn in
IN S T A L L A T IO N
figure 33. “ SLO TS"
3. Insert plunger guide with new washer inside
slots in anchor plungers.
4. Install automatic adjuster components as
detailed in applicable procedure.
5. Install wedge assembly in actuation housing
(refer to fig. 34). Be sure rollers are seated cor
rectly in retainer cage and make good contact with
plungers.
NOTE: Spring retainer washer has "ea rs" on
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each side to be used as guides to assure correct
installation (see fig. 30). Housing has "slots" to
match "ears" on washer (see fig. 35).
6 . Install brake shoes as previously desc ribed
under "Brake Shoe Installation" in this section.
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7. Install brake chambers as described pre
viously.
8 . Connect all air lines into both chambers. Figure 35— W edge Cavity in Housing (“Slots" Shown)
9. Build up air pressure in system and push
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parking brake knob in to admit air into outer see fig. 38). Brakes are now in operating condition,
chambers (with "Fail-Safe" only). either for service brakes or parking.
10. With air in outer chambers, turn release 11. After brakes are in operating condition,
bolt at each chamber (if "Fail-Safe") counterclock
wise as far as it will go (approximately 18 turns -
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adjust brakes and repeat operating and leakage
tests as previously described.
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“FAIL-SAFE” BRAKES
GENERAL spring compressed. When air pressure is released
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from the outer chamber by pulling out the knob on

The Stopmaster "Fail-Safe" is a mechanical the parking brake control valve, spring pressure
actuation feature for power brakes and is two-fold forces the piston toward the service brake cham
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in purpose. It is used as an air-released, spring- ber; piston movement is transmitted through the
applied parking brake, as well as a safety feature service brake diaphragm plate rod to the brake
in the event of air brake failure. actuating mechanism, applying the brakes.
This same action will take place in the event
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air pressure is lost from the system.

NOTE: The air tank supplying air pressure
BRAKE CHAMBERS (Fig. 36)
to the parking brake chambers is protected from
as
Two brake chamber assemblies are used at

the main air system by a one-way check valve;
each wheel. Type used differs by model as shown
this tank will contain enough pressure for at least
in figure 23. The "Fail-Safe" brake chamber as
one parking brake release in case pressure is lost
sembly consists of an inner and outer chamber.
from the main air system.
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The inner chamber, containing a diaphragm and

diaphragm plate rod, serves as the service brake In case of complete pressure loss, and pres
chamber and operates in the same manner as a sure in the protected tank is depleted, brakes will
conventional brake chamber. Movement oi dia remain applied until air pressure is restored. If
phragm plate rod is transmitted to the brake shoes necessary to move the vehicle before air pressure
through the mechanical actuating components as can be restored, brakes can be released by turn
described later. ing the release bolts clockwise as far as possible
The outer chamber contains a spring-loaded (approximately 18 turns) to compress the springs,
piston which acts against the service brake cham as shown in figure 38. (This must be done at all
ber diaphragm plate rod. During normal oper ation, "Fail-Safe" chambers at each wheel.) After air
constant air pressure is applied to the outer cham pressure has been restored, service brakes will
ber; this pressure, acting on the piston, holds the be operative immediately; however, the parking

BRAKES 5B-61
ment is transmitted to both ends of each brake

shoe through wedges, rollers, and plungers which
are installed in the actuating housing in the brake
spider. One plunger for each shoe incorporates an
adjusting wheel to provide a means of adjusting
the brakes to compensate for normal lining wear.
All Stopmaster brakes have automatic adjuster
mechanisms.
SERVICEABILITY TESTS
OPERATING TEST
1. Service Brakes
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Make a brake application and check expansion
of brake shoes against drum. Shoes should move
freely and instantly when brake treadle is depress
ed. Release treadle. Shoes should contract and
release brakes without any lag. Visually inspect
I n le t P o rt entire lining area to see if lining is bearing prop
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( S e r v ic e B r a k e s ) In le t P o r t
erly on both sides.
(P a r k in g B ra k e )
1 Spring Lock 12 Wedge Rod (Part of 2. Parking Brakes
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2 Release Bolt Wedge Assembly Apply parking brakes by pulling knob of con
3 Spring and Cap 13 Non-Pressure trol valve to release air from chamber. Brakes
Assembly Housing ra should apply promptly and should hold on any grade
4 Release Bolt Nut 14 O-Ring on which vehicle is expected to operate. Release
5 Piston 15 Rubber Washer the brakes by pushing knob in. Brakes should re
6 Pressure Housing 16 Spring lease instantly and wheels turn freely.
7 Clamping Ring 17 Rivet
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8 Rubber Diaphragm 18 Retainer Plate LEAKAGE TEST
9 Diaphragm Plate 19 Piston Seal
Rod 2 0 Expander 1. Service Brakes
Rubber Boot 21 Spring Lock With brakes applied, check air chambers for
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1 0
1 1 Wedge Rod Guide Capscrew T -2199 leakage at clamping ring by covering ring with
soap suds. Also apply suds to drain holes on bot
Figure 36— “Fail-Safe” Brake Chamber Assembly
tom of chamber. Any small air leaks should be
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evident. No leakage is permissible at either loca

brake will remain inoperative until the spring re tion. If leakage occurs at clamping ring, tighten
lease bolts are backed out (counterclockwise) as clamping ring. If leakage persists, diaphragm may
far as possible to release the springs. Push park be damaged or not fitting properly between pres
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ing brake valve knob in to released position to sure and non-pressure housings (see figs. 36 and 37).
admit air pressure into the parking brake chambers If air is escaping from drain holes only, it is
to hold springs compressed while turning the re an indication that diaphragm is faulty.
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lease bolts.
CAUTION: Under no circumstances should 2. Parking Brakes
any service operations be attempted on the brake a. With parking brake released by air pres
chambers without first compressing the springs sure, apply soap suds on cap around release bolt.
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by means of the release bolts. Applying air pres Any leakage that is evident indicates a faulty piston
sure (at least 60 psi) to the parking brake cham seal. Seal should be replaced and suds applied
bers, either from the vehicle air system or from again to be sure leakage has been corrected.
shop air supply, will hold springs compressed and b. Soap suds should be applied at cap to pres
facilitate turning bolts. sure housing joint. If leakage is evident, fault
could be due to distorted cap caused by careless
MECHANICAL ACTUATING COMPONENTS handling or deteriorated rubber washer between
(Refer to Fig. 29) cap and housing.
When pressure is applied to the brake cham c. Coat service brake relay valve exhaust
ber diaphragm plate rod, either by air pressure port with soap suds. Leakage at this point indicates
during a service brake application or by spring leakage past O-ring seal in the pressure housing.
pressure from the parking brake chamber, move If leakage occurs, replace O-ring with new part.

BRAKES 5B-62
19 20
1 Spanner Nut Retaining Washer 9 Washer 17 Housing to Plunger "O " Ring
2 Spanner Nut 10 Bolt 18 Air Chamber Piston Plunger
3 Wedge Rod Guide 11 Non-Pressure Housing Assembly
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4 Tag Nut 12 Push Rod Boot 19 Air Chamber Cap Assembly
5 Caution Tag 13 Diaphragm Plate Rod 20 Release Bolt Spring Lock
6 Nut 14 Rubber Diaphragm 21 Capscrew
7 Lock Washer 15 "F ail-S afe" Pressure Housing 22 Lock Washer
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8 Clamping Ring 16 Housing to Cap Rubber Washer
Figure 37—"Fail-Safe” Air Chamber Components
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SERVICING “FAIL-SAFE” BRAKE housing. Using a wrench on hex end of cap, un
CHAMBERS screw cap and spring assembly from housing; OR
Brake chamber components can be removed

from the vehicle for inspection and replacement of
parts without removing the non-pressure housing
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mount hex end of cap in vise and, using special
"strap" type wrench to remove pressure housing
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and without disturbing the mechanical actuating
mechanism.
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Refer to figure 36 (also refer to figure 37 for
ar
components).
C A U T IO N : BEFORE ATTEMPTING BRAKE

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CHAMBER REMOVAL, BLOCK WHEELS SE

CURELY, SINCE PARKING BRAKE W ILL NOT
BE APPLIED.
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1. With air pressure in parking brake cham

ber (brake released), loosen release bolt spring
lock and swing to one side; then turn release bolt
as
clockwise as far as it will go (approx. 18 turns)

to compress the power spring. Refer to figure 38.
2. Exhaust air pressure from parking brake
chamber by pulling parking brake knob out.
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3. Disconnect air lines from both chambers.

4. Mark pressure housing and non-pressure
housing so that parts can be reassembled in the
same relative position. Loosen clamping ring by
unscrewing bolt. Hang clamping ring on non-pres-
sure plate tube.
5. Remove entire cap and spring assembly,
pressure housing, and rubber diaphragm (see fig.
39). Diaphragm plate rod and boot will remain in
the non-pressure housing.
6 . Mount pressure housing in vise. NOTE:
Do not tighten vise jaws enough to distort pressure Figure 3 8 — Compressing “Fail-Safe" Power Spring

BRAKES 5B-63
to loosen the release bolt a few turns so that the

piston can be withdrawn easily.
9. The piston, retainer plate, seal and expand
er are held together by rivets. If any part of this
assembly is defective the complete assembly must
be replaced. Details are not serviced separately.
10. Cap and spring assembly is serviced as a
unit. If any of the parts become damaged or need
replacing, it is necessary to replace the complete
cap and spring assembly.
CAUTION: Do not attempt to disassemble the

cap and spring assembly. In the event any part of
this assembly is defective, the complete assembly
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must be replaced. The component parts are not
serviced separately.
CLEANING AND INSPECTION (Figs. 36 and 37)

1. It is recommended that all brake chambers
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be removed, disassembled, inspected and thor
oughly cleaned at the time that brakes are relined
or at one year periods, whichever occurs first
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(also dependent upon type of operation and oper
ators experience).
ra 2. Clean all metal parts thoroughly, using a
Figure 39— Removing “Fail-Safe" Assembly dry with cloth.
3. Inspect piston cap for signs of damage or
from cap assembly. See figures 40 and 41 for il excessive wear. Piston should slide freely inside
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lustration of this operation and dimensions to cap assembly. Replace piston if badly worn or
make a "strap" wrench. damaged.
7. Remove washer and O-ring from pressure 4. Inspect inside walls of cap assembly for
housing. scratches, scores, or excessive wear. Slightly
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8 . Remove piston assembly from cap by pull worn spots may be removed with crocus cloth.
ing straight out. At times the spring, when fully Inspect external threads on cap for rust or cor
compressed, cocks slightly. It is then necessary rosion.
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as
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T -23 36
Figure 4 0 — Removing Pressure Housing with “Strap" Wrench

BRAKES 5B-64
5. Inspect piston seal for cracking or deter

ioration. Inspect expander and expander retaining
plate for deterioration. Replace piston assembly
if necessary.
6 . Inspect pressure housing for scratches,
scores, or excessive wear. Examine all parts for
obstructions and remove any foreign matter.
7. Examine spring in cap for deterioration or
rust. Inspect release bolt for signs of rust on
threaded portion. Unless spring or bolt is in very Figure 41 — “Strap" Type Wrench Dimensions
bad condition, replacement should not be neces
sary. See "Caution" in step 10 of "Removal and 1. Install O-ring in groove inpressure housing.
Disassembly," previously. 2. Install piston assembly in cap assembly.
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8 . Discard O-ring and rubber washer. Replace 3. Position rubber washer in pressure housing
with new parts. at bottom of internal threads. Thread cap and
9. Examine diaphragm plate rod boot (in non spring assembly into pressure housing and tighten
pressure housing) for deterioration or cracks. If firm ly against rubber washer. This may be done
deterioration or other damage is evident, replace with "strap" type wrench (see figures 40 and 41)
as follows: or by putting pressure housing in vise and using a
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a. Pull diaphragm plate rod, wedge rod guide wrench on hex end of cap.
and boot out of wedge rod and mounting tube re 4. Position diaphragm over plate rod, then in
spectively. stall pressure housing and cap assembly.
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b. Remove guide and boot from diaphragm
NOTE: Diaphragm should fit evenly between
plate rod and install new boot on plate rod. Re
pressure housing and non-pressure housing. Align
place wedge rod guide.
marks made on housings at disassembly to insure
c. Apply a liberal amount of rubber cement
to boot flange and mating surface on non-pressure
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proper air port location.
housing. 5. Pull clamping ring over flange of pressure
d. Position plate rod on wedge rod and hold and non-pressure housings. Install clamp bolt and
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rubber boot flange tightly against housing surface. nut and tighten firmly.
Flange should seal tight to keep any moisture or 6 . Connect all air lines and build up air pres
foreign matter from falling into actuation com sure in system to normal operating pressure. Push
ponents. parking brake knob in to admit air to outer brake
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chamber.
NOTE: Be careful not to disturb wedge and
7. Turn release bolt counterclockwise as far
roller mechanism inside actuation housing when
as possible (approx. 18 turns) to release spring
repositioning plate rod on wedge rod.
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(see fig. 38). This will leave the parking brake

chamber in operating condition.
BRAKE CHAMBER ASSEMBLY
AND INSTALLATION NOTE: It is best to have at least 60 psi of air
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Refer to figure 36 (also refer to figure 37 for in chamber to hold spring tension off nut so a bet
components). ter "fe e l" is obtained when the nut does bottom.
as
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BRAKES 5B-65
GENERAL TROUBLESHOOTING CHART
NO BRAKES
1. No air pressure 1. Check for leaks, broken lines, etc. Repair or

replace as necessary
2. Restricted tubing or hose 2. Replace defective parts.
3. Defective brake valve 3. Repair or replace
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INSUFFICIENT BRAKES
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1. Low brake line pressure 1 . Check for leaks, etc. and repair
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2. Too much push rod travel 2 . Adjust
3. Worn linings or drums

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4. Leaking chamber diaphragm 4. Replace diaphragm

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5. Slack adjusters out of adjustment 5. Adjust
6 . Wrong size brake chambers 6 . Replace according to “ Specifications”

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SLOW BRAKE APPLICATION

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1. Low brake line pressure 1. Check for leaks, etc. and repair
2 . Linkage binding 2 . Lubricate linkage

as
3. Too much push rod travel 3. Adjust
4. Restriction in line 4. Remove restriction or replace line

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5. Leaking brake valve 5. Repair or replace
6 . Worn linings or drums 6 . Replace as necessary
7. Leaking chamber diaphragm 7. Replace diaphragm
8 . Brake shoe anchor pins frozen 8 . Free up, replace or lubricate as necessary
9. Foot control valve linkage improperly adjusted 9. Adjust
1 0 . Camshaft bushings binding or worn 1 0 Lubricate or replace

BRAKES 5B-66
SLOW BRAKE RELEASE
PR O B ABLE CAUSE REM EDY

1. Linkage binding 1. Lubricate linkage
2. Restriction in line 2. Remove restriction or replace line.
3. Too much push rod travel 3. Adjust
4. Improper seating of valves in application 4. Repair or replace

valve.
5. Binding cam or camshafts 5. Lubricate if possible; replace if not effective.
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6. Weak shoe return springs 6. Replace springs
GRABBING BRAKES
PR O B ABLE CAUSE REM EDY
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1. G rease or dirt on lining 1. Clean or reline.
2. Brake drum out-of-round 2. Turn or replace
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3. Defective application valve 3. Repair or replace
U N E V E N BRAKES
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PR O B A B LE CAUSE REM EDY
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1. Uneven slack adjuster settings 1. Adjust properly
2. Linkage binding at one or more wheels 2. Lubricate as necessary

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3. Linings worn uneven 3. Adjust or replace
4. Brake shoe return spring weak or broken 4. Replace

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5. Defective brake chamber 5. Repair or replace
6. Defective brake drum

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6. Repair or replace
7. Unequal springs in brake chambers or between 7. Replace in pairs.

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brake shoes
SLOW PRESSURE B U ILD U P IN RESERVOIRS

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1. Clogged a ir cleaner 1. Clean or replace
2. A ir leak 2. Find and repair
3. Faulty com pressor 3. Repair (see "A ir Com pressor” section in

this manual)
4. Open or leaking reserv oir drain cocks. 4. Close, repair or replace.
5. Defective com pressor governor 5. Repair or replace

BRAKES 5B-67
AIR PRESSURE ABO VE NO R M AL
1. Defective a ir gauge 1. Replace
2. Governor out of adjustment or defective 2. Adjust, repair or replace
3. Restricted line between governor and com 3. Clear line or replace

pre sso r
4. Com pressor unloader inoperative 4. Repair or replace
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QUICK LOSS OF PRESSURE WHEN ENGINE
IS STO PPED
(BRAKES NOT A P P L IE D )
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1. Leaking lines or connections 1. Repair or replace
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2. Worn or leaking com pressor exhaust valve or 2. Repair or replace
one-way check valve.
3. Leaking governor
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4. Leaking application valve 4. Repair or replace

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5. Open or leaking reserv oir drain cock 5. Close, repair or replace
(BRAKES F U L L Y APPLIED)
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1. Leaking brake chamber 1. Repair or replace
2. Leaking application valve 2. Repair or replace

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3. Leaking service line 3. Repair or replace
4. Leaking chamber hoses 4. Repair or replace

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5. Dirt in two-way check valve. (If equipped with 5. Clean or replace

hand control valve and brakes are applied by
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the foot valve, dirt in the two-way check valve

could cause a p ressu re leak at the hand valve
exhaust port.)
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6. Defective quick release valve 6. Clean or replace diaphragm.
S A F E T Y V A L V E “ BLOWS O F F ”
1. Safety valve out of adjustment 1. Adjust
2. P ressu re in system above normal 2. See chart on “ A ir pressure above n orm al"
3. Governor out of adjustment 3. Adjust

BRAKES 5B-68
STOPMASTER TROUBLESHOOTING CHART
"F A IL -S A F E " PARKING BRAKE W IL L NOT R ELEASE
PROBABLE CAUSE REM EDY
1. A ir leak in "F a il-S a fe " lines 1. Check air system and correct leaks
2. Loose clamp ring or cap 2. Tighten and check for air leaks
3. Leakage at release bolt 3. Replace piston and seal assembly
4. Faulty piston O -rin g seal 4. Replace piston O -ring seal
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5. Foreign material in "F a il-S a fe " chamber 5. Clean with solvent and lubricate
6. Improper wedge adjustment 6. Make wedge adjustment
7. Corroded "F a il-S a fe " spring 7. Replace cap and spring assembly
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" F A IL -S A F E " PARKING BRAKE W IL L NOT APPLY
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1. "F a il-S a fe " spring not fully released 1. Turn release bolt counterclockwise
2. Inoperative parking brake control valve or
ra2. Check operation of valves as outlined in
quick release valve Maintenance Manual and replace if necessary
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3. Foreign material in chambers or piston stuck 3. Disassem ble and clean with solvent; lubricate
in cap piston and cap
4. "F a il-S a fe " spring failure 4. Replace cap and spring assembly
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5. R ollers not aligned with plungers or wedge not 5. Remove non-pressure housing and check
mated with diaphragm plate rod installation of wedge
6. Brakes out of adjustment 6. Adjust brakes; check operation of automatic
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adjusters
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AU TO M ATIC ADJUSTERS INOPERATIVE

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1. Guide installed backwards 1. Remove plunger guide components and

reassem ble
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2. Guide spring missing or weak 2. Replace guide spring

3. Plunger seal failure 3. Replace seal; clean and lubricate actuation
parts
4. Adjusting bolt threaded into actuator too tight 4. Back off bolt 1/4 turn
5. Plunger guide washer omitted 5. Replace washer

BRAKES 5B-69
SERVICE BRAKES INOPERATIVE
1. Low air pressure 1. Check system for leaks
2. Faulty brake chamber diaphragm 2. Replace diaphragm
3. Improper brake shoe adjustment 3. Adjust brake shoes
4. Improper wedge adjustment 4. Make wedge adjustment
5. Plunger seal failure 5. Replace seal and clean and lubricate actuation
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parts
6 . Grease on linings 6 . Reline brakes and check seals
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BRAKES 5B-70
SPECIFICATIONS
____________________________________________________ FRONT B RAKES
F090
FRONT AXLE M O D E L F070 F110 F150
_______________________________________________________________________ F120 FI 60
B r a k e S i z e ...................................................................................................................................................................................................................... 1 5x3 1 5 x 3 14 1714x3 14
B ra k e S h o e L in in g
W i d t h ...................................................................... « .................................................................................................................................................... 3" 3 14" 3 14"

T h i c k n e s s ................................................................................................................................................................................................................. y 16" 7/ i 6" V \t’
A r e a ( s q , in . p e r a x l e ) ......................................................................................................................................................................... 19 0 222 249
B ra k e C h a m b e r
T y p e .................................................................................................................................................................................................................................. 12 16 20
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D i a m e t e r .................................................................................................................................................................................................................... 5% " 6 i:/ 32" 6 25V '
A d j u s t T r a v e l t o ............................................................................................................................................................................................. *--------------------------S h o r t a s p o s s ib le w i t h o u t b r a k e s d r a g g i n g --------------
S la c k A d j u s t e r
T y p e .................................................................................................................................................................................................................................. P L -1 8 P L -1 8 P L -1 8
L e n g t h B e t w e e n H o le C e n t e r s 414 *-5 1 4 " 4 14 "-5 14 " 5 "-6 "
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_________________________________________ RE AR BRA KES (EXCEPT S T O P M ASTER)
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TG, TM, TG, TM70 TJ70
TRU CK S E R I E S .............. 70 (RPO-DD3) TM80 WM80
B r a k e S i z e ...........................................................................................................................................
1 5x 6
ra 1 5x 6 1 5 x 7 1 5 x 7
W i d t h ..................................................................................................................................................... 6" 6" 7" 7"

T h i c k n e s s ....................................................................................................................................... % " 3A " % "
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A r e a ( s q . in . p e r a x l e ) ..................................................... 3 77 377 440 440
T y p e ....................................................................................................................................................... 30 30 (D D 3 ) 30 30
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D ia m e te r 814" 8 14 " 8*/8 " 8 14 "

A d j u s t T r a v e l t o ..................................................................... .<------------------------------------------------ S h o r t a s p o s s ib le w i t h o u t b r a k e s d r a g g in g ---------------------------------
S la c k A d j u s t e r
T y p e ....................................................................................................................................................... P L -2 4 P L -2 4 P L -2 4 P L -2 4
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L e n g t h B e t w e e n H o le C e n t e r s ...................................................................... 5 14 " 6" 6" 554"
STO P M A S T ER B RA KE SPEC IFIC ATIONS

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HM.HG70 HJ, HV70

TRUCK SER IES J70H.J80
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B r a k e S i z e ................................................................................................................................................................................................................................................................... 15x5 1 5x6
W i d t h ............................................................................................................................................................................................................................................................................ 5" 6"
T h i c k n e s s .............................................................................................................................................................................................................................................................. % " C re sc e n t C re sc e n t
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A r e a ( s q . in . p e r a x l e ) ...................................................................................................................................................................................................................... 3 15 3 78
S ta n d a rd
D ia m e te r (a t c la m p b a n d ) 5 .6 6 " 5 .6 6 "
F a il S a f e
D i a m e t e r ( a t c h a m b e r b o d y ) .......................................................................................................................................................................................... 5 .2 6 4 " 5 .2 6 4 "

BRAKES 5B-71
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Proper preventive maintenance on a regular daily,
monthly, and yearly basis will help eliminate "on-the-
road" failures. Follow recommended procedures cover
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ing testing, inspection and adjustment for best results.
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BRAKES 5C-72
SECTION 5C
PARKING BRAKES
EXTERNAL CONTRACTING BAND TYPE BRAKE
External contracting band type parking brake rear off brake drum and anchor bar (fig. 1 ), re
is mounted at rear of transmission (fig. 1 ). moving band and lining assembly off over propeller
Brake drum is attached to the transmission shaft.
output shaft flange in conjunction with the propeller
shaft universal joint flange. The band and lining INSPECTION
assembly is supported around the drum by a bracket 1. Examine braking surface of drumfor rough
on the adjustment side and an anchor bar on the ness or scoring. If drum is worn or damaged, it
stationary side. Both supports are attached to the must be replaced.
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transmission case. The band contracts around the 2. Inspect brake lining. If worn down close to
drum when brake is applied. rivet heads, new lining must be installed.
Linkage connecting parking brake lever to 3. Examine tension and release springs; re
brake operating cams varies on different models, place if weak or broken.
however, adjustment is made at brake assembly
in same manner. BRAKE BAND INSTALLATION (Fig. 1)
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1. Place band and lining assembly over pro
BAND TYPE ADJUSTMENT (Fig. 1) peller shaft. Place anchor screw spring in depres
1. Place hand lever in fully released position. sion of anchor bar, and compress spring as band
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Disconnect brake rod or cable from operating cams
by removing cotter pin and clevis pin.
2. Remove lock wire from anchor adjusting ra
screw and turn anchor screw as necessary to ob
tain 0.010" to 0.015" between lining and drum.
Install lock wire in anchor screw.
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3. Loosen lock nut on locating bolt and tighten
adjusting nut on locating bolt until there is a clear
ance of 0 .0 2 0 " between lower end of lining and
drum. Measure clearance about 1-1/2 inch from
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end of lining. When correct clearance is obtained,

tighten lock nut on locating bolt.
4. Loosen lock nut on adjusting bolt and tighten
adjusting nut on adjusting bolt to obtain clearance
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of 0 .0 2 0 " between upper end of lining and drum.

Measure clearance about 1-1/2 inch from end of
lining. Tighten lock nut on adjusting bolt.
5. Adjust end on brake rod so that clevis pin
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may be freely inserted through operating cams and

rod end. Install clevis pin and cotter pin, then
tighten lock nut on rod end.
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BRAKE BAND REMOVAL (Fig. 1)

1. Disconnect brake rod or cable from oper
1 Brake Band 11 Adjusting Nut
ating cams. Remove clevis pin and operating cams
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2 Cams 12 Lock Nut

from upper end of adjusting bolt.
3 Links 13 Lock Washer
2. Remove nuts, washers, and tension spring
4 Clevis Pins 14 Brake Lining
from lower end of adjusting bolt. Lift adjusting
5 Cam Shoe 15 Release Springs
bolt straight up out of brake band brackets and
6 Lock Nut 16 Brake Drum
support, stripping release springs and cam shoe
7 Adjusting Nut 17 Adjusting Bolt
from bolt as bolt is removed.
8 Locating Bolt 18 Anchor Bar
3. Remove nuts from locating bolt, then re
move bolt. 9 Tension Spring 19 Anchor Screw
4. Remove lock wire from anchor screw, then 10 Washer 20 Lock Wire
_____________________ T P M - 9 8 7 3
back screw out until clear of anchor bar.
5. Slide band and lining assembly straight to Figure 1— Contracting Band (External) Parking Brake (Typical)

BRAKES 5C-73
anchor bracket is placed over anchor bar. lock washers, and bolts attaching propeller shaft
2. Install anchor screw through bracket and center bearing hanger bracket to crossm em ber.
spring into anchor bar. Insert locating bolt up 3. On some vehicles, brake drum is mounted
through band lower bracket and hole in support on forward side of transmission mainshaft com
and install nuts temporarily. panion flange, and on other vehicles it is mounted
3. Place operating cams between links and on rear side of flange. If mounted on rear side of
install new clevis pin and cotter pin. flange, drum may be removed without removing
4. Insert threaded end of adjusting bolt down flange; if mounted on forw ard side of flange, r e
between operating cams with hook toward re a r of move retaining nut and flange from output shaft.
vehicle. As bolt is lowered into place it must pass Press serrated bolts from flange to separate drum
through cam shoe, band upper bracket, upper re from flange.
lease spring, brake support, lower release spring,
and band lower bracket. Install tension spring, BRAKE DRUM IN S T A LLA T IO N
flat washer, adjusting nut, lock washer, and lock 1. Wipe mating surfaces of brake drum and
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nut on adjusting bolt. output shaft flange clean. Position brake drum on
5. Adjust lining to drum clearance and con flange and press serrated bolts into place. Replace
nect brake rod as directed under "Band Type Ad drum assembly and retaining nut on output shaft.
justment." See "Specifications" in "TRANSMISSION" (SEC. 7B)
for nut torque on various transmission models.
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BRAKE DRUM R EM O V AL 2. Position propeller shaft flange against brake
1. Remove brake band and lining assembly. drum (or output shaft flange). If removed, attach
2. Remove nuts and lock washers from bolts propeller shaft center bearing hanger bracket to
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attaching propeller shaft U-joint flange and brake crossm em ber. Replace all lock washers and nuts
drum to transmission output shaft flange. T e le s and tighten securely.
cope propeller shaft at slip joint and lower end of
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propeller shaft to floor. Remove if necessary, nuts, adjust brake.
INTERNAL EXPAI MG TYPE BRAKE

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Internal expanding type parking brake is mount shaft. Continue adjustment until shoes are tight
ed at re a r of transmission. Brake support plate is against drum and drum cannot be rotated by hand.
attached to transmission rear bearing cap or r e Back off adjustment four (4) notches and check drum
tainer with four bolts. Brake drum is mounted be for free rotation.
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tween universal joint flanges and is secured with 5. Place parking brake lever in fully released
eight bolts. When used as an emergency brake, at position. Take up slack in brake linkage by pulling
start of braking action, brake shoes are forced back on control lever just enough to overcome
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out against drum by a lever-operated cam. The spring tension. Adjust clevis of pull rod to line up
self-energizing action of both shoes then completes with hole in relay lever. Insert clevis pin and cotter
brake application. pin, then tighten clevis lock nut.
NOTE: Except in case of an emergency, set
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parking brake only after vehicle is brought to a

complete stop. Parking brake is not designed for
regular use in place of service brakes.
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PARKING BRAKE ADJUSTM ENT (F ig. 2)

A brake adjustment should be made before it
becomes necessary to pull hand brake lever to
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limit of travel to obtain a full brake application.

1. Jack up at least one rear wheel. Block
wheels and release hand brake.
2. Remove cotter pin and clevis pin connecting
pull rod and relay lever. This w ill assure freedom
fo r full shoe release.
3. Rotate brake drum to bring one of access
holes into line with adjusting screw at bottom of
shoes.
4. Expand shoes by rotating adjusting screw
with screw driver inserted through hole in drum.
Move outer end of screw driver away from drive Figure 2— Internal Expanding Type Brake Adjustment

BRAKES 5C-74
6 . Lower rear wheels. Remove jack and wheel 2. Remove brake shoe and lining assemblies.
blocks. 3. Remove cotter pin and clevis pin attaching
control lever to link.
BRAKE DRUM REMOVAL 4. Mark control lever and camshaft so that
1. Jack up at least one rear wheel. Block parts may be properly reassembled. Loosen clamp
wheels and release parking brake. bolt and slide control lever off serrated camshaft.
2. Disconnect universal joint at brake drum, Remove camshaft from camshaft bracket.
as instructed under applicable heading in "PRO 5. Remove bolts attaching plate to transmis
PELLER SHAFTS" (SEC. 4D). sion rear bearing cap, then remove plate.
3. Remove eight nuts and lock washers hold 6 . Remove cotter pin, nut, washer, and relay
ing yoke flange and brake drum. Remove yoke lever. Inspect relay lever bushing. Replace dam
flange. Lift drum carefully off mounting bolts to aged or badly worn bushings.
avoid damage to threads.
SUPPORT PLATE INSTALLATION (Fig. 3)
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BRAKE DRUM INSTALLATION 1. Position support plate on pilot of transmis
1. Lift brake drum and install carefully over sion rear bearing cap or retainer and align bolt
brake shoes and onto eight mounting bolts'. Install holes. Insert four bolts and tighten securely.
yoke flange and eight nuts and lock washer s. Tight 2. Install camshaft in camshaft bracket. Align
en nuts alternately and evenly. control lever mark with mark on camshaft and in
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2. Adjust brake as directed under "Parking stall control lever. Tighten clamp nut.
Brake Adjustment." 3. Install brake shoe and lining assemblies.
3. Connect propeller shaft universal joint as 4. Install propeller shaft flange at mainshaft
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directed in "PROPELLER SHAFTS" (SEC. 4D)„ as directed in "TRANSMISSION" (SEC. 7B).
5. Replace relay lever, washer, and nut on
BRAKE SHOE REMOVAL (Fig. 3) shaft. Tighten nut lightly, then back up to first hole
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NOTE: Output shaft flange is removed in fig and install new cotter pin. Nut should not be tight
ure 3 for clarity of illustration; it is not necessary enough to restrict movement of relay lever. Insert
to remove flange to remove brake shoes. clevis pin through holes in control lever and link
1. Remove two return springs and anchor pin and secure with new cotter pin.
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link from cam ends of brake shoes. Spread ends
of brake shoes far enough to permit removal from
support plate. Remove shoes, then separate by
removing adjusting screw and adjusting screw
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spring.
2. Replace lining if worn down close to rivet
heads. Rivet new lining securely and evenly on
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shoes.
3. Inspect two shoe return springs, and adjust
ing screw spring. Parts damaged or worn should
be replaced with new parts.
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BRAKE SHOE INSTALLATION (Fig. 3)

1. Apply thin coat of S-17 special lubricant
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on surface of support plate at points in contact

with brake shoes. Apply S-17 sparingly to socket
end of adjusting screw and install adjusting screw
socket.
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2. Insert adjusting screw between adjusting

ends of brake shoes. Adjusting wheel should be
nearest left shoe. Install adjusting screw spring.
3. Spread apart cam ends of brake shoes. Lift
shoes vertically and push into position on support 1 Return Springs 7 Brake Shoe
plate. Install anchor pin brace and two shoe re 2 Anchor Pin Link 8 Plate Bolt
turn springs. 3 Camshaft 9 Adjusting Screw
4 Control Lever Spring
SUPPORT PLATE REMOVAL (Fig. 3) 5 Link 10 Adjusting Screw
1. Remove propeller shaft flange at mainshaft 6 Relay Lever 11 Support Plate
T P M -8 3 9 9
as directed in "TRANSMISSION" (SEC. 7B) of this
manual. Figure 3— Internal Expanding Type Brake Installed

BRAKES 5C-75
TRU-STOP (DISC TYPE) BRAKE

This type brake is used only on models when 1. Disconnect brake cable or rod clevis from
equipped with auxiliary transmission. The vent brake lever.
ilated brake disc is mounted between the propeller 2. Tighten adjusting nut until spring exerts
shaft flange and the auxiliary transmission shaft enough pressure to bring lever against front lever
companion flange. Brake shoes are mounted in op arm,
posed positions with brake disc between, as shown 3. Insert a 1/32" shim between rear shoe lin
in figure 4. When brake is applied, the shoes are ing and brake disc.
forced against disc. 4. Tighten adjusting nut until front shoe lining
is firmly against disc, yet still allowing removal
TRU-STOP BRAKE ADJUSTMENT of shim.
Disc type brake should be adjusted before a 5. Make sure tension spring is in place. Ad
full brake application requires brake lever to be just parallel adjusting screws so that both linings
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pulled to travel limit. are parallel with disc. This provides 1/64" clear
ance between front and rear shoe linings and brake
disc at all points.
6 . Make sure brake lever in cab isinfully re
leased position. Adjust clevis on brake cable as

necessary to permit installation of clevis pin
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through clevis and brake lever without changing
position of lever. Install clevis pin and cotter pin.
7. Make sure lock nuts on brake cable and ad
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justing screws are firmly tightened.
BRAKE SHOE REMOVAL (Fig. 4)

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tie rod. Remove tension spring.
2. Move lever in cab to fully applied position
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so that rear lever arm can be swung clear of tie
rod. Remove washers and spring from tie rod.
3. Remove brake shoe pin retainer cap screws
and retainers. Remove brake shoe pins, then re
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move shoe and lining assemblies.

4. If shoe linings are worn down close to rivet
heads, remove old lining and install new lining.
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Make sure that new linings are securely and even

ly riveted to shoes.
BRAKE SHOE INSTALLATION (Fig. 4)

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1. Position brake shoes on lever arms and in

Bracket 9 Front Brake Shoe stall brake shoe pins. Install brake shoe pin re
2 Parallel Adjusting 10 Rear Brake Shoe tainers and cap screws.
11 Front Lever Arm
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Screws
3 Front Lever Arm Pin 12 Brake Disc 2. Place spring and washers on tie rod. Swing
4 Pin Retaining Screw 13 Tension Spring rear lever arm forward and insert tie rod through
5 Brake Cable Clevis 14 Spring hole in bottom of arm.
6 Brake Lever 15 Rear Lever Arm
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7 Brake Shoe Pin 16 Adjusting Nut 3. Move lever to released position and install
____ Retainer_____________ 17 Tie Rod____ TPM-7639 tension spring.
4. Install adjusting nut and lock nut. Adjust
Figure 4— Tru-Stop Type Parking Brake brakes as directed under "Tru-Stop Brake Adjust
ment."
STOPMASTER “FAIL-SAFE” BRAKES

Stopmaster "Fail-Safe" parking brakes are no other parking brake system is required.
not used as standard equipment on models covered For all information relative to these brakes
by this manual. When Stopmaster brakes with the refer to "Stopmaster Brakes" in "AIR BRAKES"
"Fail-Safe” feature are used as optional equipment, (SEC. 5B) of this manual.

BRAKES 5C-76
SPECIFICATIONS
D ru m & D ru m & D ru m & In te rn a l

B r a k e T y p e ........................................................... Band Band Band T w o -S h o e T ru -S to p T ru -S to p
B r a k e S i z e ............................................................. 9 *4 x I V i " 10 l/2 x 3 " 11# x 3r 12 x 3 " 14 " 16 "
T r a n s m i s s i o n A p p l i c a t i o n .............. . 5 4 0 G L, 540G D, 5 4 0 G L, 5 4 1G D , 385V R T5 10 5831 - B A u x . 6041 A u x .

2 8 2 V -3 2 0 V 5 4 1G L, 3 8 7V , 72 3 1 -A A u x .
5652 70 41 A u x .
4 0 1 V ( w it h 7 0 4 1
o r7 2 3 1-B )
B r a k e D r u m D i a m e t e r ........................ 1 4 " d is c 1 6 " d is c
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W 1 0 !/ / 1 1 *4 ' 12 "
L i n i n g L e n g t h ( a p p r o x . ) ................... 2 7" 331/32" 36" 135/s" 1 0 % " 12 % "
L i n i n g W i d t h ....................................................... 2W 3" 3 14 ' 3" 214" 3"
L i n i n g T h i c k n e s s ......................................... 3/ ie " 5/ l6 " 5/ l6 " W y«" W
T o t a l L i n i n g A r e a ( S q . In ) 6 7 .5 9 9 .1 1 2 6 .0 8 1 .6 4 4 .2 6 0 .7
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Proper Adjustment and Periodic Inspection and Test

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ing of All Parking Brake Components is Essential to

Satisfactory Performance as Well as Basic Safety.
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SECTION 6A
GASOLINE ENGINES
Subject Page No.
General Information .............................................................. ...6A-1
Engine Maintenance and Tune-up ............................................ 6A-1
Tune-up, Checks, and Adjustments ..........................................6A-2
Engine Replacement .............................................................. ...6A-5
In-Vehicle Service O p era tio n s...................................................6 A - 6
Trouble Diagnosis C h a r t ........................................................ ...6A-14
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GENERAL INFORMATION formance must be serviced periodically as part of
the engine maintenance program.
To assure maximum engine performance, the This section of manual provides instructions
engine must be properly tuned at regular intervals. for servicing the various items and tuning the en
Frequency of tune-up is largely dependent upon gine. Unless otherwise stated, the procedures are
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the type of service in which the vehicle is used. applicable to all gasoline engines used in vehicles
covered by this manual. To adequately accomplish
In addition to the regular engine tune-up, the a satisfactory tune-up, reliable test equipment in
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other units and systems which relate to engine per the hands of trained personnel is necessary.
GASOLINE ENGINE. APPLICATION CHART

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TRUCK SERIES STD. OPT.
HM70. . . . . . . . . . . 401M
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JM70........................ . . 401M
TM70........................ . . 401M
HM80........................ . . 401M 478M
JM80........................ . . 401M 478M
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TM80........................ . . 401M 478M

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ENGINE MAINTENANCE AND TUNE-UP

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or "ADD O IL" mark. Dipstick is at the right side

ENGINE MAINTENANCE
of engine. Add oil through fille r cap opening in
SERVICING AIR CLEANERS
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Carburetor air cleaners on all vehicles are

oil bath type. For location of air cleaners, rec
ommended service intervals, and servicing pro
cedures, refer to LUBRICATION (SEC. 0) in this
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manual.
CHECKING AND MAINTAINING
CRANKCASE OIL LEVEL
Daily, or oftener if necessary, check oil level.
Check when at operating temperature, and after
engine has been stopped for at least five minutes.
Remove dipstick, wipe clean, reinsert and remove
again. The upper mark on dipstick (fig. 1) is
"F U L L ," the lower "ADD" or "ADD O IL." Keep
level as close as possible to "F U L L " markwithout
over-filling. Do not operate wit.hlevel below "ADD" Figure 1— Engine Oil Dip Slick

G ASO LINE ENGINES 6A-2
for recommendations pertaining to oil change in

tervals and oil filter replacement intervals.
REPLACING ENGINE OIL FILTER (Fig. 2)

All engines have replaceable element type
filter.
REPLACING OIL FILTER ELEMENT

1. If filter housing has drain plug, remove
plug and allow oil to drain from housing. Use
wrench to loosen filter housing bolt, then remove
bolt, housing, and filter element as an assembly.
Remove housing gasket.
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2. Remove element from housing and discard
T H R O W -A W A Y TYPE REPLACEABLE ELEMENT TYPE element. Clean housing thoroughly. Also clean f il
T -3 4 5 6 ter bracket.
Figure 2— Engine Oil Fillers 3. Install new element in housing, place hous
ing gasket at filter bracket, and install the housing
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valve rocker arm cover. and element assembly. Tighten housing retaining
When replenishing oil supply in crankcase, add bolt.
oil of same brand and quality as is used when
4. Start engine and inspect for oil leaks. If
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changing oil.
necessary, add oil to raise oil level to "F U L L "
Refer to LUBRICATION (SEC. 0) in this manual mark on dip stick.
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TUNE-UP CHECKS AND ADJUSTMENTS
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GASOLINE ENGINE TUNE-UP from coil negative terminal and ignition switch
must be turned on. Failure to do this will result
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OPERATIONS in damaged grounding circuit in ignition switch.
SPARK PLUG REMOVAL 2. Starting with compression gauge at zero,

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1. Clean all foreign matter away from around crank engine through at least four compression
spark plugs and wiring using compressed air. Dis strokes to obtain highest possible reading.
connect spark plug wires, and loosen each spark
plug one turn. 3. Make compression check at each cylinder
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and record each reading.

2. Reconnect plug wires, start engine and
accelerate to approximately 1000 rpm. This is 4. If some cylinders have low compression,
as
done to blow away loose dirt particles and carbon. inject about one tablespoon of engine oil into com
Failure to do this increases the possibility of fo r bustion chamber through spark plug hole. Crank
eign material lodging under valves, with resultant engine to spread oil on cylinder walls, then re
false readings and possible valve damage. check compression with gauge.
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3. Stop engine, disconnect plug wires and re a. If compression is higher but does not nec
move spark plugs and gaskets. essarily reach normal pressure, worn piston rings
are indicated.
b. If compression is not improved by adding
CYLINDER COMPRESSION TEST oil to cylinder, it is probable that valves are not
1. With carburetor choke and throttle in wide- properly seating possibly due to sticking in guides,
open position, operate starter with remote control or burned valves or seats.
switch.
c. If two adjacent cylinders have lower than
CAUTION: When using remote switch to oper normal compression, and injecting oil into cylin
ate starter, the primary wire must be disconnected ders does not increase compression, the cause

GASOLINE ENGINES 6A-3
may be a head gasket leak between the cylinders.

This condition could be cause of coolant leaking
into cylinders.
NOTE: An engine with low or uneven com
pression cannot be tuned to givepeakperformance;
therefore, it is important to make necessary cor
rections before proceeding with tune-up operations.
SERVICE AND INSTALL SPARK PLUGS

1. Inspect all spark plugs carefully. Look for
glazed, broken, or blistered porcelains and burned
electrodes. Refer to "GASOLINE ENGINE TUNE-UP
CHART" later in this section for correct type of
spark plugs used in these engines.
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2. If sparkplugs are serviceable, use an abra
sive type cleaner such as sand blaster to thorough
ly clean spark plugs. File end of center electrode
flat. Figure 3— Cylinder Number and Spark Plug Wire Locations
3. Adjust spark plug gaps to specifications.
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4. Test spark plugs with spark plug tester if speed is low, a weak battery, defective starter
available. switch, or excessive resistance in ignition circuit
5. Install spark plugs using new gasket. Use exists.
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torque wrench and special spark plug socket NOTE: If, when making check of cranking volt
wrench. Correct torque for spark plug installation age, it is noted that cranking speed is uneven, this
is 23 to 27 foot-pounds. ra is indication of uneven cylinder compression, de
fective starter or starter drive.
IGNITION SYSTEM SERVICE 4. In cases where loose, corroded, or other
1. Remove equipment as required to provide wise defective battery cables and/or wiring are
access to ignition distributor, spark plug wires found, the defects must be corrected to insure
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and coil. good engine performance.
2. Check condition of wiring. If any wires are 5. If battery is weak or shows other evidence
brittle, cracked, or otherwise damaged, replace of being defective, refer to appropriate coverage
as necessary. in ENGINE ELECTRICAL (SEC. 6 Y) in this manual
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3. Inspect distributor cap for burned wire for method of diagnosing battery deficiencies.
sockets, cracks, and for errosion at terminals in
CHECKING DRIVE BELTS
side cap. Replace the distributor cap if it is not in
1. Inspect drive belts for excessive wear and
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good condition. When installing spark wires, refer

damage. If no defects are found, check belts for
to figure 3 which shows cylinder numbering, firing
proper tension.
order and distributor cap wire socket numbering.
2. When installing new drive belts or adjust
4. Refer to ENGINE ELECTRICAL (SEC. 6 Y)
ing old belts use tension gauge to provide correct
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and inspect ignition distributor points, rotor, and

tension.
advance mechanism. Make necessary parts re
CAUTION: Adjusting drive belts too tightly
placement and/or adjustments.
as
will impose too great a load on bearings in the

driven units. Slipping will occur if drive belts are
BATTERY AND BATTERY CABLE SERVICE
not adjusted tight enough. Belt life will be shortened
1. Using battery hydrometer check specific
if belts are not properly tightened.
gravity of storage battery electrolyte in each cell.
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Gravity reading below 1.230 (corrected to 80°F.)

indicates insufficient charge.
CHARGING CIRCUIT W IRING AND
2. Use a voltmeter to check cranking voltage. GENERATOR INSPECTION
Disconnect coil primary lead from negative term
Refer to ENGINE ELECTRICAL (SEC. 6 Y) in
inal on coil to prevent engine from firing during
this group for procedure required to check per
test.
formance of charging circuit units.
3. With voltmeter connected between coil posi
tive terminal and ground, operate starter. Voltage COOLING SYSTEM INSPECTION
of 9 volts or more when starter is cranking engine Refer to ENGINE COOLING SYSTEM (SEC. 6 K)
indicates that battery and ignition circuit to coil in this manual for arrangement of cooling system
are satisfactory. If voltage reading is less than 9 units and for inspection and required maintenance
volts when engine is being cranked, or if cranking procedures.

2. With engine running at idle speed, check

INLET dwell angle and readjust if necessary.
3. With vacuum line to distributor discon
nected and plugged, run engine at idle speed and
check ignition timing with timing light. Loosen
distributor clamp and rotate distributor body to
change timing as required. Tighten distributor
TYPE A TYPE B T -l 8 2 9
clamp and connect vacuum line after checking
timing.
4. While observing vacuum gauge and tach
Figure 4 — Crankcase Ventilation Valve ometer, set engine idle speed and adjust carbur
etor idle mixture screws to provide steady running
CARBURETOR THROTTLE AND CHOKE LINKAGE engine.
On most vehicles it will be necessary to re NOTE: If difficulty is experienced in obtaining
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move air cleaner or air intake hose adapter at car satisfactory engine idle performance, the cause
buretor to observe choke operation and action of may be due to malfunction of crankcase ventilation
throttle linkage. All linkage must be maintained in valve(s). Inspection and service of ventilation valves
free working condition and should be checked as are covered later under appropriate headings.
part of tune-up procedure. Oil linkage pivot points 5. Refer to ENGINE ELECTRICAL (SEC. 6 Y)
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if any binding is evident. Complete information on for instructions for checking voltage and current
throttle linkage is given in ENGINE FUEL SYSTEM regulator settings, generator output, and specifi
(SEC. 6 M) in this manual. cations on various electrical equipment units.
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INSPECTING ELECTRICAL EQUIPMENT CRANKCASE VENTILATION SYSTEM
WITH INSTRUMENTS INSPECTION, SERVICE, AND
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1. Hook up test equipment for use in making
final adjustments. Equipment required consists of
UNIT REPLACEMENT
dwell meter, tachometer, vacuum gauge and timing All gasoline engines have two crankcase vent
light. ilation valves. One valve is installed in cylinder
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head under each rocker arm cover (fig. 10). Each
valve assembly is screwed into a threaded passage
which leads into intake port in cylinder head.
Ventilation valves cannot be disassembled but
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can be removed for inspection.

If, when performing tune-up operations, the
engine does not idle smoothly after all checking
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and adjusting is done the crankcase ventilation

valves may be cause of unsatisfactory perform
ance at idle speed.
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INSPECTION AND UNIT REPLACEMENT

1. Remove rocker arm cover from each cyl
inder head.
as
2. Make visual inspection of ventilation valves

for accumulation of sludge or other matter at valve
inlet (fig. 4).
NOTE: Ventilation valve may be of either type
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shown in figure 4.
3. If valves appear to be in good condition,
start engine and allow to run at idle speed. Connect
tachometer if vehicle is not so equipped.
4. Note tachometer reading, then cap the vent
ilation valve inlet openings and compare tachometer
reading with reading previously noted with venti
lation valve inlet openings open. If there is a change
of less than 50 rpm when openings in both ventila
tion valves are closed - a malfunction of one or
both of the valves is indicated.
Figure 5— Crankcase Breather Element 5. Remove valves from cylinder heads with

socket wrench. Valves cannot be disassembled, but if element corrugations are filled with dirt or if
may be cleaned by washing in cleaning solvent. If element is oil soaked, install new element. Always
the internal passage is blocked by hard deposits wipe out interior of breather body and make sure
a new valve assembly must be installed. holes in bottom are open. Install element with open
6 . Inspect replaceable element in crankcase end downward.
breather (fig. 5). Breather is located at rear of 7. If closed type crankcase ventilation system
left-hand cylinder head. is used, the flame arrester in vent line must be
Element is dry type, hence oil must not be inspected periodically. If the flame arrester is
used on this element or in the body. At inspection, clogged, it may be cleaned with solvent.
GASOLINE ENGINE TUNE-UP CHART

(ENGINE MODELS 401M AND 478M)
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Specifications apply to all engines unless otherwise indicated.
TYPE AND NUMBER OF CYLINDERS . . . 60°V-6 IGNITION TIMING (See NOTE below ). . 10° BUDC*
VALVE LASH
CYLINDER COMPRESSION (PSI) ................... 125
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In take.................................................. 0.012”
SPARK PLUGS Exhaust................................................ 0.018"
Spark Plug Make and No...................AC-C42N
ENGINE GOVERNOR SETTINGS (Full Load Rpm)
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Spark Plug G a p .................................... 0.035”
Spark Plug Tightening Torque (Ft.-Lbs.) 23-27 401M .................................................... 3700
478M .................................................... 3400
IGNITION DISTRIBUTOR ra
Dwell Angle (Degrees) ........................ 31-34 ENGINE IDLING SPEED (R P M ).............. 500-550
Point Gap (New) ................................. 0.019”
Point Gap (U s e d )................................. 0.016" FUEL PUMP PRESSURE (P S I)..................... 5-6
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Contact Lever Spring Tension (Oz.) . . 19-23
CYLINDER HEAD BOLT
FIRING ORDER 1-6-5-4-3-2 TORQUE (F T .- L B S .).......................... 60-65
NOTE: At engine idle speed with vacuum advance line disconnected and plugged.
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♦Recommended setting when using average nation-wide regular fuel. Timing

must be retarded as required when lower octane fuel is used.
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ENGINE REPLACEMENT
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V-6 GASOLINE ENGINE manifolds.

(CONV. CAB MODELS) 12. Disconnect accelerator and choke controls
as
from carburetor.
ENGINE REMOVAL 13. Disconnect tachometer drive (when used).
1. Drain radiator. Also disconnect oil gauge pressure line (whenused).
2. Disconnect battery. 14. If vehicle is equipped with power steering,
3. Remove hood attaching parts and remove the power steering pump may be removed from
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hood. engine and fluid lines may remain connected dur

4. Remove grille and radiator braces. ing engine removal.
5. Remove radiator and heater hoses. 15. The hydraulic clutch release cylinder line
6 . Disconnect oil cooler lines from radiator should remain attached to cylinder, the cylinder
(some engines do not have oil cooler). rod disconnected from release lever, and cylinder
7. Remove grille and radiator. Also remove mounting bolts removed to permit engine removal
front bumper. without draining fluid from clutch release system.
8 . Disconnect fuel supply line. 16. Attach lifting sling to overhead hoist to take
9. On vehicles with air compressor, discon weight off front mounting. Remove mounting bolt.
nect air lines. 17. Remove clutch housing-to-flywheel hous
10. Disconnect engine ground strap. ing bolts, then carefully work engine forward to
11. Disconnect exhaust pipes from exhaust disengage transmission drive gear from clutch

GASO LINE ENGINES 6A-6
driven member splines. When free fromtransmis- may remain attached to cylinder to prevent fluid
sion, raise engine and remove from vehicle. from draining from clutch control system while
engine is removed.
ENGINE INSTALLATION 9. Disconnect parking brake control (except
Engine installation is accomplished by revers when air-operated brake is used) and speedometer
ing "Removal" procedure, meanwhile taking nec drive at rear of transmission.
essary precautions to maintain cleanliness and to 10. Disconnect cooling system and heater
avoid damaging components. hoses.
After engine is installed, check operation of
11. Disconnect propeller shaft from trans
control linkage. Fill cooling system and check for
mission.
leaks.
12. If air compressor is used, disconnect air
Fill crankcase with engine oil of recommended
lines from compressor. In some cases the air
grade and viscosity.
compressor mounting bracket may be detached
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Start engine, make adjustments at carburetor, from engine and compressor may remain with
set ignition timing, and adjust valve lash. chassis when engine is removed.
13. If power steering is used, the power steer
NOTE: If engine has been run in on test stand,
ing pump may be detached from engine and lines
the foregoing adjustments will have been made
may remain connected to prevent fluid loss when
previously and need not be repeated.
removing engine.
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14. Attach overhead hoist securely to engine
ENGINE REPLACEMENT sling, then raise power plant slightly to remove
(TILT CAB MODELS) weight from engine mountings. Remove mounting
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GENERAL bolts from front and rear mountings, then raise
The steps required to replace an engine in power plant and remove from chassis.
tilt-cab models with gasoline engine will vary with 15. Refer to applicable procedures in TRANS
the models and optional iequipment involved. Pro
cedure which follows will serve as a guide for use
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MISSIONS AND CLUTCHES (SEC. 7) for instruc
tions, and remove transmission and clutch from
when engine replacement is necessary. In most engine.
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instances the transmission and engine should be
removed as an assembly. INSTALLATION
REMOVAL Assemble clutch components and transmission
1. Drain radiator and disconnect battery. to engine, referring to applicable instructions in
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2. Disconnect oil cooler lines (when used). TRANSMISSIONS AND CLUTCHES (SEC. 7) in this
Cooler lines are attached to fittings at bottom tank manual.
on radiator. Oil will drain from lines and cooler Install power plant by reversing order of
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when lines are disconnected. "Removal" procedure, taking necessary precau

3. Disconnect electrical wiring and cables at tions to maintain cleanliness and to avoid damage
starter; also, disconnect engine ground strap. to the engine components.
4. Disconnect throttle and choke controls. After engine is installed, check operation of
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5. Disconnect transmission control rods, de control linkage, fill cooling system and check for
tach hoses from surge tank. Remove air cleaners leaks.
and inlet hoses as necessary to permit removal of Fill crankcase with engine oil of recommended
as
control island assembly. grade and viscosity.

6 . Remove control island, and cab rear sup Start engine, make adjustments at carburetor,
port. set ignition timing and adjust valve lash. NOTE: If
7. Disconnect exhaust pipes from manifolds. engine has been run in on test stand, the foregoing
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8 . Disconnect clutch control cylinder from adjustments will have been made previously and
release lever and flywheel housing. The fluid line need not be repeated.
IN-VEHICLE SERVICE OPERATIONS
VALVE SPRING REPLACEMENT When it is necessary to replace a valve spring

(CYLINDER HEAD INSTALLED) and/or seals on valve stems, the special tools
shown in figure 6 may be used to facilitate the
In most vehicles it is possible to replace a operation without removing the cylinder head. Pro
broken valve spring without removing cylinder ceed in following manner to replace valve spring
head by following the procedure outlined below: and retaining parts.

1. Remove valve rocker arm cover.

2. Remove spark plug from cylinder on which S P R IN G S
work is to be done. Use spark plug gasket and in
stall adapter (J-21546) in spark plug hole.
3. Remove rocker arm shaft and bracket as
S P R IN G C A P ADAPTER
sembly from cylinder head. Install a 3/8-16 stud
in bracket bolt hole adjacent to the valve spring to
be removed. Stud must have sufficient threads to
permit screwing stud nut down one-half inch after
compressor contacts valve spring cap.
4. Turn engine crankshaft to place piston at S P R IN G
CO M PRESSO R
BOTTOM of stroke. Attach compressed air supply
line to adapter and turn on air supply. Air pres A IR H O S E
m
sure in cylinder will hold valves against seats VALVE ROTATOR
while spring and retaining parts are removed.
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5. Assemble valve spring compressor (J-
21544) and nut on stud as shown in figure 6 , then Figure 6— Use of Special Tool for Replacing Valve
Spring Without Removing Cylinder Head
with wrench, turn nut to force compressor down
against valve spring cap meanwhile striking spring
cap lightly with hammer to unseat the valve locking
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keys. Continue to turn the stud nut until spring is 9. Start engine and when normal operating
compressed sufficiently to permit removal of the temperature is reached, check valve lash. Clear
two valve keys. Remove keys, then turn stud nut
counterclockwise to release the valve spring. Swing
the compressor away from valve, and remove the
spring and seat. Remove oil seal whenever spring
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ance should be 0 . 0 1 2 inch at intake valves and
0.018 inch at exhaust valves.
10. Install valve rocker arm cover and gasket.
br
is removed from intake valve. Refer to figure 7
for valve spring and retaining parts installation.
CAUTION: Do not turn off the air supply while j ~6 r~ b

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spring and retaining parts are removed from valve,

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as the valve may fall out of guide and drop into

cylinder.
6 . If valve rotator is replaced, be sure to

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position rotator on cylinder head with spring pilot

on top. Set valve spring on rotator with close-
wound coils toward cylinder head. Place spring
cap on spring and use compressor in same man
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ner as shown in figure 6 to compress valve spring.

On intake valves, install new oil seal in lower
groove in valve stem. Insert two keys in valve
as
stem grooves, then back off stud nut to release

pressure on valve spring. Be sure keys engage
groove in valve stem. Remove compressor, stud
and nut from cylinder head.
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7. Turn off air supply, and disconnect air line

from adapter. Remove adapter and install spark x 45 x 30°
. 100" 3 .065"
plug and gasket. Tighten spark plug to 23 to 27
1 Exhaust Valve Seat 6 Valve Key
foot-pounds torque.
Ring 7 Oil Seal
2 Exhaust Valve 8 Intake Valve
8 . Install rocker arm shaft and bracket as
sembly and tighten bracket bolts evenly to 2 0 to 3 Valve Rotator 9 Cylinder Head
25 foot-pounds torque. 4 Valve Spring
5 Valve Spring Cap
Refer to "Valve Operating Mechanism Replace
ment” for additional information regarding rocker
arm shaft and bracket installation. Figure 7— Sectional View of Cylinder Head

VALVE ROCKER ARM COVER 5. Install rocker arm covers temporarily while
REPLACEMENT engine is run to warm up to operating temperature.
With engine idling and temperature at 160 degrees,
REMOVAL adjust intake valves toO.012 inch and exhaust valves
Remove valve rocker arm cover screws, then to 0.018 inch. After valve clearance is made, in
remove rocker arm cover. On tilt cab models it stall rocker arm cover using new gasket.
will be necessary to remove transmission shift
rods in order to remove cover from left-hand
cylinder head.
NOTE: If cover is stuck in place, loosen by CYLINDER HEAD REPLACEMENT
striking with palm of hand or a rubber mallet. Do Cylinder head can be replaced on most truck
not pry on cover flange since the flange may be models with gasoline engines by following the in
distorted. structions outlined in following paragraphs. On
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rear-engine school buses, engine should be remov
INSTALLATION
ed from chassis to provide sufficient space to re
Using new rocker arm cover gasket, install move and install cylinder heads. It will facilitate
rocker arm cover and tighten cover screws uni the procedure on Tilt-Cab Models if the engine
formly.
shield on cab rear support is removed.
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CYLINDER HEAD REMOVAL
VALVE OPERATING
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MECHANISM REPLACEMENT NOTE: When left-hand head is to be removed
from tilt cab model, the transmission control rods
must first be removed.
REMOVAL
1. Remove rocker arm covers, referring to
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instructions previously given. 2. Disconnect exhaust pipe from exhaust mani
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2. Loosen rocker arm shaft bracket bolts fold, then remove exhaust manifold and gasket.
gradually until spring pressure is fully relieved 3. Remove valve cover, rocker arms and push
at rocker arms. Lift off the rocker arm shaft and rods. Identify push rods so they can be returned to
brackets, with attaching bolts, as an assembly. original positions when installed. Procedures for
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3. Remove push rods and identify in some replacing valve rocker arms and rocker arm covert
manner so they can be returned to original posi are given previously under respective headings.
tion at assembly. 4. Disengage spark plug wires from plugs and
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from plug wire supports.

NOTE: Valve lifters should be installed in
bores from which they were removed. 5. Remove bolts which attach water outlet
manifold and intake manifold to cylinder head.
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INSTALLATION
NOTE: If only one cylinder head is to be re
1. Place push rods in original positions, then
as
moved, the intake manifold and water outlet mani

place rocker arm shaft and bracket assembly (fig. fold may remain in place on opposite head, in which
1 2 ) on cylinder head, being careful to engage rocker
case carburetor controls and fuel line need not be
arm screws with sockets in push rods. Tighten
disconnected. However, it will be necessary to
bracket bolts to 20 to 25 foot-pounds torque. loosen the manifold attaching parts to permit cyl
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2. Check clearance between rocker arm end inder head to rise off locating dowels.
brackets and adjacent rocker arm. If a clearance
of approximately 0.030 inch does not exist, loosen 6 . Remove cylinder head bolts.
end bracket bolts and relocate brackets as allowed
7. Lift cylinder head off cylinder block, then
by clearance in bracket hole, then tighten bolts to
remove head gasket, and clean carbon deposits
specified torque.
from cylinder head, pistons, and cylinder block.
3. Make initial adjustment to provide clear
ance of 0.014 inch at intake valves, and 0.022 inch NOTE: The tool shown in figure 8 maybe used
at exhaust valves. to remove valve lifters for cleaning and inspection.
If lifters are removed ALWAYS install them in the
4. Lubricate rocker arms with engine oil. bores from which they were removed.

GASOLINE ENGINES 6 A-9
CYLINDER HEAD INSTALLATION
NOTE: If valve lifters have been removed,

lubricate lifters with special break-in compound
and install in respective bores.
1. Place cylinder head gasket on top of cylin

der block with word "TOP” facing upwards. Dowels
will locate gasket. If available, guide pins (fig. 8 )
may be temporarily installed in two cylinder head
bolt holes to locate head as it is lowered into place.
2. Set cylinder head in place on gasket with
dowels in block engaged with mating holes in cyl
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inder head. Install cylinder head bolts and draw
head down gradually. Finally tighten cylinder head
bolts in sequence shown in figure 9. Use final
Figure 8 — Installing Cylinder Head Assembly torque of 60 to 65 foot-pounds in tightening cylin
der head bolts. A crankcase ventilation valve (fig.
1 0 ) must be in place in each cylinder head.
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3. Install exhaust manifolds using new gaskets
and bolt locks. Tighten exhaust manifold bolts to
15 to 20 foot-pounds torque. Connect exhaust pipes
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to manifolds.
4. Use new intake manifold gaskets between
intake manifold and cylinder heads, and bolt intake
ra manifold and water outlet manifold in place, tight
ening manifold bolts evenly to seat parts squarely
at gaskets. Correct intake manifold torque is 20 to
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25 foot-pounds torque.
5. Lubricate push rods, and position at valve
Figure 9 — Cylinder Head Bolt Tightening Sequence lifters in original locations. Set valve rocker arm
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as
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1 End Bracket 6 Rocker Arm Shaft 10 Exhaust Manifold

2 Adjusting Screw 7 Spring 11 Exhaust Manifold Bolt Lock
3 Push Rod 8 Bracket Bolt 12 Rocker Arm
4 Rocker Arm Shaft Bracket 9 Flat Washer 13 Special Bolt
5 Intake Manifold T P M - 9 8 7 5 ____
Figure 10— Valve Rocker Arms and Shaft Installed

GASO LINE ENGINES 6A - 10
C e n t e r P lu g
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Pulley i
Installer!
Figure 11 — Crankshaft Pulley Hub Removal (Typical) Thrust
Bearing TPM-6449
assembly (fig. 1 0 ) on cylinder head and bolt in

place following instructions previously given under Figure 12 — Tool for Installing Pulley
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"Valve Operating Mechanism Replacement." or Hub on Crankshaft (Typical)
6 . Install valve rocker arm cover, using new
gasket. ously instructed under "Crankshaft Pulley Replace
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CRANKSHAFT PULLEY AND HUB ment."
REPLACEMENT 2. Use suitable tool to pry oil seal out of front
cover.
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On some models the crankshaft pulley is not
readily accessible unless the radiator core is first INSTALLATION
removed. The special tool typically illustrated in
A special tool (J-7879-10) is available for in
figure 1 1 must be used to start the pulley retaining
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stalling crankshaft front oil seal assembly without
cone off crankshaft.
removing front cover.
REMOVAL
1. Remove radiator if necessary, to provide 1. Lubricate oil seal lip with engine oil, then
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access to crankshaft pulley. turn engine crankshaft so key (3, fig. 14) is at top
2. Use impact wrench, or hold engine flywheel as shown.
and use conventional wrench to remove pulley re
2. Locate new seal assembly at bore in front
taining bolt.
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cover with seal lip pointing inward, then assemble

3. Assemble puller and center plug in manner
special tool components in manner shown in figure
shown in figure 1 1 , then turn puller screw to re
14.
move pulley from crankshaft.
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INSTALLATION CRAN KSH AFT

1. Clean seal area on crankshaft pulley or CONE
hub thoroughly and apply engine oil on surface con
as
tacted by oil seal.

2. Align keyway in pulley with key in crank
shaft, then start pulley or hub onto front end of
crankshaft. Assemble special installer shown in
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figure 1 2 , and turn nut with wrench to force pulley

firm ly into place on crankshaft. PULLEY
3. Remove installer, then referring to figure
13, locate cone at hub, and install retaining washer
and bolt. Tighten retaining bolt with torque wrench
to 95 to 105 foot-pounds torque.
CRANKSHAFT FRONT OIL SEAL

REPLACEMENT RETAINER'1
REMOVAL
1. Remove crankshaft pulley or hub as previ- Figure 13-Crankshaft Pulley Hub Retaining Parts (Typical)

G ASOLINE ENGINES 6A-11
4 Engine Front
Cover
5 Crankshaft Gear
or Sprocket
6 Oil Slinger
7 Oil Seal Assy.

8 Crankshaft
9 Installer Screw
10 Installer Nut
11 Thrust Bearing
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1 Pulley Installer
2 Oil Seal Install
er (J-7879-10)
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3 Key
Figure~14— Front Cover Oil Seal Installation
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IWith Cover Installed on Engine)
3. Tighten nut against thrust bearing to force

1 Oil Inlet Tube and 7 Oil Pump Assembly
seal squarely into cover bore.
4. Inspect surface on pulley hub, with magnify
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2 Governor Oil Line
8 Governor Spinner
Valve
ing glass if necessary, to locate any nicks, burrs, Assembly 9 Bracket
or scratches which could cause rapid wear at oil
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3 Elbow (Welded to Item 1)
seal. When inspection shows surface to be in poor 4 Flange Bolts 10 Spinner Cover Bolt
condition, install a new pulley or hub. 5 Gaskets and Lock Washer
5. Install crankshaft pulley or hub following 6 Pump Mounting Bolts
instructions previously given under "Crankshaft
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Pulley Replacement."
Figure 16— Oil Pump Installation on Engine
With Hydraulic Type Governor
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ENGINE OIL PAN REPLACEMENT

OIL PAN REMOVAL
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1. Clean all dirt and accumulated material

from oil pan attaching bolts and drain plug.
2. Drain oil from oil pan.
as
3. Remove oil pan bolts and stud nut, then

remove oil pan. Scrape off any portions of gasket
which adhere to oil pan flange or to bolting flange
on cylinder block and engine front cover.
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OIL PAN INSTALLATION

1. Use gasket cement to hold new oil pan gas
1 Suction Tube and 5 C ylind er Block
6 Pump D riv e Shaft
ket in place at cylinder block and front cover.
Screen A ssy .
2 Bracket Bolt 7 Pump to Block Bolts 2. Position oil pan at engine and install attach
(20-25 ft.-lbs.) (25-30 ft.-lbs.) ing bolts and stud nut.
3 Flange Bolts and L o ck 8 O il Pump
W ash e rs 9 Bracket
4 G askets 10 Oil Pan t-2460 NOTE: Three of the oil pan bolts are longer
than the others, and these must be installed at rear
of oil pan at reinforcement. These bolts may be
Figure 15— Oil Pump Installation on Engine readily identified by internal-external type lock
Without Hydraulic Governor washers. Other pan bolts are shorter.

3. Install drain plug with new gasket, then fill

crankcase with engine oil to "F U L L " mark on dip
stick.
ENGINE OIL PUMP REPLACEMENT
REMOVAL
1. Remove engine oil pan as previously direc
ted under "Engine Oil Pan Replacement."
2. On engines with hydraulic type governor
(fig. 16), remove governor oil line assembly.
3. Remove two special pump mounting bolts,
then remove engine oil pump with oil inlet tube
and screen assembly attached. Oil pump drive shaft
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will usually remain in socket in oil pump shaft.
INSPECTION AND REPLACEMENT OF

1 Drive Housing 4 Gasket
SUCTION TUBE AND SCREEN 2 Housing Nut 5 Adapter Mounting Bolt
Inspect screen and tube for damage. If screen 3 Tachometer Adapter 6 Flywheel Housing 1-3071
is clogged, the assembly should be removed from
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pump and thoroughly cleaned; or a new suction tube
and screen assembly installed.
When installing tube and screen assembly on Figure 17— Tachometer Drive Installation
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oil pump, use new gasket between tube flange and
pump body. Install all attaching bolts loosely, then NOTE: If there is insufficient clearance for
tighten bracket bolt first. Correct torque is 20 to adapter removal, try turning engine crankshaft to
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25 foot-pounds. Finally, tighten tube flange bolts. position drive bolt ( 8 , fig. 18) in camshaft so drive
Figure 15 shows engine oil pump without hydraulic slot is in vertical position. In some cases it may
governor spinner valve. be necessary to use small pencil type grinder to
remove necessary amount of stock from flywheel
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INSTALLATION housing to permit disengagement of tongue on gear
1. Place new pump-to-block gasket on oil shaft from drive slot in bolt ( 8 , fig. 18).
pump flange, and insert pump drive shaft in drive 5. Referring to figure 18, remove cover (5)
and inspect teeth on gears (3 and7). Clean oil holes
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socket in pump shaft.

2. Set oil pump assembly in position at cylin in cover.
der block and turn pump as necessary to engage
the pump drive shaft with drive socket at upper INSTALLATION
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end. 1. Lubricate adapter parts with clean engine

3. On engines with hydraulic type governor, oil and attach cover to housing' with screws and
position oil line ( 2 , fig. 16) at fittings on cylinder
block and oil pump and start oil line nuts.
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4. Install oil pump-to-cylinder block bolts

and tighten to 30 to 35 foot-pounds torque. Tighten
oil line nuts on engine with hydraulic governor.
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5. Install engine oil pan, following instructions

previously given in "Engine Oil Pan Replacement."
TACHOMETER DRIVE ADAPTER

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REPLACEMENT
REMOVAL (Fig. 17)
1. Remove floor pan from cab on conventional
cab models, or remove shield from cab rear sup
6 Cover Screw and Lock
port on tilt cab models. Washer
2. Disconnect tachometer drive shaft housing 1 Bearing 7 Drive Gear
2 Housing 8 Drive Bolt (In Camshaft)
(1) from adapter (3). 3 Gear and Shaft Assy. 9 Gasket
3. Remove two bolts and lock washers (4) at 4 Thrust Washer 10 Bushing (In Housing)
5 Cover and Bushing Assy. 11 Gear Shaft Bushing tw o
taching adapter (3) to cylinder block.
4. Remove adapter assembly and gasket from
cylinder block. Figure 1 8 — Tachom eter D rive C om pon en ts

lock washers ( 6 , fig. 18). and install adapter assembly. Connect flexible
2. Check drive bolt ( 8 , fig. 18) to make sure it drive shaft housing to adapter.
is firm ly tightened into threads in camshaft. If 4. Check tachometer drive cable and housing
necessary, turn engine crankshaft to position drive routing. There must be no sharp bends or kinks
bolt slot in vertical position. in the assembly. Lubricate tachometer drive cable
3. Align tongue on adapter shaft with drive with approved lubricant (Type ST-640) or equiv
bolt slot, then place new gasket at cylinder block alent.
VALVE TIMING CHECK

When a check of valve timing is necessary, finger pressure, the 5 degree (BUDC) mark on
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the following procedure may be used referring to pulley should be at pointer. This will be about 1
markings at crankshaft pulley hub or pulley for revolution from starting point. If push rod starts
determining upper-dead-center on No. 1 cylinder. to rotate at any point between 1 0 degree mark and
UDC #1 mark, the valve timing is correct. Be sure
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1. Remove left-hand rocker cover from cyl
to adjust exhaust valve clearance to 0.018 inch
inder head to provide access to rocker arms at
after performing the foregoing check.
No. 1 cylinder.
2. Turn engine clockwise (viewed from front NOTE: A mismatched gear tooth or chain en
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of engine) to UDC #1 mark at crankshaft pulley on gagement can be recognized by the following error
compression stroke. Both the intake and the ex in timing mark position when following the above
haust valve on No. 1 cylinder will then be closed. procedure:
3. Set No. 1 exhaust valve lash on 401M and
478M engines at 0.074 inch. ar 401M or
478M E n g in e ............ 12° deviation per gear tooth
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4. Turn engine clockwise until No. 1 exhaust
valve opens and begins to close, then with fingers, 5. To correct the timing, remove the engine
try turning push rod of No. 1 exhaust valve as en front cover assembly, then align marks on sprock
gine is cranked slowly. When push rod rotates with ets or gears.
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TORQUE WRENCH SPECIFICATIONS

Torque wrench specifications listed below apply to
clean dry threads except as otherwise indicated:
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Item Ft.-Lbs.
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Cylinder Head Bolts ............................................. 60 - 65*

Intake Manifold Bolts ..........................................2 0 - 2 5
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Exhaust Manifold Bolts .......................................15- 2 0

Oil Filter Stud (If U s e d ) .......................................4 0 - 5 0
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Spark Plugs .........................................................2 3 - 2 7

Rocker Arm Shaft Bracket Bolts ........................2 0- 2 5
Damper or Hub-to-Crankshaft B o l t .....................95- 105
Oil Pan Drain P l u g ................................................2 0- 2 5
* Oiled with S.A.E. No. 10 Engine Oil.

TROUBLE DIAGNOSIS CHART

HARD STARTING
SYMPTOM A - SLOW CRANKING
POSSIBLE CAUSES REMEDY
1. Heavy engine oil. 1. Change to lighter oil.
2. Partially discharged battery. 2. Charge battery.
3. Faulty or undercapacity battery. 3. Replace battery.
4. Poor battery connections. 4. Clean and tighten or replace connections.
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5. Faulty starter solenoid. 5. Replace or repair solenoid.
6 . Faulty starting motor or drive. 6 . Overhaul starting motor.
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SYMPTOM B - LOW CYLINDER COMPRESSION
1. Burned or warped valves. 1. Overhaul cylinder head.
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2. Improper valve lash. 2. Adjust to proper clearance.
3. Worn or broken piston rings. 3. Overhaul engine.
4. Defective cylinder head gasket.
SYMPTOM C - LACK OF FUEL

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4. Replace gasket.
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1. Fuel lines clogged. 1. Clean fuel lines.
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2. Low fuel supply. 2. Check amount of fuel in tank, fill if supply is low.
3. Clogged vent in fuel tank cap. 3. Clean or replace cap.
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4. Break in fuel supply line allowing air to be

drawn into fuel line. 4. Replace or repair lines.
5. Clogged fuel filter. 5. Service filter as recommended in ENGINE
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FUEL SYSTEM (SEC. 6 M).

6 . Water or ice in fuel system. 6 . Thaw if frozen, and drain water out of tank and
filters.
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7. Defective fuel pump. 7. Make pressure test at pump outlet.

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8 . Dirty carburetor. 8 . Clean carburetor.

9. Carburetor choke inoperative, or not properly
adjusted. 9. Check choke operation and adjust as necessary.
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SYMPTOM D - IGNITION TROUBLES

1. Distributor points burned or corroded. 1. Clean or replace points.
2. Distributor points out of adjustment. 2. Adjust point gap.
3. Faulty spark plugs. 3. Clean or replace and adjust spark plug gap.
4. Defective wiring. 4. Inspect wiring and correct as required.
5. Ignition out of time. 5. Set ignition timing.

HARD STARTING (CONT.)

SYMPTOM D - IGNITION TROUBLES (Cont'd.)

6 . Defective ignition coil or condenser. 6 . Test coil and condenser; replace if neci
7. Cracked distributor cap. 7. Install new cap.
LACK OF POWER
SYMPTOM A - POOR COMPRESSION
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1 . Incorrect valve lash. l. Adjust to correct clearance.
2 . Leaky valves. 2 . Remove cylinder head and grind valves,
3. Valves or lifters sticking. 3. Free up or replace.
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4. Weak or broken valve springs. 4. Replace defective springs.
5. Valve timing incorrect. 5. Correct the valve timing.
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6 . Blown cylinder head gasket. 6 . Replace gasket.
7. Broken or stuck piston rings. ra 7. Free up or replace piston rings.
8 . Worn pistons, ring, and/or cylinder-bores. 8 . Overhaul engine.
SYMPTOM B - IGNITION SYSTEM MALFUNCTION

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1 . Ignition out of time. 1 . Set ignition timing.
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2 . Defective spark plugs. 2 . Clean or replace spark plugs.

3. Distributor points worn or out of adjustment. 3. Clean and adjust points or replace.
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1 . Dirt or water in carburetor. 1 . Clean carburetor.

2 . Gas lines partly clogged. 2 . Clean gas lines.
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3. Dirt in gas tank. 3. Clean gas tank.

4. Air leaks in gas line. 4. Tighten and check gas lines.
5. Fuel pump not functioning properly. 5. Replace or repair fuel pump.
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6 . Governor malfunction. 6 . Repair or replace governor.
SYMPTOM D - EXCESSIVE FUEL (FLOODING)

1 . Choke not fully open. 1 . Check choke and adjust control.
2 . Air cleaner restricted. 2 . Service air cleaner.
3. Carburetor float valve not seating. 3. Clean float valve and set float level.
4. Rich mixture at idle speed. 4. Adjust carburetor idle mixture.

LACK OF POWER (CONT.)

SYMPTOM D - FAULTY ACCELERATION
1. Defective carburetor (accelerator pump -
clogged jets). 1. Repair or replace carburetor.
2. Defective governor. 2. Repair or replace governor.
3. Air leak at intake manifold. 3. Replace gaskets and/or manifold.
4. Faulty ignition wiring. 4. Inspect for excessive resistance and defective
insulation.
5. Misfiring spark plugs. 5. Clean and/or replace spark plugs.
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6 . Lack of cylinder compression, due to worn
piston rings, burned valves, or defective head
gasket. 6 . Replace defective parts or, overhaul engine.
7. Exhaust back pressure too high. 7. Replace or repair defective exhaust system
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components.
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OVERHEATING
POSSIBLE CAUSES ra REMEDY
1. Loose or defective fan belt. 1. Adjust or replace belt.
2. Thermostat(s) not opening. 2. Replace thermostat.
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3. Coolant loss. 3. Check for leaks and repair as necessary.
4. Partially clogged radiator. 4. Clean radiator core internal passages, and
air passages.
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5. Defective water pump. 5. Repair or replace pump.

6 . Incorrect ignition or valve timing. 6 . Retime engine.
7. Dragging brakes. 7. Adjust or repair brakes.
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8 . Restricted exhaust system. 8 . Clean or replace exhaust system components.

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9. Improper valve clearances. 9. Adjust valve clearance.

10. Ignition distributor advance inoperative. 10. Repair distributor to correct malfunction.
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11. Overloaded vehicle. 11. Reduce load per vehicle rating.
NOTE: When operating vehicle in hot climate or at high altitudes, it may be neces
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sary to check pressure cap and/or use cap with higher opening pressure to prevent
boiling.
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ROUGH IDLE A N D /O R STALLING

SYMPTOM A - ERRATIC RUNNING OR SURGING
1. Idle mixture too rich. 1. Adjust idle mixture screws.
2. Improper ignition timing. 2. Set timing.
3. Vacuum leak (air entering intake manifold). 3. Replace gasket, or tighten manifold bolts. Check
and/or replace vacuum brake hose (when used).

ROUGH IDLE A N D /O R STALLING (CONT.)

SYMPTOM A - ERRATIC RUNNING OR SURGING (Cont’ d.)
4. Inoperative crankcase ventilation valves. 4. Clean or replace valves.
5. Cylinder head gaskets leaking, or cylinder head
cracked. 5. Replace cylinder head or gasket.
6 . Worn valve guides. 6 . Overhaul cylinder head.
SYMPTOM B - STALLING
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1. Engine idle speed set too slow. 1. Adjust idle speed to specifications.
2. Engine running too cool. 2. Install proper thermostat.
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3. Exhaust restricted. 3. Repair exhaust system to eliminate excessive
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back pressure.
4. Carburetor flooding. 4. Replace defective float valve, set, carburetor
float level. Check fuel pump for excessive
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pressure.
5. Defective fuel pump. 5. Replace pump.
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DETONATION
(SPARK KNOCK OR PING O N ACCELERATION)
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1. Ignition advance too far for fuel being used. 1. Retard ignition timing.
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2. Wrong type (heat range) spark plug. 2. Install correct spark plug.
3. Excessive build-up of deposits in combustion
chambers. 3. Clean combustion chambers.
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4. Restricted coolant passages in cylinder head

causing "hot spots" in combustion chamber. 4. Remove cylinder head and clean passages.
5. Overheated engine. 5. Make corrections to lower the engine operating
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temperature. (Refer to "Causes” and "Remedied'

previously covered under "Overheating.")
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6 . Lugging engine. 6 . Use lower transmission gear to prevent over

loading engine.
HIGH LUBRICATING OIL CONSUMPTION

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1. Oil lines or connections leaking. 1. Tighten or replace defective parts.
2. Leaking gaskets. 2. Replace gaskets as necessary.
3. Crankcase oil level too high. 3. Drain crankcase and refill to correct level.
4. Crankshaft oil seals worn. 4. Replace oil seals.
5. Pistons and/or rings worn, or pistons damaged;
cylinder bores scored or worn. 5. Overhaul engine.

LOW ENGINE OIL PRESSURE

(When checked with engine at normal operating temperature)
1. Defective oil gauge or sending unit. 1. Check pressure with master gauge. Replace oil
gauge or sending unit if defective.
2. Oil viscosity too low. 2. Fill crankcase with correct oil.
3. Oil diluted with gasoline. 3. Check for indications of choke malfunction or
carburetor flooding allowing gasoline to enter
crankcase. Make necessary correction.
4. Suction loss. 4. Check for loose intake pipe and screen in oil
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pan. Also check for partially clogged inlet screen.
5. Weak or broken relief valve spring in oil pump. 5. Inspect spring and replace if necessary.
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ENGINE NOISE
SYMPTOM A - VALVE MECHANISM NOISE
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1. Sticking valves.
2. Incorrect valve lash.
ra1. Clean and lubricate valve stems.
2. Adjust valve lash.
3. Bent push rod(s). 3. Determine and correct cause of push rod bend
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ing. Install new push rod.
4. Worn rocker arms and/or shaft. 4. Replace worn parts and make sure oil is reach
ing valve rocker arms.
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5. Broken valve spring. 5. Replace spring.

6 . Damaged valve lifter and/or camshaft. 6 . Replace lifter and/or camshaft.
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SYMPTOM B - BEARING NOISE

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1. Insufficient oil supply. 1. Check oil level and add oil as required.
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2. Low oil pump pressure. 2. Remove and inspect oil pump and inlet screen.
Make necessary corrections.
3. Thin or diluted oil. 3. Change oil. Use oil with proper viscosity.
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4. Excessive bearing clearance. 4. Remove oil pan and make bearing replacement
or repairs.
5. Piston pins loose fit in connecting rod or piston. 5. Install new piston pins (oversize pins if req'd.).
6 . Piston to cylinder bore clearance excessive
(piston slap). 6 . Overhaul engine.
NOTE: When diagnosing engine noise problems, be careful that noises caused by
accessories such as air compressor and power take-off are not mistaken for
engine noises. Removal of accessory drive belts will eliminate any noises caused
by these units.

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Inspect engine front and rear mountings as
part of regular engine maintenance program. Be
sure all bracket attaching bolts are kept tight.
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Refer to ENGINE MOUNTINGS (SEC. 6 D) for
engine mounting information.
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USE ENGINE OIL AS SPECIFIED

IN LUBRICATION (SEC. 0) AND
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SERVICE CRANKCASE VENTI

LATION UNITS AND OIL FILTERS
as
REGULARLY.
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as
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-- -- --
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SECTION 6B
TORO-FLOW DIESEL ENGINE

Subject Page No.

Engine Maintenance and Tune-up ................................. 6B-1
In-Vehicle Service O peration s....................................... 6 B - 6
Trouble Diagnosis Chart ............................................ 6B-15
GENERAL INFORMATION
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applicable maintenance paragraphs in this manual
for service instructions for servicing air cleaners,
General engine maintenance includes servic fuel filters, and crankcase ventilation system. In
ing engine accessories and components to assure addition to service described, the engine should be
satisfactory, economical performance at all times. precisely tuned at regular intervals, following the
Since the equipment used with various truck models procedure given later under "Engine Tune-up
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is somewhat varied, reference must be made to Operations."
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ENGINE MAINTENANCE
ra element. Clean shell assembly and remove gasket
from base at engine.
SERVICING AIR CLEANERS 4. Install new element in shell, place new gas
Engine air cleaners are oil bath type. Follow ket at filter base on engine, then install shell and
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the procedure given in LUBRICATION (SEC. 0) in element assembly. Tighten shell retaining bolt to
this manual to maintain air cleaners in service 40 to 50 foot-pounds. Install and tighten drain plug.
able condition. 5. Fill crankcase with engine oil.
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6 . Start engine and check for oil leaks at shell

W ARNING
USE EXTREME CAUTION TO BE
SURE THAT A L L VOLATILE CLEAN
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ING FLUID (GASOLINE, KEROSENE,

ETC.) IS REMOVED FROM AIR CLEAN
ER AT TIME OF CLEANING. UNCON
TROLLED FUEL ENTERING THE
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COMBUSTION CHAMBER IN THIS MAN

NER CAN CAUSE THE ENGINE TO
"RUN AW AY" AND POSSIBLY DES
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TROY ITSELF AND CAUSE INJURY

TO PERSONNEL.
ENGINE OIL FILTER ELEMENT

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Oil filter element changing periods are related

to crankcase oil changing periods, the quality of oil
used and severity of service. Element is replace
able paper type. To replace element proceed as
follows:
1. Remove drain plug and loosen bolt which
holds filter shell on base. Allow oil to drain out of
filter.
2. Remove shell and element as an assembly
by removing bolt which is screwed into filter base. Figure 1— Crankcase Breather Ion Engine Front Coverl
3. Withdraw element from shell and discard I When Used)

TORO-FLOW DIESEL ENGINE 6B-2
gasket and retaining bolt. Run engine long enough must be replaced as a matched pair even though
to assure complete filling of filter with oil, then only one belt may be damaged or defective. Check
stop engine and add oil to engine crankcase to drive belt adjustment at all belt driven accessories.
bring oil level to the "F U L L " mark on dipstick.
NOTE: Recommendations for oil change per FUEL SYSTEM
iods, oil specifications, and viscosity are contained Make periodic inspection of fuel filters, lines
in LUBRICATION (SEC. 0) in this manual. and injection units for evidence of leaks and dam
CRANKCASE OIL LEVEL AND age. Repair as necessary.
VISCOSITY OBSERVATION Refer to applicable portion of ENGINE FUEL
A bayonet type oil gauge at right side of engine SYSTEM (SEC. 6 M) for detailed information on
is provided for checking crankcase oil level. This fuel filters, injection pump assembly, control
gauge is marked "ADD" and "F U L L ." mechanism and servicing fuel injection nozzles.
Daily, or oftener if necessary, check crank
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case oil level. Make oil level check preferably NOTE: In case of complaints of hard starting
after a day's run and after engine has been stopped in cold weather, refer to suggested remedies in
for at least five minutes. Remove dipstick, wipe "Trouble Diagnosis" under "Hard Starting."
clean with cloth, reinsert dipstick, then remove
again. Oil level should be maintained between "ADD" CRANKCASE VENTILATION SYSTEM
and "F U L L " marks without overfilling. Do not The breather cap on gear access cover (fig. 1)
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operate with level below "ADD" mark. Add oil at front of engine must be inspected at regular in
whenever the oil level reaches or falls below the tervals and the vent holes and filtering material
"ADD" mark. cleaned when necessary to permit free passage of
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When checking engine oil level, make note of air. To clean breather cap, remove from engine
oil viscosity. If there is evidence of crankcase oil and immerse in cleaning solvent to remove all de
dilution as indicated by oil appearing too "thin” or posits. After breather cap is cleaned, install on
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by level above the "F U L L " mark on dipstick, make engine dry. Do not oil the element. Also, inspect
necessary investigation to determine cause of di hoses (fig. 2 ) which connect rocker arm covers
lution and make necessary corrections. and oil separator at rear of cylinder block to air
cleaner,.
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DRIVE BELTS
Inspect all drive belts for evidence of worn or
frayed condition as well as for other damage. Re
ENGINE TUNE-UP OPERATIONS
place belts if worn. NOTE: Belts used in pairs
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Before performing other tune-up procedure,

check battery electrolyte specific gravity at each
cell to be sure battery is fully charged. Add water
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and charge battery as necessary.
PRELIMINARY TEST OF
CYLINDER COMPRESSION
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In case there is evidence of low compression

on one or more cylinders, the following test should
be made to determine which cylinders may be at
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fault.
1. Start engine and run until normal operating
temperature is reached.
2. Stop engine and remove high pressure line
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clamps.. Remove the high pressure line between

injection pump and nozzle holder at cylinder to be
checked. Use care not to bend the high pressure
line when removing. Remove the nut at each end
from the threads at pump and nozzle holder and
lift the line away from both units without bending.
3. Disconnect leak-off hoses from tee or elbow
on injection nozzle holder. Remove nozzle holder
retaining bolts and pull the holder assembly out of
well in cylinder head. Clean nozzle holder cavity
Figure 2— Typical Air Cleaner and Crankcase and gasket seat in cylinder head, then turn engine
Ventilation Lines over with starter to blow loose carbon out of com

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1 Fuel Leak-off Hose
2 Injection N ozzle Bolts and 6
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5 Adapter
Fuel Injection Pump 9
8 Overflow Valve
Fuel Receptacle
Lock Washers Assembly 10 Fuel Return Line (Hose)
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3 Compression Gauge and Hose 7 Adapter and Fuel Hose 11 Fuel Supply Pump Assembly
4 Leak-off Hose Connector Assembly 12 Fuel Secondary F ilte r t -874 -i
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Figure 3— Gauge and Adapter for Checking Cylinder Compression

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bustion chamber and nozzle holder cavity. Use a NOTE: Do not attempt to obtain compression
nozzle holder copper gasket at bottom of well and pressure by cranking engine with starter.
install the compression gauge adapter (J-21735-01) 7. Perform this operation on each cylinder.
in place of nozzle holder as shown in figure 3, using The compression pressure in any one cylinder
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the nozzle holder bolts to hold the adapter in place. should be not less than 500 psi at 625 rpm. In ad
Connect gauge to the adapter. Be sure all connec dition, the variation in compression pressures
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tions are tight. between cylinders of the engine must not exceed
4. If a rear cylinder is being checked, insert 30 psi at 625 rpm.
plug in the disconnected leak-off hose. When other 8 . Low cylinder pressures may result from
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cylinders are being checked, join the disconnected any one of several causes:
leak-off hoses with a two-way or three-way con a. Piston rings may be worn, stuck, or broken.
nector, as required. Plug and connectors are furn b. Compression may be escaping past valves,
ished as part of compression gauge kit. or cylinder head gasket may be defective.
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5. Install adapter and hose (7, fig. 3) in outlet

port in hydraulic head on injection pump and place
hose in receptacle to catch fuel oil while running ENGINE TUNE-UP PROCEDURE
the engine.
CAUTION: Under no condition should the high BATTERY AND BATTERY CABLE SERVICE
pressure outlet port on the injection pump be plug 1. Using battery hydrometer, check specific
ged to prevent the escape of fuel. The resulting gravity of storage battery electrolyte in each cell.
hydrostatic lock would severely damage the injec Gravity reading below 1.230 (corrected to 80°F.)
tion pump mechanism when engine was started. indicates insufficient charge.
6 . Start the engine and allow engine to idle at 2. Be sure to place engine control in "STOP"
625 rpm. Observe and record the compression position to prevent the engine from firing during
pressure shown on compression gauge. test.

CHARGING CIRCUIT WIRING AND

GENERATOR INSPECTION
Refer to ENGINE ELECTRICAL (SEC. 6 Y) in
this manual for procedure required to check per
formance of charging circuit units.
COOLING SYSTEM INSPECTION

Refer to ENGINE COOLING SYSTEM (SEC. 6 K)
in this manual for arrangement of cooling system
units and for inspection and required maintenance
procedures.
TEST CYLINDER COMPRESSION

If cylinder compression test was not previous
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ly made, it should be made at this point if there is
evidence of low compression in one or more cyl
inders.
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If compression test reveals too great a d iffer
ential between cylinders, repairs must be made to
Figure 4— Cleaning Fuel Injector Nozzle restore compression before engine can be tuned
Tip with Brass Brush satisfactorily.
y.
NOTE: When nozzle holders are removed to
3. With the voltmeter connected between sole check cylinder compression, the lower ends should
noid terminal and ground, operate starter. Voltage be brushed with fine brass bristled brush (fig. 4)
of 9 volts or more when starter is cranking engine
indicates that battery, and circuit to solenoid are
satisfactory. If the voltage reading is less than 9
volts when engine is being cranked, or if cranking
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to remove all carbon deposits. CAUTION: Do not
use motored wire brush to clean nozzles.
CYLINDER HEAD BOLTS

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speed is low; a weak battery, defective starter Normally the cylinder head bolts should not
switch, or excessive resistance in starting circuit require retightening at tune-up intervals. When
exists. necessary to tighten cylinder head bolts, refer to
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"Cylinder Head Replacement" covered later in this

NOTE: If, when making check of cranking volt section, for bolt tightening sequence.
age, it is noted that cranking speed is uneven; this
is an indication of uneven cylinder compression,
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MANIFOLD BOLTS
defective starter or starter drive. Exhaust manifold end bolts are each secured
4. In cases where loose, corroded, or other by a lock bent against bolt heads. At tune-up inter
wise defective battery cables and/or wiring are val, check all manifold bolts for proper torque and
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found, the defects must be corrected to insure good be sure end bolts are locked to prevent loosening.
engine performance.
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VALVE CLEARANCE
5. If battery is weak or shows other evidence
a. Run engine until operating temperature of
of being defective, refer to appropriate coverage
approximately 160° is reached, then remove rocker
as
in ENGINE ELECTRICAL (SEC. 6 Y) of this manual

arm covers.
for method of diagnosing battery deficiencies.
b. Using feeler gauges and box-end wrench,
set exhaust valves to 0.018 inch clearance, and set
intake valve clearance to 0 . 0 1 0 inch clearance.
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c. Reinstall rocker arm covers with new cover

damage. If no defects are found, check belts for
gaskets and tighten cover screws firm ly (3 to 5
proper tension.
foot-pounds). Connect crankcase ventilation hoses.
2. When installing new drive belts or adjust
ing old belts, use tension gauge to provide correct FUEL SYSTEM INSPECTION
tension. a. Inspect all fuel lines, both the supply line
and return line between engine and fuel tank, for
CAUTION: Adjusting drive belts too tightly evidence of leakage.
will impose too great a load on bearings in the b. Referring to ENGINE FUEL SYSTEM (SEC.
driven units. Slipping will occur if drive belts are 6 M) in this manual, service air cleaners and fuel
not adjusted tight enough. Belt life will be shorten filters. Also, check operation of accelerator con
ed if belts are not properly tightened. trol linkage for free movement. Check operation of

engine stop mechanism which must function per

fectly. Some vehicles employ an electrical device FUEL INJECTION
for stopping engine. PUMP
c. Check engine idle speed which should be
625 rpm. If necessary to adjust idle speed, remove
lower acorn nut at rear of fuel injection pump (fig.
5), then with engine running, loosen lock nut and
turn idle adjusting screw with screwdriver to set
idle speed. When correct idle speed has been ob
tained, tighten lock nut and reinstall acorn nut.
NOTE: If after the foregoing procedures have
been completed, the engine performance is not sat
isfactory, it may be necessary to remove the fuel LOCK NUT
injection nozzles and check the nozzle opening
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pressure and spray pattern. Instructions for serv
icing injection nozzles are covered later in EN
GINE FUEL SYSTEM (SEC. 6 M) of this manual.
FUEL INJECTION PUMP TIMING
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A check of fuel injection pump timing is not IDLE SPEED
normally required as part of engine tune-up pro ADJU STING SCREW
cedure; however, in cases when it necessary to
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check the timing in diagnosing trouble, refer to
"Checking Injection Timing," covered later in Figure 5 — Adjusting Engine Idle Speed
ENGINE FUEL SYSTEM (SEC. 6 M) for information
on making the timing check. can be considered "out of tim e."
CHECKING ENGINE VALVE TIMING (Fig. 6 )

ra To correct the timing, the engine front cover
assembly must be removed, and timing gear teeth
Valves must open and close in correct rela must be meshed according to marks on gears.
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tionship to upper and lower dead center of crank If a change in valve timing is necessary, refer
shaft as indicated in valve timing as shown in fig to ENGINE FUEL SYSTEM (SEC. 6 M) for instruc
ure 6 . When a check of valve timing is necessary, tions when removing and installing fuel injection
following procedure may be used referring to mark pump assembly.
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ings at crankshaft damper for determining top dead

center on No. 1 cylinder.
1. Remove left-hand rocker cover from cyl
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inder head to provide access to rocker arms at

No. 1 cylinder.
2. Turn engine clockwise (viewed from front
of engine) to "UDC" mark at crankshaft damper on
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compression stroke. Both the intake and the ex

haust valve on No. 1 cylinder will then be closed.
3. Adjust valve lash on No. 1 exhaust valve
as
(front valve) to exactly 0.054 inch on 6 -cylinder

engines; or to 0.057 inch on 8 -cylinder engines.
4. Turn engine clockwise until No. 1 exhaust
valve opens and begins to close, then with fingers
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try turning push rod of No. 1 exhaust valve as en

gine is cranked slowly. When push rod rotates with
finger pressure, the "UDC" mark on damper should
be at pointer. This will be about 1 revolution from
starting point. If push rod starts to rotate at any
point within one-quarter inch either side of "UDC"
mark, the valve timing is correct. Be sure to ad
just exhaust valve clearance to 0.018 inch after
performing the foregoing check.
5. If when checking valve timing, the push rod
starts to rotate at a point more than three-quarters Figure 6 — Engine Valve Timing Diagram
inch either side of the "UDC" mark, the camshaft (All Toro-Flow Diesel Engines)

TORO-FLOW DIESEL ENGINE TUNE-UP CHART

Specifications apply to all engines unless otherwise indicated.
ENGINE MODELS IDLE SPEED SETTING (R PM )................. 625-650

6 -Cylinder E ngines............................. DH478
8 -Cylinder Engines .............. D637 & DH637 FUEL INJECTION
CYLINDER COMPRESSION (PSI) . . . . 500 (Min.)* TIMING ................... "IN J " Mark on Damper
FIRING ORDER FUEL OVERFLOW VALVE
DH478 ( 6 - C y l . ) .......................... 1-6-5-4-3-2 OPENING PRESSURE (PSI) ................. 27-33
D637 & DH637 ( 8 -Cyl.) . . . 1-8-4-3-6-5-7-2
VALVE LASH INJECTION NOZZLE VALVE
Intake ............................................. 0.010" OPENING ( P S I ) ...................................... 3000
Exhaust............................................. 0.018"
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FUEL SUPPLY PUMP OUTPUT
GOVERNED SPEED (RPM)** PRESSURE ( P S I ) ................................. 40-55
DH478 ................................................ 3200
D637 ................................................ 2600 CYLINDER HEAD BOLT
DH637 ................................................ 2800 TORQUE (F T .- L B S .)........................ 130-135
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* With engine running at 625 rpm, maximum variation between cylinders must not
exceed 30 psi.
** Full load setting.
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IN-VEHICLE SERVICE OPERATIONS ra
Disconnect air inlet hoses from intake manifolds.
GENERAL 9. On vehicles with air compressor, discon
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This sub-section contains brief instructions nect air discharge line. If vacuum pump is used,
for replacing engine or complete power plant, and disconnect lines from pump.
for making replacement of engine components which 10. Disconnect engine ground strap.
can be made without removing engine from chassis. 11. Disconnect exhaust pipes from manifolds.
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A limited number of repairs to engine components 12. Disconnect tachometer drive at rear of
can also be made while engine remains in chassis. engine (forward side of cowl on 6 -cylinder engines).
These repair procedures are also given later. 13. If vehicle is equipped with power steering,
the power steering pump may be removed from
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engine and fluid lines may remain connected to

DIESEL ENGINE REPLACEMENT
pump during engine removal.
(Conventional Cab Models with
14. The clutch release cylinder hydraulic line
Toro-Flow Engine) should remain connected to the cylinder, the rod
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The following procedure applies to either 6 - disconnected from release lever, and the cylinder
or 8 -cylinder engine unless otherwise indicated. mounting bolts removed to permit engine removal
without draining fluid from clutch release system.
as
REMOVAL 15. Disconnect cables and wiring at starter;

1. Drain radiator. also disconnect wiring from temperature and oil
2. Disconnect battery. pressure sending units.
3. Remove hood attaching parts and remove 16. Remove bolt from engine front mounting.
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hood. On vehicles with D or DH-637 engines, re Attach overhead hoist to engine lifting brackets
move engine cover from inside cab. and take engine weight on hoist. Remove clutch
4. Remove braces which anchor grille and housing to flywheel housing bolts, then move engine
radiator assembly. forward until transmission drive gear is disengag
5. Disconnect radiator hoses and heater hoses. ed from clutch hub. Remove engine assembly using
Disconnect air inlet hoses. care to prevent fouling of lines and wiring.
6 . Disconnect oil cooler lines at radiator bot
tom tank. NOTE: Oil will drain from cooler lines INSTALLATION
when lines are disconnected. Refer to applicable portion of TRANSMISSIONS
7. Remove radiator and grille assembly. Also AND CLUTCHES (SEC. 7) in this manual for in
remove front bumper. structions pertaining to proper assembling of
8 . Disconnect fuel supply line and return line. clutch parts and controls.

1. With clutch parts installed at engine fly and other wiring connected to engine electrical
wheel, and trim items assembled to engine, attach equipment.
overhead hoist and lift engine into place. Splines 8 . Disconnect power steering lines (when used).
on transmission drive gear must engage clutch 9. Disconnect engine oil cooler lines.
disc hub as engine is moved into place. 10. Disconnect fuel supply and return lines.
2. Install bolts attaching clutch housing to 11. Disconnect propeller shaft and speedom
flywheel housing, and install engine front mounting eter drive at rear of transmission.
bolt. 12. Disconnect clutch release cylinder hy
3. Connect air or vacuum lines, oil lines, draulic line; or remove the return spring if cylin
electrical wiring and also connect engine ground der is to remain connected to hydraulic line. Re
strap. move clutch release cylinder attaching bolts.
4. Mount clutch release hydraulic cylinder at 13. Disconnect air discharge line and lubri
flywheel housing. Connect exhaust pipes to mani cation lines from air compressor. If vehicle is
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folds. equipped with vacuum brakes, disconnect lines
5. Connect tachometer drive, and connect from vacuum pump.
power steering (if used). 14. Attach overhead lifting equipment and
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6 . Connect fuel supply and return lines. raise until power plant is partially supported; then
7. On 8 -cylinder vehicles install engine cover remove front and rear mounting bolts.
inside cab. 15. Lift power plant out of chassis, using care
8 . Connect engine controls and adjust as nec to prevent fouling of lines and wiring.
essary. Refer to ENGINE FUEL SYSTEM (SEC. 16. Remove transmission and clutch from en
.
6 M) for information on control mechanism. gine, making reference to appropriate sections of
ry
9. Connect oil cooler lin es. Check to assure manual for additional information required to
that crankcase is filled to proper level with engine properly separate the components.
oil. ra
10. Install radiator, g rill and hood, then con INSTALLATION
nect radiator hoses and heater hoses, fill cooling Refer to applicable section of manual for in
system, and check for leaks. formation required to properly assemble clutch
11. Connect air inlet hoses between air cleaner
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parts and transmission to engine.
and intake manifolds. 1. Attach overhead hoist in manner to provide
12. Prime fuel system, start engine and check balance as engine is lifted into position.
for oil leaks. 2. With mounting brackets in place on engine,
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lift power plant into place. Locate engine front and

DIESEL ENGINE REPLACEMENT rear mountings and install mounting bolts.
(T ilt Cab Models With V - 6 or V- 8 3. Connect air lines (or vacuum lines if vac
uum pump is used), lubricating oil lines, electrical
cc
Toro-Flow Engine)
wiring, and radiator and heater hoses. Connect oil
REMOVAL cooler lines.
1. Tilt the cab forward and drain cooling 4. Connect propeller shaft and speedometer
system. drive. Also, connect tachometer drive (whenused).
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2. Disconnect cables from battery. 5. Mount clutch release cylinder or connect

3. Disconnect equipment and wiring as neces hydraulic line.
sary to allow removal of control island.
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6 . Install control island and connect all wiring.
4. Remove attaching bolts, then remove con 7. Fill cooling system and check for leaks.
trol island and cab rear support. 8 . Make certain engine crankcase is filled to
5. Disconnect exhaust pipes at exhaust mani proper level with engine oil.
folds. 9. Connect battery cables, prime fuel system,
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6 . Disconnect radiator hoses and heater hoses. and start engine. Adjust controls and inspect for
7. Disconnect all starter cables, ground straps oil leaks.
IN-VEHICLE COMPONENT REPLACEMENT
VALVE SPRING REPLACEMENT head from engines by following the procedure out
lined below:
(CYLINDER HEAD INSTALLED)
In most vehicles it is possible to replace a When it is necessary to replace a valve spring
broken valve spring without removing cylinder and/or seals on valve stems, the tool (J-21544)

also used for changing valve springs on V-6 gaso

line engine, is used to facilitate the operation.
Proceed in following manner to replace valve spring
and retaining parts.
1. Remove rocker arm cover.
2. Turn engine crankshaft until piston is at
upper-dead-center on cylinder at which work is to
be performed.
NOTE: The mark on crankshaft damper may
be used as reference point - while observing valve
action - to locate upper-dead-center on #1 and #4
cylinders on 6-cylinder engines; or to locate upper-
dead-center on #1 and #6 cylinders on 8-cylinder
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engines. When piston is at upper center on com
pression stroke there will be no rocker arm move
Figure 8 — Firing Order and Mated Cylinders
ment at cylinder in which firing is to occur. for 8-Cylinder Toro-Flow Engines
3. Remove rocker arm and shaft assembly
from cylinder head, then use tool to compress
then remove spring compressor.
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valve spring and release valve keys.
7. Install rocker arm and shaft assembly fol
4. Remove valve keys, then release spring
lowing instructions given later under "Valve Oper
compressor tool and remove spring seat, inner
spring, and outer spring. At intake valve, remove ating Mechanism Replacement."
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8. Install rocker arm cover, then start engine
valve stem oil seal from groove in stem. Valve
and operate until warmed up to normal operating
rotator may also be removed if necessary.
CAUTION: Do not turn engine crankshaft while
springs are removed from valve, since valve may
fall out of guide and into cylinder as piston reaches
ra
bottom of stroke.
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Figures 7 and 8 show firing order for 6- and
8-cylinder engines and also indicate pairs of cyl
inders in which pistons reach top-dead-center at
same time. Valve springs at any two cylinders
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having same letter identification in figures 7 and

9 may be changed without turning crankshaft.
5. Referring to figure 9 assemble rotator
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(if removed), inner and outer springs, and spring

cap, then use compressor tool to force springs
and cap down far enough to permit installation of
valve keys.
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6. On intake valve install oil seal (8, fig. 9).

Place valve keys (5, fig. 9) in valve stem grooves,
as
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- 0 . 0 4 5 'M A X 0 .0 5 0 " M A X .
Exhaust Valve 7 Inner Springs

Cylinder Head 8 Intake Valve Oil Seal
Valve Rotator 9 Intake Valve
Spring Cap 10 Exhaust Valve Seat
Valve Keys Insert
Outer Springs
Figure 7— Firing Order and Mated Cylinders
for 6-Cylinder Toro-Flow Engines Figure 9 — Sectional View through Cylinder Head and Valves

temperature. Check and adjust valve lash if nec instructions given previously.
essary. 2. Remove bolts which hold rocker arm brac
kets to cylinder heads, then remove rocker arm
MANIFOLD REPLACEMENT shaft and bracket assemblies.
The intake and exhaust manifolds are attached 3. Remove push rods and identify so they may
to cylinder heads by same clamps and bolts. A be reinstalled in original locations.
continuous strip type gasket is installed between
cylinder head and manifolds. INSTALLATION
REMOVAL 1. Place all push rods in original locations,
1. Remove access covers (when used) and other then referring to applicable view (fig. 10 or 11) bolt
equipment which may interfere with manifold re rocker arm shaft brackets in place, meanwhile
moval. On tilt cab models, tilt the cab to provide being careful to engage rocker arm screws with
access. sockets in push rods. Tighten bracket bolts 20 to
m
2. Disconnect air intake hoses from intake 25 foot-pounds.
manifolds. On 8-cylinder engines remove balance 2. Check clearance between rocker arm shaft
tube connecting the two intake manifolds. end brackets and adjacent rocker arm. If a clear
3. Disconnect exhaust pipes from manifolds. ance of approximately 0.030 inch does not exist,
co
4. Bend locks away from the two end bolts, loosen bracket bolts, and relocate brackets as al
then remove clamp bolts and clamps. Remove end lowed by clearance in bracket holes, then tighten
bolts and locks, then remove manifolds and gaskets. bolts to specified torque.
3. Make initial adjustment to provide clear
y.
INSTALLATION
ance of 0.012 inch at intake valves, and 0.022 inch
1. Clean the gasket surfaces on manifolds and
at exhaust valves.
mating surfaces on cylinder heads.
NOTE: The foregoing valve clearance (lash)
2. Locate manifolds and new gaskets and in
stall end bolts with new locks. Do not tighten end
bolts until clamps and clamp bolts have been start
ed. Tighten all bolts to apply even pressure at
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are initial "cold" settings. Final adjustment must
be made with engine warmed up to normal operat
ing temperature. Correct valve lash with engine
br
gaskets. Correct torque for intake manifold end warmed up and running is 0.010 inch at intake valves
bolt is 20 foot-pounds, exhaust manifold end bolt and 0.018 inch at exhaust valves.
20 foot-pounds, and all manifold clamp bolts 20 to 4. Install valve rocker arm covers, referring
to instructions given previously.
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25 foot-pounds. Bend locks to secure the manifold
end bolts.
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ROCKER ARM COVER REPLACEMENT CYLINDER HEAD REPLACEMENT

REMOVAL
NOTE: On some tilt cab models, it is neces
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sary to remove transmission shift rods to permit Unless otherwise stated in text, the replace
left-hand rocker arm cover removal. ment procedure which follows applies to replacing
1. Remove crankcase ventilation hoses from either the right-hand or left-hand cylinder head.
covers.
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REMOVAL
2. Remove cover-to-cylinder head screws,
then lift off covers and gaskets. 1. Drain cooling system.
2. On HJ or JJ-70, remove throttle control
as
NOTE: Do not pry on cover flanges if gasket

is stuck, since prying will bend cover flanges. linkage, then remove cover inside cab.
Strike cover with rubber mallet if necessary to 3. On tilt cab models, the control island must
loosen stuck covers. be removed to provide access to injection pump
lines, outlet manifold and head bolts. Disconnect
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INSTALLATION
and remove air intake system. If right-hand head
1. Press new cover gaskets into place atcover
is to be removed, remove air cleaner assembly,
flanges.
disconnect fuel supply line, and remove fuel sec
2. Locate covers at cylinder heads and install
ondary filter.
attaching screws.
4. Remove rocker arm cover, and rocker arm
3. Install ventilation hoses and caps at rocker
and shaft assembly. Remove push rods and tag so
arm covers.
they may be installed in original position.
VALVE OPERATING MECHANISM 5. Disconnect exhaust pipe from exhaust mani
REPLACEMENT fold.
6. Remove clamps from fuel high pressure
REMOVAL lines, then loosen nuts attaching fuel lines to hy
1. Remove rocker arm covers referring to draulic head and fuel injection nozzles. Disconnect

1 End Bracket 4 Spacer 7 Adjusting Screw

2 Bracket Bolt and Plain Washer 5 Spring 8 Special Bolt
m
3 Rocker Arm 6 Rocker Arm Shaft Bracket 9 Shaft T-820
Figure 1 0 — Valve Rocker Arms and Brackets Installed on Shaft I6-Cyl. Engine)
. co
ry
6 ' — w
ra 6
1 End Bracket 4 Bracket Bolt and Plain Washer 8 Thick Spacer

9 Special Bolt and Plain Washer
b
2 End Bracket Bolt and Plain 5 Rocker Arm Spacer
Washer 6 Shaft Bracket 10 Rocker Arm Shaft
7 Spring 11 Adjusting Screw T1 9 7 0
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Rocker Arm
Figure 1J — Valve Rocker Arms and Brackets Installed on Shaft I8-Cyl. Engine)
ca
and remove fuel high pressure lines, using care 8. Remove manifold attaching clamp bolts,
to avoid bending lines. Cap all openings in hydraulic then remove bolts and remove manifolds and
gaskets.
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head and nozzles to prevent entrance of dust and/

or dirt. 9. Remove water outlet hose clamps at front
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7. Remove fuel leak-off lines, then remove of cylinder head, and loosen hose.
injection nozzles from cylinder head. Refer to ap 10. Remove cylinder head bolts, then lift cyl
plicable portion of ENGINE FUEL SYSTEM (SEC. inder head off dowel pins and remove from engine.
as
6M) for illustrations showing arrangement of fuel 11. Remove cylinder head gasket and clean
system items. any carbon deposits from cylinder head, pistons,
and cylinder block. Use scraper to clean block and
head surfaces. (Do not use a file or other instru
cl
ment which will scratch gasket sealing surfaces.)

INSTALLATION
1. Use fine emery cloth and oil, to polish seal
ing surface on block and head. Be certain that no
scratches are present on this surface.
2. Clean all head bolt holes in block with a
9/16-12 bottom tap and remove all cuttings from
holes. When holes are properly cleaned, a 4-inch
head bolt will project not more than 2-31/32 inch
when screwed into any bolt hole.
Figure 12— Cylinder Head Bolt Tightening 3. Discard any head bolts which have heavily
Sequence 16-Cylinder Engine) pitted shank.

4. Use pilot pins in two head bolt holes and DAM PER
locate head gasket on cylinder block.
IMPORTANT: The seal at hollow dowel is in CEN TER PLUG
terference fit and must be pushed onto dowel with
fingers. If any of seals or rings are dislodged r e
install them carefully in place. PULLER S C R E W
5. Lower cylinder head onto engine, using
care not to dislocate any of seals.
6. Oil head bolt threads and area under bolt
heads and start bolts into block.
a. Following sequence in pertinent illustration
(fig. 13 or 14) tighten all head bolts gradually to
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b. Further tighten all head bolts in proper
sequence to 130 to 135 foot-pounds. Figure 14— Tool Application for Removing
c. Beginning at No. 1 bolt loosen one bolt at a Damper from Crankshaft
time 1/4 turn and immediately retighten to 130 to
135 foot-pounds. Be sure to retighten each bolt
fuel high pressure lines, and fuel injection pump
before loosening next one.
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controls. Instructions and illustrations for install
d. Finally, check all bolts in proper sequence
ing fuel lines are included in appropriate portion
to assure a minimum torque of 130 foot-pounds.
of ENGINE FUEL SYSTEM (SEC. 6M) of this manual.
DO NOT LOOSEN ANY BOLT A SECOND TIME.
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11. Connect exhaust pipe to manifold.
NOTE: No retorquing of head bolts is required
12. After installing right-hand cylinder head,
after engine warm-up.
mount fuel secondary filter assembly and connect
7. Position water outlet hose at front of head
fuel supply line.
and install hose clamps.
8. Using new manifold gasket, install intake
ra 13. Assemble air intake hoses and connect to
air cleaner.
and exhaust manifold on cylinder head. Tighten
14. On models HJ and JJ-7 0 install cover
manifold end bolts (with locks) to 20 foot-pounds.
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inside cab and connect accelerator controls. On
Tighten clamp bolts to 20 to 25 foot-pounds.
tilt cab models, install control island.
NOTE: Intake manifold openings should be
15. Fill cooling system and check for leaks.
plugged or covered while installing on engine or
Run engine until normal operating temperature is
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performing other work to prevent foreign objects

reached, then recheck and adjust valve lash.
from falling into manifold openings.
9. Install push rods and assemble rocker arm
and shaft assembly to cylinder head, refer to
cc
rocker arm replacement procedure given previ

ously under "In-Vehicle Component Replacement"
for instructions on installing rocker arms and
shaft, and rocker arm cover.
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10. Referring to ENGINE FUEL SYSTEM (SEC.

6M) install fuel injection nozzles, leak-off lines,
as
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1 Seal "O" Ring 6 Thrust Bearing

2 Slinger 7 Crankshaft Damper
3 Key 8 Crankshaft
4 Installer 9 Engine Front Cover
5 Installer Screw T-2172
Figure 13— Cylinder Head Bolt Tightening Figure 15— Installing Damper on Crankshaft
Sequence 18-Cylinder EngineI with Special Tool Set

CRAN KSH AFT
CONE
DAM PER
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RETAIN ER
Figure 16 -Crankshaft Damper Retaining Parts
Pulley Installer
CRANKSHAFT DAMPER
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Installer Screw
REPLACEMENT Engine Front Cover Crankshaft
Oil Seal Assembly Oil Slinger
On tilt cab models, it may be necessary to re
Oil Seal Installer Crankshaft Gear
ry
move radiator core to provide sufficient space for Installer Nut
(J -7879-10)
access to and removal of damper. Thrust Bearing T-823-2
Key |
REMOVAL
NOTE: On some engines the fan is mounted on
ra Figure 17— Front Cover Oil Seal Installation
hub at front end of crankshaft. Remove hub mount
ing bolts and remove fan mounting hub; then pro tainer washer, and bolt as shown. Tighten damper
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ceed to remove pulley and damper as directed retainer bolt to 2 0 0 to 2 1 0 foot-pounds.
below: 4. Install pulley on damper hub, and install
1. Remove pulley which is bolted to damper drive belts.
hub.
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2. Remove bolt and retainer washer which 5. If vehicle is type having fan installed at
secures damper hub to crankshaft. front end of crankshaft, install fan hub assembly
3. Assemble puller in manner shown in figure and fan.
cc
15 and remove damper from crankshaft. A center

plug is used at end of crankshaft to serve as bear CRANKSHAFT FRONT OIL SEAL
ing for puller screw. REPLACEMENT
4. Remove O-ring seal, which will be found
si
either at counterbore in damper hub, or on crank In event of oil leak at crankshaft front oil seal
shaft behind key. it is possible to replace the oil seal (located in
engine front cover)without removing cover assem
as
bly from engine. Procedure for replacing the seal

INSTALLATION
follows:
1. Place new seal O-ring (1) on crankshaft and 1. Remove crankshaft damper following the
position squarely at inner end of damper key (3) procedure previously given under "Crankshaft
cl
as shown in figure 15. DO NOT PLACE SEAL RING Damper Replacement."

(1) AGAINST SLINGER (2). The seal ring must roll 2. Pry oil seal out of front cover assembly.
into hub counterbore when damper is installed. 3. Use special installer (fig. 17) in manner
shown and press new oil seal into bore in cover.
2. Apply engine oil on damper hub at surface
Seal lip must point inward toward crankshaft oil
contacted by oil seal (10). Start damper onto crank
slinger ( 8 , fig. 17). When using installer, turn
shaft with keyway aligned with key (3). If damper
crankshaft so key is on top. This centers the tool
does not slide onto crankshaft easily, installer
properly so pressure is applied uniformly over
screw (5) may be threaded into end of crankshaft
outer diameter of seal.
and installer (4) and thrust bearing ( 6 ) maybe used
4. Inspect surface on damper hub, with mag
to install damper.
nifying glass if necessary, to locate any nicks,
3. Referring to figure 16, install cone, re- burrs, or scratches which could cause rapid wear

from oil pan attaching bolts and drain plug.

3. Remove oil pan bolts and stud nut, then
remove oil pan. Scrape off any portions of gasket
which adhere to oil pan flange or to bolting flange
on cylinder block and engine front cover.
OIL PAN INSTALLATION

1. Use gasket cement to hold new oil pan gas
ket in place at cylinder block and front cover.
2. Position oil pan at engine and install at
taching bolts and stud nut.
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NOTE: Three of the oil pan bolts are longer
than the others, and these must be installed at rear
1 Suction Tube and 5 C ylind er Block
Screen A ssy . 6 Pump D riv e Shaft of oil pan at reinforcement. These bolts may be
2 Bracket Bolt 7 Pump to Block Bolts readily identified by internal-external type lock
(20-25 ft.-lbs.) (25-30 ft.-lbs.) washers. Other longer 9/16-inch bolts have spring
3 Flange Bolts and Lock 8 Oil Pump
type lock washers.
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W ash e rs 9 Bracket
4 G askets 10 Oil Pan t-2 4 60 -i 3. Install drain plug with new gasket, then fill
crankcase with engine oil to "F U L L " mark on dip
stick.
ry
Figure 18 — E n g in e O il P u m p a n d Suction Screen A sse m b ly
at oil seal. When inspection shows surface to be ENGINE OIL PUMP REPLACEMENT
in poor condition, install a new damper assembly.
ra (Key Numbers Refer to Figure 18)
5. Install damper assembly as previously in
structed under "Crankshaft Damper Replacement" REMOVAL
in this group. 1. Remove engine oil pan as previously direc
ted under "Engine Oil Pan Replacement."
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ENGINE OIL PAN REPLACEMENT 2. Remove two special bolts (7) which attach
oil pump body to cylinder block, then remove oil
OIL PAN REMOVAL pump and suction tube and screen assembly as a
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1. Clean all dirt and accumulated material unit. Oil pump drive shaft ( 6 ) will usually disengage
from socket in tachometer drive and will remain
with oil pump as it is removed.
3. Remove gasket and clean gasket contact
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areas on pump mounting flange and on cylinder

block.
ic
INSPECTION AND REPLACEMENT OF

R EAMED D IA
1 Clamp Bolt and Washer
ss
SUCTION TUBE AND SCREEN

2 Clamp
1.210 3 Cap (Used when Tachometer Inspect screen and tube for damage. If screen
is Omitted) is clogged, the assembly should be removed from
4 Oil Pump Drive Gear Shaft pump and thoroughly cleaned, or a new suction tube
a
Housing and screen assembly installed.

5 Gasket
When installing tube and screen assembly on
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6 Drive Gear and Shaft Assy.

oil pump, use new gasket between tube flange and
7 Oil Pump Drive Shaft
8 Cylinder Block pump body. Install all attaching bolts loosely, then
9 Bushing tighten bracket bolt (2, fig. 18) first. Correct torque
is 20 to 25 foot-pounds. Finally, tighten tube flange
bolts (3, fig. 18).

1. Place new pump-to-block gasket on oil
pump flange, and insert pump drive shaft in drive
socket in pump shaft.
2. Set oil pump assembly in position at cylin
Figure 19— Tachometer and Oil Pump Drive Components
der block and turn pump as necessary to engage

the pump drive shaft with drive socket at upper 2. Remove clamp bolt, washer, and clamp (2)
end. which secure shaft housing to cylinder block.
3. Align mounting bolt holes in pump flange 3. Lift the shaft and housing out of cylinder
with holes in block and install pump to block bolts block, then use long nose pliers to reach into cyl
(7, fig. 18). inder block cavity and remove oil pump drive shaft
4. Install engine oil pan as previously instruc from oil pump.
ted under "Engine Oil Pan Replacement" in this 4. Remove housing gasket (5).
group.
TACHOMETER AND OIL PUMP INSTALLATION

1. Lubricate gear and shaft assembly with
DRIVE REPLACEMENT engine oil, then insert shaft into housing (4).
GENERAL 2. If oil pump drive shaft was removed from
engine, insert shaft (7) into socket in oil pump.
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Tachometer (when used) and engine oil pump
are driven from gear teeth machined on camshaft. 3. Place new gasket (5) at housing flange, then
The shaft, gear, and housing assembly (fig. 19) install shaft and housing assembly in block. If the
are installed in cylinder block at location normally housing flange cannot be pushed down into contact
occupied by ignition distributor on gasoline engine. with block, it may be necessary to turn crankshaft
Oil pump is driven by shaft which engages socket sufficiently to rotate drive gear so socket will
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in lower end of drive gear. When tachometer is engage pump drive shaft (7).
used, the tachometer drive engages slot in upper
end of gear and shaft assembly ( 6 , fig. 19). 4. Push shaft housing down firm ly so the
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Key numbers in text refer to figure 19. flange seats on gasket, then install clamp ( 2 )
and secure bolt and lock washer ( 1 ).
REMOVAL ra
1. Disconnect tachometer drive shaft, or if 5. Install cap (3) and gasket, or connect tach
tachometer is not used, remove cap (3) from drive ometer drive.
housing.
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Recommended specifications for proper torque to apply at points

throughout the engine are as given below. Figures shown are foot-pounds
of torque with threads clean and dry except as otherwise indicated.
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Item Ft.-Lbs. Item Ft.-Lbs.

Cylinder Head Bolts ..................... .. . 130-135* Damper to Crankshaft Bolt . .................. 240-260
Flywheel to Crankshaft B o lts ................. 100-110 Oil Filter Center Stud ............................. 40-50
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Intake Manifold End B o lt s ........................ 20-25 Oil Pan Drain P lu g .................................... 25-35
Exhaust Manifold End B o lts ..................... 15-20 Oil Pan to Cylinder Block Bolts .............. 10-15
Manifold Clamp B o lts ............................... 20-25 Oil Pump to Cylinder Block Bolts ............ 30-35
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Rocker Arm Shaft Bracket B o lts .............. 20-25 *Oiledwith S.A.E. No. 10 Engine Oil.
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HARD STARTING
SYMPTOM A - LOW STARTING RPM
1. Improper oil viscosity. 1. Drain crankcase and refill with recommended
grade of oil (Refer to LUBRICATION (SEC. 0)
in this manual for Viscosity vs Temperature
Chart). Also change oil at recommended inter
vals.
2 . Low battery output. 2 . Check for:
a. Undercharged or defective battery. Replace
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battery if necessary.
b. High resistance in starting circuit. Clean
and/or tighten all connections.
3. Low temperature. 3. Use a starting aid.
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4. Defective starter or solenoid. 4. Replace defective parts.
SYMPTOM B - LOW CYLINDER COMPRESSION
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1. Burned or warped valves. 1. Overhaul cylinder head.
. Improper valve lash. . Adjust to proper clearance.
2
3. Worn or broken piston rings.

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3. Overhaul engine.
4. Defective cylinder head gasket. 4. Replace gasket.
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1. Fuel line shut-off valve closed. 1. Open shut-off valve.
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2 . Engine stop mechanism not released. 2 . Check and as necessary, correct operation of
mechanism. Stop button must be pushed incom
pletely.
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3. Accelerator linkage not operating properly. 3. Check linkage operation and adjust or repair
as required.
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4. Low fuel supply. 4. Check amount of fuel in tank, fill if supply is

low.
5. Clogged vent in fuel tank cap. 5. Clean or replace cap.
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6 . Break in fuel supply line allowing air to be 6 . Replace or repair lines.

drawn into system.
7. Clogged fuel filters. 7. Service filters.
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8 . Air trapped in system. 8 . Bleed air from system.
9. Water or ice in fuel system. 9. Thaw if frozen, and drain water out of tank and
filters.
10. Defective fuel supply pump. 10. Make pressure test at secondary filter.
1 1 . Overflow valve leaking or stuck open. 11. Clean and inspect overflow valve.
12. Low fuel delivery. 12. Check excess fuel starting device to determine
if sticking.

HARD STARTING (CONT’D)

SYMPTOM D - WRONG TYPE OF FUEL
POSSIBLE CAUSE REMEDY
1. Improper grade or type of fuel in tank. 1 . Fill tank with proper fuel referring to current
GMC Diesel Fuel Oil Bulletin.
ABNORMAL ENGINE OPERATION

SYMPTOM A - UNEVEN RUNNING OR FREQUENT STALLING
1. Idle speed set too slow. 1 . Adjust idle speed to 625 to 650 rpm.
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2. Cylinder misfiring. 2 . Check for misfiring cylinder, replace or over
haul fuel injection nozzle assembly.
3. Burned or sticking valves. 3. Inspect valve operating mechanism and check

cylinder compression. Overhaul cylinder head if
necessary.
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4. Engine temperature too hot or too cold. 4. Check thermostats, fan belt tension, and coolant
level. Correct as necessary.
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5. Fuel system deficiencies. 5. Refer to items 4 through 10 under "Hard Start
ra ing" Symptom C.
SYMPTOM B - DETONATION
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1. Improper injection timing. 1 . Check and, if necessary, set injection timing
properly.
2. Defective injection nozzles. 2 . Remove nozzles and check on test stand.
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SYMPTOM C - LACK OF POWER

1. Improper valve lash. 1 . Set to specified valve clearance.
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2. Insufficient fuel. 2 . Check for drop in fuel pressure, using gauges

at secondary fuel filter.
3. Insufficient air. 3. Check for damaged or clogged air cleaners and
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intake passages. Service air cleaners or repair

as required.
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4. Excessive exhaust back-pressure. 4. Inspect exhaust system components, replace

damaged or clogged units.
5. Improper engine operating temperature. 5. Inspect and correct cooling system.
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6 . Low cylinder compression. 6 . See Symptom B under "HardStarting"diagnosis.
EXHAUST ANALYSIS
(NOTE: Make checks with engine at normal operating temperature.)
SYMPTOM A - EXCESSIVE BLACK OR GRAY SMOKE
1. Insufficient combustion air. 1 . Service air cleaners and check for other re
strictions.
2. Exhaust pipe or muffler clogged or pinched. 2 . Repair or replace parts as necessary.

EXHAUST ANALYSIS (CONT’D)

3. Injection pump not properly timed to engine. 3. Correct injection timing.
4. Incorrect engine valve timing. 4. Check and correct as necessary.
5. Injection nozzles leaking (worn), or improper 5. Remove nozzle assemblies, test, replace or re
opening pressure. pair as necessary.
6 . Wrong grade or type of fuel. 6 . Fill tank with correct fuel. (Refer to current
GMC Diesel Fuel Oil Bulletin.)
7. Engine overheating. 7. Correct cooling system malfunction.
8 . Poor cylinder compression. 8 . Check and correct as required.
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9. Damaged or worn pistons, and/or piston rings. 9. Overhaul engine.
10. Cylinder overfueled. 1 0 . Have injection pump recalibrated. Check for
excess fuel device sticking.
SYMPTOM B - EXCESSIVE WHITE OR BLUE SMOKE
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. Oil level in air cleaner too high. . Service air cleaner.
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1 1
2 . Injection pump not properly timed to engine. 2 . Retime correctly.

3. Engine crankcase oil level too high. 3. Drain crankcase and refill to correct level.
4. Engine running too cool.
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5. Poor cylinder compression. 5. Check and correct as required.
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6 . Damaged or worn pistons and/or piston rings. 6 . Overhaul engine.
7. Wrong grade or type of fuel. 7. Fill tank with correct fuel. (Refer to current
GMC Diesel Fuel Oil Bulletin.)
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REMEDY
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POSSIBLE CAUSES
1 . Oil lines or connections leaking. l. Tighten or replace defective parts.
2 . Leaking gaskets. 2 . Replace gaskets as necessary.
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3. Crankcase oil level too high. 3. Drain crankcase and refill to correct level.
4. Pistons and/or rings worn, or pistons damaged. 4. Overhaul engine.
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LOW ENGINE OIL PRESSURE

(When checked with engine at normal operating temperature)
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1 . Defective oil gauge or sending unit. 1 . Check pressure with master gauge. Replace
oil gauge or sending unit if defective.
2 . Oil viscosity too low. 2 . Fill crankcase with correct oil.
3. Oil diluted with fuel oil. 3. Check for indications of fuel oil entering crank
case and make necessary correction.
4. Suction loss. 4. Check for loose intake pipe and screen in oil
pan. Alsocheckfor partially clogged inlet screen.
5. Weak or broken relief valve spring in oil pump. 5. Inspect spring and replace if necessary.

LOW ENGINE OIL PRESSURE (CONT’D)

6 . Worn oil pump assembly. 6 . Overhaul or replace engine oil pump assembly.
7. Excessive clearance at crankshaft, camshaft or 7. Disassemble engine and replace bearings as

balance shaft bearings. required.
NOTE: In case of no oil pressure, the oil pump drive shaft or drive
gear teeth could be worn to point where oil pump is not driven. Inspec
tion can be made by removing the oil pump and tachometer drive hous
ing and gear at rear of engine.
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ABNORMAL ENGINE COOLANT TEMPERATURES
SYMPTOM A - ENGINE OVERHEATS
1. Scale deposits in cooling system. 1. Clean and flush cooling system.
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2. Air flow thru radiator restricted or clogged. 2. Clean outside of radiator core.
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3. Loose fan drive belt (if used). 3. Adjust belt to proper tension.
4. Low coolant level. ra 4. Fill system to proper level. Inspect cooling

system for leaks.
5. Hoses collapsed. 5. Replace defective hoses.

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6 . Defective thermostats. 6 . Remove thermostats, inspect, test, and replace
as necessary.
7. Combustion gases in cooling water. 7. Determine point at which gases enter system.
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Disassemble and inspect cylinder head and gas

kets. Replace gaskets, and if head is cracked,
replace head.
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8 . Incorrect injection pump to engine timing. 8 . Set timing correctly.
SYMPTOM B - ENGINE RUNS TOO COOL

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1. Defective thermostat. 1. Inspect thermostat and replace defective unit.
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2. Wrong thermostats installed. 2. Install thermostats having correct opening tem

perature.
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Inspect engine front and rear mountings as
part of regular engine maintenance program. Be
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sure all bracket attaching bolts are kept tight.
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Proper preventive maintenance on a regular daily,

monthly, and yearly basis will help eliminate "on-the-
road" failures. Follow recommended procedures cover
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ing testing, inspection and adjustment for best results.

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— — ... ..— i.— _ _ _ _ _ — — .. . .....-______ _________________— ___

SECTION 6C
6V -53 DIESEL ENGINE
Subject Page No.
Engine Maintenance and Tune-up ........................ 6C-1
In-Vehicle Service Operations ........................... 6C-4
Trouble Diagnosis C h a rt....................................... 6C-9
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GENERAL INFORMATION 3. Withdraw element from shell and discard
element. Clean shell assembly and remove gasket
General engine maintenance includes servic from base at engine.
ing engine accessories and components to assure 4. Install new element in shell, place new gas
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satisfactory, economical performance at all times. ket at filter base on engine, then install shell and
Refer to applicable maintenance paragraphs in this element assembly. Tighten shell retaining bolt to
manual for servicing air cleaners and fuel filters. 40 to 50 foot-pounds. Install and tighten drain plug.
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In addition to service described, the engine should 5. Fill crankcase with recommended oil.
be precisely tuned at regular intervals, following 6 . Start engine and check for oil leaks at shell
the procedure given later under "Engine Tune-Up gasket and retaining bolt. Run engine long enough
Operations." to assure complete filling of filter with oil, then
ra stop engine and add oil to engine crankcase to
ENGINE MAINTENANCE bring oil level to the "F ." mark on dipstick.
NOTE: Recommendations for oil change per
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SERVICING AIR CLEANERS iods, oil specifications, and viscosity are contained
Engine air cleaners are oil bath type. Follow in LUBRICATION (SEC. 0) in this manual.
the procedure given in LUBRICATION (SEC. 0) in
this manual to maintain air cleaners in service CRANKCASE OIL LEVEL AND
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able condition. VISCOSITY OBSERVATION

An oil level dipstick at left side of engine is
W ARNING provided for checking crankcase oil level. Dipstick
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is marked " L " and "F ."

USE EXTREME CAUTION TO BE Daily, or oftener if necessary, check crank
SURE THAT A LL VOLATILE CLEAN case oil level. Make oil level check preferably
ING FLUID (GASOLINE, KEROSENE, after a days' run and after engine has been stopped
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ETC.) IS REMOVED FROM AIR CLEAN for at least five minutes. Remove dipstick, wipe
ER AT TIME OF CLEANING. UNCON clean with cloth, reinsert dipstick, then remove
TROLLED FUEL ENTERING THE again. Oil level should be maintained between "L ."
as
COMBUSTION CHAMBER IN THIS MAN (Low) and "F ." (Full) marks without overfilling. Do
NER CAN CAUSE THE ENGINE TO not operate with level below "L ." mark. Add oil
"RUN AWAY" AND POSSIBLY DES whenever the oil level reaches or falls below the
TROY ITSELF AND CAUSE INJURY " L ." mark.
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TO PERSONNEL. When checking engine oil level, make note of

oil viscosity. If there is evidence of crankcase oil
ENGINE OIL FILTER ELEMENT dilution as indicated by oil appearing too "thin" or
Oil filter element changing periods are related by level above the "F ," mark on dipstick, make
to crankcase oil changing periods, the quality of oil necessary investigation to determine cause of di
used and severity of service. To replace element, lution and make necessary corrections.
proceed as follows:
1. Remove drain plug and loosen bolt which DRIVE BELTS
holds filter shell on base. Allow oil to drain out of Inspect all drive belts for evidence of worn or
filter. frayed condition as well as for other damage. Re
2. Remove shell and element as an assembly place belts if worn. NOTE: Belts used in pairs
by removing bolt which is threaded into filter base. must be replaced as a matched pair even though

6V-53 DIESEL ENGINE 6C-2
only one belt may be damaged or defective. Check SYSTEM (SEC. 6 M) for detailed information on
drive belt adjustment at all belt driven accessories. fuel filters, governor control mechanism and serv
icing fuel injectors. Recommendations pertaining
FUEL SYSTEM to fuel system service intervals are contained in
Make periodic inspection of fuel filters, lines applicable "Owner's and Driver's Manual."
and injection units for evidence of leaks and dam NOTE: In case of complaints of hard starting
age. Repair as necessary. in cold weather, refer to suggested remedies in
Refer to applicable portion of ENGINE FUEL "Trouble Diagnosis" under "Hard Starting."
ENGINE TUNE-UP OPERATIONS

To completely tune up an engine, all major ad b. Referring to ENGINE FUEL SYSTEM (SEC.
justments must be made by following the applicable 6 M) in this manual, service air cleaners and fuel
tune-up sequence given below, after the engine filters. Also, check operation of accelerator con
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has reached its normal operating temperature. trol linkage for free movement. Check operation of
Since the adjustments are normally made while engine stop mechanism which must function per
the engine is stopped, it may be necessary to run fectly.
the engine between adjustments to prevent it from
BATTERY AND BATTERY CABLE SERVICE
cooling off excessively.
1. Using battery hydrometer, check specific
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1. Adjust exhaust valve clearance.
gravity of storage battery electrolyte in each cell.
2. Time fuel injectors.
Gravity reading below 1.230 (corrected to 80°F.)
3. Adjust governor gap.
indicates insufficient charge.
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4. Position injector rack control levers.
2. Use a voltmeter to check cranking voltage.
5. Adjust maximum no-load speed.
Be sure to place engine control in "STOP" position
6 . Adjust idle speed.
to prevent engine firing during test.
7. Adjust buffer screw.
PRELIMINARY OPERATIONS
ra 3. With voltmeter connected between solenoid
positive terminal and ground, operate starter.
Voltage of 9 volts or more when starter is crank
ing engine indicates that battery and circuit to
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NOTE: Before starting tune-up, perform the
solenoid are satisfactory. If voltage reading is less
preliminary procedures as described following:
than 9 volts when engine is being cranked, or if
CHARGING CIRCUIT WIRING AND cranking speed is low - a weak battery, defective
GENERATOR INSPECTION starter switch, or excessive resistance in starting
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Refer to ENGINE ELECTRICAL (SEC. 6 Y) in circuit exists.

this manual for procedure required to check per NOTE: If, when making check of cranking volt
formance of charging circuit units. age, it is noted that cranking speed is uneven, this
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is an indication of uneven cylinder compression,

COOLING SYSTEM INSPECTION
defective starter or starter drive.
Refer to ENGINE COOLING SYSTEM (SEC. 6 K)
4. In cases where loose, corroded, or other
in this manual for arrangement of cooling system
wise defective battery cables and/or wiring are
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units and for inspection and required maintenance

found, the defects must be corrected to insure
procedures.
good engine performance.
CYLINDER HEAD BOLTS 5. If battery is weak or shows other evidence
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Normally the cylinder head bolts should not of being defective, refer to appropriate coverage
require retightening at tune-up intervals. When in ENGINE ELECTRICAL (SEC. 6 Y) of this manual
necessary to tighten cylinder head bolts, refer to for method of diagnosing battery deficiencies.
"Cylinder Head Replacement" covered later in this
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section, for bolt tightening sequence.
MANIFOLD BOLTS damage. If no defects are found, check belts for
Exhaust manifold end bolts are each secured proper tension.
by a lock bent against bolt heads. At tune-up inter 2. When installing new drive belts or adjust
val, check all manifold bolts for proper torque and ing old belts, use tension gauge to provide correct
be sure end bolts are locked to prevent loosenihg. tension.
CAUTION: Adjusting drive belts too tightly
FUEL SYSTEM INSPECTION will impose too great a load on bearings in the
a. Inspect all fuel lines, both the supply line driven units. Slipping will occur if drive belts are
and return line between engine and fuel tank, for not adjusted tight enough. Belt life will be shorten
evidence of leakage. ed if belts are not properly tightened.

FINAL TUNE-UP OPERATIONS

V A L V E BR ID G E
EXHAUST VALVE ADJUSTMENT RO CKER ARM
The clearance between the valve rocker arm
bridge and the exhaust valve stem should be .024"
when the engine is at operating temperature. The
clearance is set with a feeler gauge inserted be
tween one valve stem and the bridge, and the other
end of the bridge resting on the other valve stem. LO CK
NU T
Maintaining normal operating temperature, FEELER
160°F.-185°F., is particularly important when ad GAUGE
justing the valve clearance. If the engine is allowed
to cool off before setting any of the valves, the
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clearance when running at full load may become
too small.
Insufficient valve clearance will result in loss
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of compression, misfiring of cylinders, and even Figure 1 — A d ju stin g V a lv e C learance
tual burning of the valves and valve inserts. Ex
cessive clearance will result in noisy operation, 5. Recheck clearance with feeler gauge, tool
especially in the low speed range. number J-8311. At this time, the .023"fe e le r gauge
.
If the rocker arm bracket bolts, or cylinder should pass freely between the end of one valve
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head bolts are disturbed for any reason, the ex stem and the rocker arm bridge and the .025"
haust valve clearance should be adjusted to .026" feeler gauge should not Readjust as necessary.
before starting the engine. Then, recheck valve 6 . Check and adjust remaining valves as out
clearance with gauge J-8311 after the engine has

reached its normal operating temperature.
ra lined in Steps 2 through 5.
A ll valve clearances can be adjusted during FUEL INJECTION TIMING

one full revolution of the crankshaft. A check of fuel injection timing is not norm
b
ally required as part of engine tune-up procedure;
With the engine at normal operating temper however, in cases when it is necessary to check
rli
ature, to adjust the valves proceed as follows: the timing in diagnosing trouble, refer to "Injec
1. Place fuel shut-down lever in the NO-FUEL tion Timing," covered later in ENGINE FUEL
position. SYSTEM (SEC. 6 M) for information on making the
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2. Rotate crankshaft (using the starter) until timing check.

the injector follower is fully depressed on the par
ticular cylinder to be adjusted. GOVERNOR GAP ADJUSTMENTS
NOTE: If using a wrench on the crankshaft These procedures are explained later in the
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bolt at the front of an engine, do not turn engine in ENGINE FUEL SYSTEM (SEC. 6 M) under "FUEL
a left-hand direction, as the crankshaft bolt will
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be loosened.
3. Loosen the push rod lock nut on one of the
valve push rods, shown in figure 1 , for number 1 RIGHT BANK
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cylinder, and placing a .025" feeler gauge, tool

J-8311 between one valve stem and one end of the
rocker arm bridge, adjust the push rod to obtain (© © ©
a smooth "pull" on the feeler gauge. FRONT —
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NOTE: Cylinder numbers are identified in

figure 2 .
4. Remove feeler gauge and while holding the © © d)
push rod, tighten the lock nut.
LEFT BANK
NOTE: Only one feeler gauge placed between
FIRING ORDER
one valve stem and the end of the rocker arm
1L— 3 R - 3 L - 2 R - 2 L - 1 R
bridge is required to adjust the clearance. The
other end of the bridge will rest on the other valve
stem during adjustment. When the feeler gauge is
removed both valves will have their proper clear Figure 2 — C ylinder N u m b e rin g a n d Firing
ance. O rder 6 V - S 3 Diesel E n g in e s

INJECTION AND GOVERNOR SYSTEM (6V-53 OTHER GOVERNOR ADJUSTMENTS

ENGINE)." Governor high speed (no-load) spring adjust
ment, low speed spring adjustment, and buffer
POSITIONING INJECTOR CONTROL RACK screw adjustment should be performed in sequence
Refer to "FUEL INJECTION AND GOVERNOR mentioned, as directed under "FUEL INJECTION
SYSTEM (6V-53 ENGINE)" (SEC. 6 M) for this AND GOVERNOR SYSTEM (6V-53 ENGINE)"(SEC.
procedure. 6 M) of this manual.
6V-53N DIESEL ENGINE TUNE-UP CHART
ENGINE TYPE .............. 6 V 53N (2 Stroke Cycle) FUEL INJECTOR T Y P E ............................... N45
NUMBER OF C YLIN D E R S............................... 6 INJECTOR VALVE OPENING
PRESSURE ...................................... 2600 Psi
CYLINDER NUMBERING .......... (See Figure 2)
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COMPRESSION R A T I O ............................... 21:1
FIRING ORDER................. 1L-3R-3L-2R-2L-1R
VALVE LASH . . . . 0.024" (Hot) or 0.026" (Cold) CYLINDER COMPRESSION................. 540 Psi**
o
CYLINDER HEAD BOLT
INJECTOR TIMING DIMENSION.......... 1.484"***
TO RQ U E .......................... 170-180 Ft.-Lbs.*
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FUEL SUPPLY PUMP
ENGINE IDLE SPEED ........................ 500 Rpm
Capacity
ENGINE GOVERNED SPEED (at 1500 Engine Rpm) . . . . 90 Gal. Per Hr.
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Full Load .................................... 2600 Rpm Relief Valve Opens
No Load ...................................... 2750 Rpm (Max. Lbs. Pressure)............................ 75
* Threads and bolt heads oiled.

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** With engine running at 600 rpm. Variation between cylinders not to exceed 25 psi
*** Use injector timing gauge No. J-1242.
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IN-VEHICLE SERVICE OPERATIONS

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(6V-53 DIESEL ENGINE)

GENERAL
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7. Disconnect radiator hoses, vent line, and

by-pass line. Remove radiator and support as
This sub-section contains brief instructions sembly.
for replacing engine, and for making replacement 8 . Remove front bumper.
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of engine components which can be made without 9. Remove air cleaner and hoses.
removing engine from chassis. 10. Disconnect exhaust pipes from manifolds.
11. Disconnect engine wiring and disconnect
ENGINE REPLACEMENT
as
wiring and cables from starting motor terminals.

12. Disconnect fuel supply and return lines.
13. Detach clutch control cylinder from fly
REMOVAL wheel housing. Disconnect tachometer drive shaft.
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1. Drain cooling system. 14. Disconnect air lines from air compressor.
2. Disconnect battery. f NOTE: If desired, the air compressor may be
3. Disconnect accelerator control at pedal removed from engine prior to engine removal.
shaft lever at rear of engine. This is necessaqb 15. Attach overhead hoist to engine, then re
to permit removal of engine access cover in cab. move two front mounting bolts at crossmember.
4. Inside cab, remove floor mat, then remove Lift engine slightly to transfer engine weight to
floor pan above transmission. Remove transmis hoist, then remove clutch housing-to-flywheel hous
sion gearshift lever. ing bolts. Move engine forward to disengage clutch
5. Remove engine access cover from cab. disc from transmission mainshaft, then lift engine
6 . Disconnect light wiring harness. Remove out of vehicle.
hood assembly, then remove grille brace bolts and Figure 3 is view inside cab with engine cover
support bracket bolts. Remove grille assembly. and transmission cover removed.
CHEVROLET SERIES 70-80 H E AV Y DUTY TRUCK SH OP M A N U A L

INSTALLATION
AIR DISCHARGE
1. Using overhead hoist move engine into posi LINE
tion in vehicle. Mate splines in clutch disc with
transmission drive gear splines.
2. Install clutch housing to flywheel housing
bolts. Position front mountings at front cross
member and install bolts.
3. Connect tachometer drive shaft, clutch re
lease cylinder, engine controls and engine wiring.
4. Connect air compressor air lines, and cool TRANSMISSION
ing and lubrication lines if compressor was removed.
5. Install air cleaner and hoses.
6 . Connect fuel supply and return lines. Also,
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connect wiring and cables at starting motor.
7. Connect exhaust pipes to exhaust manifolds.
8 . Install front bumper.
9. Install radiator and support assembly and
co
CLUTCH ^
connect radiator hose, vent line by-pass line. H OUSING FUEL
10. Install radiator grille, install hood as LINES
sembly, then install access cover inside cab.
11. Install gearshift lever on transmission Figure 3 — A ccess Cover a n d Floor Panel
y.
and install floor pan over transmission. R e m oved From C a b
IN-VEHICLE COMPONENT REPLACEMENT
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ROCKER ARM COVER REPLACEMENT
ra 2. Crank the engine over to bring the valve
and injector rocker arms in line horizontally.
NOTE: To provide clearance for removing 3. Disconnect and remove the fuel lines from
the injector and fuel connectors.
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left-hand rocker arm cover, the cab front mounting
bolts must be removed to permit raising cab front. 4. Remove the two bolts holding the rocker
1. Raise Cab (L.H. Cover Removal Only). arm shaft brackets to the cylinder head and remove
a. Disconnect battery. the brackets and shaft.
5. Remove cylinder block air box cover so
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b. Detach hood hinge at cowl.

c. Disconnect throttle and engine stop control. that piston travel may be observed, then turn the
d. Remove clips holding brake line and oil crankshaft until the piston is at top of its stroke.
6 . Thread the spring compressor tool into one
pressure gauge line.
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e. Loosen exhaust stack clamps at rear of cab. of the cylinder head bolt holes (fig. 4). Then, com
f. Remove bolts from both front mountings, press the spring and remove two-piece valve lock.
then raise front of cab high enough to permit rocker 7. Release the tool and remove the valve spring
arm cover removal. cap, valve spring, and spring seat.
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CAUTION: While raising cab check wiring,

lines, and controls and disconnect any items nec
essary to prevent damage.-"—
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SPECIAL TOOL
2. Remove Either Rocker Arm Cover. Remove
cover screws, then remove cover and gasket.
3. Reverse procedure in steps 1. and2. above,
to install rocker arm covers Use new cover gasket.
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VALVE SPRING REPLACEMENT

(CYLINDER HEAD INSTALLED)
It is possible, if occasion requires, to remove
or replace the exhaust valve springs without re
moving cylinder head. The springs, however, are
normally removed when the head is off the engine.
An exhaust valve spring may be removed,
without removing cylinder hejad from the engine,
as follows: Figure 4 — U se of Special Tool for R e m o v in g V a lve
1. Remove valve rocki
r cover. Sp rin g with C ylinder H e a d Installed

FUEL TUBES
1 TUBE
'BRACKET Bj
INJECTOR
RACK TUBE
GASKET
NUTS AND
om
WASHERS
1 Fuel Rod to R.H. 4 G overn or Housing
C ylinder Head 5 Fuel Rod to L.H .
EXHAUST MANIFOLD 2 G overnor Springs Cylinder Head
3 Fuel Rod-to-Lever 6 Fuel Rod Operating
S crew s Lever
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Figure 5 — 6 V - 5 3 E n g in e with Left-H and
Rocker A rm Cover Rem oved
Figure 7 — G overnor H o u sin g C ove r Rem oved
. Reassemble spring seat, spring, and spring S h o w in g Fuel Rod C onn ectin g Screw s
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8
cap, then use tool in same manner as described

for removal to compress spring. Install two valve 10. Check valve clearance, referring to in
locking keys in groove in valve stem. structions previously given in "Final Tune-up
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9. Swing rocker arms and bracket into place Operations” under "Exhaust Valve Adjustment."
and install bracket bolts (fig. 5). 11. Install rocker arm cover.
CYLINDER HEAD REPLACEMENT

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The cylinder head and/ or gasket at either
right-hand or left-hand cylinder bank may be re
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placed in manner described below:
REMOVAL
1. Drain cooling system. Remove engine ac
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cess cover from inside cab (fig. 3).

2. Disconnect battery to prevent damage from
accidental short circuiting of wiring.
3. Disconnect exhaust pipe from exhaust mani
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fold.
4. Remove exhaust manifold stud nuts and
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special clamp washers, then remove exhaust mani

fold and gasket.
5. At front of cylinder head remove thermo
stat housing and accessory brackets (when used).
6 . Disconnect fuel lines from fittings at front
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of cylinder head. When removing left-hand head,

disconnect fuel return line from fitting at rear of
head.
7. Remove rocker armcover from head (fig. 5).
1 Governor Housing 7 Link Pin
8 . Remove cover from governor housing. Re
2 Hose and Clamp 8 Injector Control (
move nut (5, fig. 6 ) from fuel rod, then remove
3 Control Rod Cover Tube Lever
4 Fuel Control Rod 9 Control Tube Spring pin (7, fig. 6 ) attaching link to tube lever and re
5 Rod Nut 10 Control Tube move link ( 6 , fig. 6 ).
6 Lower Link 11 Cylinder Head (L.H.) 9. Inside governor housing (fig. 7), remove
screw which attaches fuel rod to lever in housing,
then remove rod.
higure 6— Fuel Rod and Link Installation 10. Loosen hose clamps, then move hoses as

necessary to permit removal of rod cover (tube)

(3, fig. 6 ).
11. Remove injector rack control tube and
bracket assembly.
12. Remove cylinder head bolts in gradual
stages to relieve spring pressure. When bolts have
been removed, lift cylinder head assembly off cyl
inder block. Remove seals and gaskets from cyl
inder liners and from recesses in block.
CAUTION: When resting the cylinder head
assembly on a bench, protect the cam follower
rollers and injector spray tips by resting the valve
side of the head on wooden blocks approximately
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2 inches thick.
13. Remove cylinder head compression gas

kets, oil seals, and water seals from block. Clean
the cylinder head surface which mates with cylin
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der block.
CYLINDER HEAD INSTALLATION (Fig. 8 )

1. Inspect top of pistons to see that they are
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clean and free from carbon deposits. Also check
and, if necessary, remove any deposits found in
groove and counterbores in top of cylinder block.
kets and seals as follows: ar

2. Install new cylinder head compression gas
a. Install a new compression gasket on each

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cylinder liner. Figure 8 — In sta llin g C ylinder H e a d on E n g in e
b. Place new seal rings in the counterbores
of water and oil holes in cylinder block. then tip rocker arms into position with valve
c. Install a new oil seal in milled groove near bridges squarely positioned at valve stems: Install
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the outer edge of area covered by cylinder head. rocker arm shaft bracket bolts and tighten to 50
NOTE: Used water seals, oil seals, and com to 55 foot-pounds torque.
pression gaskets should never be re-used. 7. Set injector control tube and lever assem
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3. Install guide studs (fig. 8 ) in head bolt holes bly in place and install attaching bolts finger tight.
in cylinder block to insure positive location of Check injector control tube levers for engagement
head without disturbing seals and gasket. with slots in injector control racks. Also, be sure
CAUTION: Compression gaskets and/or seals ends of rack control tube return spring are prop-
ic
which are jarred out of their proper location will

allow leaks and "blow-by” which will result in poor
performance and damage to engine.
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4. Wipe bottom of cylinder head clean, then

lower cylinder head (fig. 8 ) onto guide studs and
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down into contact with block. Lubricate threads and

pressure area of bolt heads with S.A.E. #30 engine
oil, then start all cylinder head bolts. Beginning at
camshaft side of cylinder head tighten head bolts
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lightly to overcome tension of cam follower springs.

5. Tighten cylinder head bolts about one-half
turn in sequence shown in figure 9. Use torque
wrench for final tightening of cylinder head bolts.
Correct torque is 170 to 180 foot-pounds. Do not
tighten bolts beyond specified torque.
6 . Cover oil drain holes in head to prevent
foreign objects from falling into holes. Install in
jectors (if removed) referring to applicable por
tion of ENGINE FUEL SYSTEM (SEC. 6 M) of this
manual, for instructions. Check push rods to see
that each one is threaded completely through clevis,

erly hooked; i.e., one end hooked around the con 5. Inspect the oil pan for large dents or breaks
trol tube lever and other end hooked around ad in the metal which may necessitate its repair or
jacent control tube bracket. Tighten bracket to replacement. Check for misaligned flanges or rais
head bolts with universal socket and torque to 1 0 ed surfaces surrounding bolt holes by placing the
to 1 2 foot-pounds. pan on a surface plate or other large flat surface.
8 . Try operating the injector control tube to 6 . When replacing the pan, use a new gasket
determine if return spring rotates tube back to and tighten the bolts evenly to avoid damaging the
"No-Fuel" position after tube is manually moved to gasket or springing the pan.
"Full-Fuel" position. If there is binding present, 7. Install the oil drain plug. Replenish crank
strike the control tube brackets lightly with soft case lubricating oil.
hammer to correct any misalignment of tube
bearings. CRANKSHAFT PULLEY AND FRONT
9. Referring to figures 6 and 7, install fuel OIL SEAL REPLACEMENT
rod through opening in top of governor housing;
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pass rod through hoses, clamps, and tubular cover REMOVAL
(used at left-hand head). Attach fuel rod to governor 1. Remove the radiator core with attached
lever with screw (3, fig. 7) inside governor hous radiator shell assembly as directed in SHEET
ing. Install governor housing cover with new gas METAL (SEC. 11).
ket. Assemble hose and clamps to secure fuel rod 2. Remove drive belts from crankshaft pulley,
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cover. then remove pulley attaching bolt and flat washer.
10. Install fuel link between fuel rod and lever 3. Remove pulley from crankshaft as follows:
on control tube. Link is pinned to lever and se a. Reinstall the pulley attaching bolt only.
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cured to rod by nut (fig. 6 ). Make sure bolt is tightened firmly.
11. Connect fuel line at fitting at rear of left- b. Using puller tool J-4794-01 or equivalent,
hand cylinder head. pull the pulley from crankshaft.
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12. Use new gasket and mount thermostat tapped puller holes are provided in the pulley for
housing on front of cylinder head. this purpose.
13. Use new gasket and install exhaust mani 4. Using a small bit, drill two diametrically
fold. Tighten manifold stud nuts to 25 to 40 foot opposite holes in the oil seal casing.
b
pounds. 5. Thread two sheet metal screws with a flat
14. Connect exhaust pipe. Fill cooling system washer on each one into holes in seal, then using
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and check for leaks. two small pry bars under the washers, force the
15. Refer to "Engine Tune-up" covered pre seal assembly outward from front cover.
viously in this section and adjust exhaust valve IMPORTANT: Be careful not to damage the
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clearance. Referring to pertinent portion of EN seal surface on crankshaft.

GINE FUEL SYSTEM (SEC. 6 M) for instructions,
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set injector timing. INSTALLATION

16. Start engine and operate until normal 1. Carefully clean any old sealant from bore
operating temperature is reached, then recheck in front cover.
cylinder head bolt torque and make final check of 2. Apply thin coat of sealant to outer diameter
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exhaust valve clearance. of new seal assembly. Also, apply a coat of clean
17. Install rocker arm cover on cylinder head, grease to lip of oil seal.
using new gasket. 3. With the lip of seal pointed toward engine,
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start seal assembly into bore of front cover. Using

ENGINE OIL PAN REPLACEMENT a hollow tube as a driving tool against outer diam
eter of seal, tap the seal assembly evenly until
The oil pan, attached to the bottom of the en flush with the outer face of front cover.
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gine, is made of pressed steel. A one-piece oil pan 4. Start the pulley straight and true on crank
gasket is used. shaft.
1. Remove the drain plug and drain the engine NOTE: A special installer tool No. J-7773-1
lubricating oil. and 2 can be used to install pulley or an improvis
2. Detach the oil pan; take precautions to avoid ed tool consisting of a 3/4"-16 x 4" bolt and a flat
damaging the oil pump inlet pipe and screen. If piece of bar stock with a center hole can be used.
desired the inlet pipe assembly and gasket can be Bar stock length should be slightly longer than
readily replaced. diameter of pulley.
3. Remove the oil pan gasket completely, then 5. After pressing pulley on crankshaft, in
clean flange surfaces. stall attaching bolt with flat washer to 2 0 0 to 2 2 0
4. Clean the oil pan with a suitable solvent; foot-pounds torque.
dry the oil pan. 6 . Install belts, radiator and sheet metal.


The satisfactory performance of a Diesel en faulty inj ector operation.
gine depends on two items of foremost impor The causes of trouble symptoms may be
tance, (1) Sufficiently high compression pressure, varied; therefore a hit-and-miss search should
and (2) The injection of the proper amount of be avoided. A proper diagnosis of symptoms is an
fuel at the right time. orderly process of diagnosing the symptoms. An
The first one of these items depends entirely “orderly process” means to check the most proba
on pistons, piston rings, valves, and valve operat ble common cause first; then proceed with the
ing mechanism; the second item depends on in next probable cause.
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jectors and their operating mechanism, and fuel The quick reference Trouble Shooting Charts
system. on pages following list symptoms, with probable
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Lack of engine power, uneven running, exces causes, and remedies. References are made to
sive vibration, and tendency to stall when idling other charts, also to various sections in this man
may be caused by either a compression loss or ual, which list correct remedies and procedures.
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HARD STARTING
LOW STARTING R.P.M. ar

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IMPROPER LUBE OIL VISCOSITY-Refer to “Engine Oil Viscosity Chart” in “Lubrication
System” (SECTION O).
INFREQUENT OIL CHANGES—Change oil at recommended intervals.
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LOW BATTERY OUTPUT-Check for the following:

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1. Poor or Shorted Connections—Properly connect or replace leads and terminals.

2. Undercharged or Defective—Recharge or replace battery.
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3. Low Ambient Temperature—Use a starting aid.

FAULTY STARTER OR LOOSE STARTER CONNECTIONS-Replace starter or tighten con
nections.
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LOW COMPRESSION
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EXHAUST VALVES STICKING OR BURNED—Overhaul cylinder head.

COMPRESSION RINGS WORN OR BROKEN-Overhaul cylinder liner assemblies.
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CYLINDER HEAD GASKET LEAKING—Replace cylinder head gasket.

IMPROPER VALVE CLEARANCE ADJUSTMENT-Adjust valve clearance.
BLOWER NOT FUNCTIONING—Check blower drive shaft and couplings.
EMERGENCY SHUT-OFF VALVE PARTIALLY OR COMPLETELY CLOSED-Reset.
FUEL
AIR LEAKS, FLOW OBSTRUCTION, FUEL PUMP-Refer to “No Fuel or Insufficient Fuel”
chart.

HARD STARTING— Cont.
FUEL-Cont.
INJECTOR RACKS NOT IN FULL FUEL POSITION-Check control tube for binds and reset
governor and control rack, if necessary.
FUEL TANK OR FUEL FILTER EMPTY—Fill fuel tank or prime filter.
IMPROPER GRADE AND TYPE FUEL-Refer to Current Diesel Service Bulletin.
DILUTED FUEL—Check storage and handling methods.
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IMPROPERLY FILTERED OR RESTRICTED FUEL FLOW-Refer to “No Fuel or Insufficient
Fuel” chart.
AIR IN FUEL SYSTEM—Bleed air from fuel system at secondary fuel filter.
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A BN O RM A L ENGINE OPERATION
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UNEVEN RUNNING OR FREQUENT STALLING
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CYLINDERS CUTTING OUT-Check for the following:
1. Valve Clearance Set Incorrectly—Readjust valve clearance as directed under “Valve Lash”
in “Engine Tune-up” section.
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2. Insufficient Fuel—Refer to “No Fuel or Insufficient Fuel” chart.
3. Faulty Injector—Refer to “Injector Tests” under “Fuel Injectors” in “Fuel System”
(SECTION 6M).
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COOLING SYSTEM TEMPERATURE BELOW NORMAL-Refer to “Abnormal Engine Coolant

Temperatures” chart.
NO FUEL OR INSUFFICIENT FUEL-Refer to “No Fuel or Insufficient Fuel” chart.
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FAULTY INJECTORS—
1. Improper Timing of Injectors—Retime injectors as directed under “Injector Timing”
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in (Section 6M).
2. Incorrect Rack Setting—Readjust injector racks as outlined in (Section 6M),
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3. Injector Spray Tip Leaks—Replace fuel injector.

CYLINDER PRESSURES LOW-Refer to “Hard Starting” chart.
GOVERNOR INSTABILITY (HUNTING)-Check for ttte following:
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1. Governor Instability—Perform engine tune-up.

2. Binding Injector Rack—Replace injector.
3. Faulty Adjustments—Perform tune-up operations in sequence as instructed in “Engine
Tune-up” section.
IMPROPER GRADE AND TYPE FUEL-Refer to Current Diesel Service Bulletin.
DILUTED FUEL—Check storage and handling methods.

IMPROPERLY FILTERED OR RESTRICTED FUEL FLOW-Refer to “No Fuel or Insufficient
Fuel” chart.

ABNORMAL ENGINE OPERATION-Cont.

DETONATION
OIL PICKED UP BY AIR STREAM-Check for the following:
1. Oil Pull Over From Air Cleaners—Remove, clean, and fill air cleaners with engine oil to
proper oil level.
2. Accumulation in Air Box—Clean air box and air box drain tubes.
3. Defective Blower to Cylinder Block Gasket—Remove blower and gasket and install a new
gasket and reinstall blower.
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4. Leaking Blower Oil Seals—Remove and overhaul blower.
LOW COOLANT TEMPERATURE—Refer to “Abnormal Engine Coolant Temperatures” chart.
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FAULTY INJECTORS-Check for the following:
1. Improper Timing—Retime injectors as directed under “Injector Timing” in
(Section 6M).
2. Check Valve Leaking—Replace injector.
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3. Spray Tip Holes Enlarged—Replace injector.
4. Broken Spray Tip—Replace injector.
LACK OF POWER
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IMPROPER ENGINE ADJUSTMENTS-Check for the following:
1. Governor Gap Set Incorrect—Perform tune-up operations as directed in
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( Section 6M ).
2. Rack Setting Incorrect—Perform tune-up operations as directed in
( Section 6M ).
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3. Injector Timing Incorrect—Time fuel injectors as directed under “Injector Timing” in

( Section 6M ).
4. Valve Clearance Set Incorrectly—Readjust valve clearance as directed under “Valve Lash”
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in “Engine Tune-up” section.

INSUFFICIENT FUEL-Refer to “No Fuel or Insufficient Fuel” chart.
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INSUFFICIENT AIR-Check for the following:

1. Air Cleaners Damaged or Clogged—Remove and clean, repair or replace damaged parts.
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2. Cylinder Liner Air Inlet Ports Clogged—Clean cylinder liner ports.

3. Low Compression—Refer to “Low Compression” in “Hard Starting” chart.
4. Blower Air Intake Obstructed—Check and clean air cleaner and air inlet horn and screen.
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5. Excessive Exhaust Back Pressure—Inspect exhaust pipe and muffler and replace if
damaged.

EXHAUST SMOKE ANALYSIS

(Checks to be made with water outlet temperature of 160°F. minimum)
BLACK OR GRAY SMOKE

INCOMPLETELY BURNT FUEL-Check for the following:
1. Insufficient Combustion Air—High exhaust back pressure (measured with manometer) —
Check exhaust piping and muffler for obstruction.
2. Restricted Air Inlet—
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a. Cylinder liner ports clogged—Clean liner ports.
b. Air cleaner clogged or damaged—Remove and clean, repair or replace damaged parts.
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c. Emergency stop not completely open—Check operation of emergency shutdown device
and adjust if necessary.
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d. Blower to air horn screen clogged—Remove screen and clean.
EXCESSIVE FUEL OR IRREGULAR FUEL DISTRIBUTION-Check for the following:
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1. Improper Injector Rack Setting—Perform operations as directed in
(Section 6M ).
2. Improper Timing of Injectors—Time fuel injectors as directed under “Injector Timing”
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in ( Section 6M ).
3. Faulty Injectors—Replace injectors.
4. Lugging Engine—Correct driving practices.
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IMPROPER GRADE OF FUEL—Refer to Current Diesel Service Bulletin.
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BLUE SMOKE
FUEL OR LUBRICATING OIL NOT BURNED IN CYLINDER (BLOWN THROUGH CYL

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INDER DURING SCAVENGING PERIOD)-Check for the following:

1. Internal Lubricating Oil Leaks—Refer to “High Lubricating Oil Consumption” chart.
2. Pullover of Air Cleaner Oil—Oil level to high or to light viscosity.
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FAULTY INJECTOR—Refer to “Uneven Running or Frequent Stalling” in “Abnormal Engine

Operation” chart.
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COOLING SYSTEM TEMPERATURE BELOW NORMAL-Refer to “Abnormal Engine Coolant

Temperatures” chart.
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WHITE SMOKE
MIS-FIRING CYLINDERS—Check for the following:

1. Faulty Injectors—Replace injectors.
2. Low Compression—Refer to “Hard Starting” chart.
3. Low Cetane Fuel—Refer to Current Diesel Service Bulletin.
CHEVROIET SERIES 70-80 HEAVY DUTY TRUCK SHOP M ANUAL

NO FUEL OR INSUFFICIENT FUEL
AIR LEAKS
LOW FUEL SUPPLY—Fill fuel tank.
LOOSE CONNECTIONS OR CRACKED FUEL LINES-Tighten connections and replace defec
tive lines and fittings, then make “Fuel Flow Test.”
DAMAGED FUEL OIL STRAINER GASKET—Replace gasket.
FAULTY INJECTOR TIP ASSEMBLY—Make “Fuel Pressure and Flow Tests” after ascertaining
that all fuel lines and connections are assembled correctly. Replace faulty injectors.
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FUEL FLOW
FUEL FILTER OR LINES RESTRICTED—Make “Fuel Pressure and Flow Tests” and clean
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primary filter element or replace secondary and injector filter elements, also fuel lines if
necessary.
TEMPERATURE LESS THAN 10°F. ABOVE THE POUR POINT OF FUEL-Refer to
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Current Diesel Service Bulletin.
RESTRICTED FITTING MISSING FROM RETURN MANIFOLD—Install new restricted fitting.
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FAULTY FUEL PUMP
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RELIEF VALVE NOT SEALING—Make “Fuel Pressure and Flow Tests” and clean and inspect
valve and seat assembly.
WORN GEARS OR PUMP HOUSNG—Replace gear and shaft assembly and fuel pump if housing
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is damaged.
FUEL PUMP NOT ROTATING—Check condition of fuel pump drive and blower drive and replace
if necessary.
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EXTERNAL LEAKS
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OIL LINES AND CONNECTIONS LEAKING—Tighten or replace defective parts.

GASKET OR OIL SEAL LEAKS—Replace defective gaskets or oil seals.
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HIGH CRANKCASE PRESSURE-Refer to “High Crankcase Pressure” chart.

EXCESSIVE OIL IN AIR BOX-Refer to “Detonation” in “Abnormal Engine Operation” chart.
INTERNAL LEAKS
BLOWER OIL SEAL LEAKING—Remove and overhaul blower.
OIL COOLER CORE LEAKING—Replace oil cooler core and use a good cooling system cleaner to
remove oil from water passages.
ENGINE BLOCK END PLATE GASKETS LEAKING—Replace block to end plate gaskets.

HIGH LUBRICATING OIL CONSUMPTION-Cont.

OIL CONTROL AT CYLINDER
OIL CONTROL RINGS WORN, BROKEN, OR IMPROPERLY INSTALLED—Replace rings on
piston.
PISTON PIN RETAINER LOOSE—Replace piston retainer and defective parts.
SCORED LINERS, PISTONS, OR OIL RINGS—Remove and replace defective parts.
PISTON AND ROD ALIGNMENT (CAUSED BY WORN CRANKSHAFT THRUST WASHERS)
—Replace worn and defective parts.
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EXCESSIVE OIL IN CRANKCASE—Fill only to “FULL” mark on dipstick.
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LOW OIL PRESSURE
(Check to be made with engine water outlet temperature of 160°F. minimum)
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LUBRICATING OIL
SUCTION LOSS—Check oil level and bring to “FULL” mark on dipstick or correct installation
angle.
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LUBRICATING OIL VISCOSITY-Check for the following:
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1. Wrong Viscosity Lubricating Oil—Refer to “Engine Oil Viscosity Chart” in “Lubrication
System” section.
2. Plugged Oil Cooler—Clean oil cooler if oil temperature is abnormally high.
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3. Fuel Oil Dilution—Check for fuel leaks at injector seal ring, and fuel jumper line
connections.
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PRESSURE GAUGE
FAULTY GAUGE—Replace gauge.
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GAUGE LINE OBSTRUCTED—Remove and clean line, replace if necessary.

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ORIFICE PLUGGED—Remove and clean orifice.

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CIRCULATION
FILTER CLOGGED—Remove and clean or replace element.

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COOLER CLOGGED—Remove oil cooler and clean.

COOLER BY-PASS VALVE NOT FUNCTIONING PROPERLY-Remove by-pass valve, clean
valve and valve seat and inspect valve spring.
PRESSURE REGULATOR VALVE NOT FUNCTIONING PROPERLY-Remove pressure regu
lator valve and clean and inspect spring.
EXCESSIVE WEAR OF CRANKSHAFT BEARINGS—Change engine bearings, clean oil pan,
refer to “Engine Oil Viscosity Chart” for proper grade, and change oil filter element.
GALLERY, CRANKSHAFT OR CAMSHAFT PLUGS MISSING-Replace plugs.

LOW OIL PRESSURE-Cont.

OIL PUMP
INTAKE SCREEN PARTIALLY CLOGGED—Remove oil pan and screen, clean oil pan and screen,
refer to “Engine Oil Viscosity Chart” and refill crankcase and change oil filter element.
RELIEF VALVE NOT PROPERLY FUNCTIONING—Remove and inspect valve, valve bore, and
spring.
AIR INTAKE IN PUMP INLET SYSTEM-Disassemble piping and install new gaskets.
PUMP WORN OR DAMAGED—Remove pump, clean and replace defective parts.
LEAK PRESSURE SIDE—Remove pump and replace gasket.
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EXCESSIVE CRANKCASE PRESSURE
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CYLINDER BLOW-BY
CYLINDER HEAD GASKET LEAKING—Remove and replace head gaskets.
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PISTON AND LINER DAMAGED—Remove and replace piston and liner.
PISTON RINGS WORN OR BROKEN—Remove and replace piston rings.
PISTON PIN RETAINER LOOSE-Remove.
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BREATHER RESTRICTION
OBSTRUCTION OR DAMAGE TO BREATHER—Clean, repair or replace breather.
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AIR FROM BLOWER OR AIR BOX

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DAMAGED BLOWER-TO-BLOCK GASKET—Remove blower and gasket, replace with new

gasket.
ENGINE BLOCK END PLATE GASKETS LEAKING-Replace block to end plate gaskets.
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BLOWER OIL SEAL LEAKING—Remove and overhaul blower.

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EXCESSIVE EXHAUST BACK PRESSURE

EXCESSIVE MUFFLER RESISTANCE—Repair or replace muffler.
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OBSTRUCTION IN MUFFLER-Repair or replace muffler.

EXHAUST PIPING—Replace damaged pipes.

ABNO RM AL ENGINE COOLANT TEMPERATURES
ABOVE NORMAL OPERATING TEMPERATURES

INSUFFICIENT HEAT TRANSFER-Check for the following:
1. Scale Deposits in Cooling System—Clean cooling system with a good cooling system
cleaner and flush thoroughly.
2. Radiator Core Plugged Preventing Normal Air Flow—Clean outside of radiator core.
3. Fan Belt Loose—Tighten fan belt.
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4. Improper Installation—Improper shrouding of fan.
POOR CIRCULATION—Check for the following:

1. Coolant Level too Low—Fill radiator to filler neck.
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2. Hoses Collapsed or Disintegrated—Replace hoses.
3. Thermostat Damaged—Replace thermostat.
4. Water Pump Impeller Loose on Shaft—Replace impeller or shaft.
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5. Inadequate Water Supply on Suction Side of Pump—Caused by:
a. Radiator Clogged—Clean radiator. ra
b. Combustion Gases in Cooling Water—Replace all head gaskets and inspect cylinder
heads for cracks or injector tube leaking.
c. Air in Cooling System—Caused by:
b
(1) Air Leak on Suction Side of Water Pump—Replace defective parts.
(2) Thermostat Housing Vent Holes Plugged—Clean.
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BELOW NORMAL
a
POOR CIRCULATION—Check for the following:

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1. Thermostat Inoperative—Replace thermostat.

2. Thermostat Seat Damaged—Replace thermostat.
3. Thermostat Seal Damaged—Replace seal.
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SECTION 6D
ENGINE MOUNTINGS
DESCRIPTION mounts are subjected to abnormally high stresses.
When inspecting engine mounts, check all at
Cushion-type mountings are used at all engine taching bolts and nuts for tightness. Refer to Torque
mounting points. A single front mount is used with Chart shown below.
all six cylinder gasoline and Toro-Flow engines;
whereas, dual front mounts are used with all other MOUNTING CUSHION REPLACEMENT
engines.
The various types of mountings are illustrated
IMPORTANT: When supporting engine to re
in figures 1 through 1 0 .
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place a mount, raise engine only to height required
to replace the mount. If raised beyond this height,
GENERAL MAINTENANCE possible damage to wiring, lines and control link
Engine mountings should be inspected period age could occur.
ically and if found damaged or deteriorated they NOTE: When replacing either front mount on
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should be replaced. 6V-53 Diesel engine in a conventional cab model
and on all V- 8 Toro-Flow Diesel engines, the
IMPORTANT: Broken or deteriorated mounts mounting bolts should be removed from either the
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can cause misalignment and eventual destruction upper or lower side of the opposite mount. This
of certain drive train components. Also, when a will permit engine to be raised and supported
single mounting failure occurs, the remaining ra without tilting.
ENGINE MOUNTING TORQUE CHART

BOLT TORQUES (FT.-LBS.) GIVEN UNLESS OTHERWISE SPECIFIED
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ENGINE FRONT MOUNTINGS ENGINE REAR MOUNTINGS
Mounting Bracket Mounting Mounting Bracket Mounting Mounting Bracket

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Models to Engine Bolts Bolt(s) to Engine Bolts Bolt(s) to Frame Bolts
HG, JG, JM-70 60 - 70 95 - 105 160 - 170 *70 - 80 *40 - 50

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HM, JM-80
HJ-70 70 - 80 70 - 80 190 - 220 95 - 115 *40 - 50
HM-70 60 - 70 95 - 105 55 - 65 95 - 105 *40 - 50
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HV, JV-70 40 - 50 70 - 80 upper 190 - 220 60 - 70 40 - 50

65 - 75 lower
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JJ-70 70 - 80 70 - 80 190 - 220 60 - 70 *45 - 55

T & WM- 80,
60 - 70 70 - 80 75 - 85 75 - 85 35 - 45
W/478 Engine
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TG-70 60 - 70 50 - 60 160 - 170 *70 - 80 ----------------------------
TJ-70 65 - 75 1 0 0 - 1 2 0 190 - 220 60 - 70 *40 - 50
TM-70 60 - 70 50 - 60 - - - - 95 - 105 ----------------------------
TM-80 60 - 70 60 - 70 55 - 65 *35 - 40 ------------------- --
WM-80 60 - 70 60 - 70 55 - 65 80 - 90 _ _ _ .
♦Nut Torque.

ENGINE M O U N T IN G S 6D-2
When replacing either rear mount it is neces engine just enough to allow starting of all attaching
sary to raise only that particular side of engine. bolts.
1. Before lowering engine onto new mounting 3. After bolts are started, lower engine to
cushion, make sure cushion, bolts and bolt spacers mount, then with all components in position, tighten
(if used) are positioned properly. Refer to applic the attaching bolts and nuts to torque specified in
able illustration. torque chart on previous page.
NOTE: If an alignment dowel is used at mount IMPORTANT: If a lock strap or wire is used
ing make certain that it engages the locating hole at mounting bolts or nuts, install same to secure
in mating part. the mounting.
2. With cushion components in place, lower
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1 Lock Nut 6 Flat Washer
2 Mounting Spacer 7 Mounting Bolt
1 Lock Nut 4 Frame Bracket
3 Flat Washer Frame Bracket
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8
2 Upper Mounting 5 Mounting Bolt
4 Upper Mounting Assy. 9 Engine Bracket
Cushion 6 Flat Washers
5 Lower Mounting Assy. T -23 66
3 Lower Mounting 7 Engine Bracket
Cushion 8 Spacer t -2758
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Figure 1— Engine Rear Mountings (V-6 Gasoline and

V-6 Toro-Flow in Conv. Cab Models) Figure 2 -E ngine Rear Mounting (TG 70 Models)
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E N G IN E BR AC K ET
UPPER M O U N T IN G
BO LT S A N D PLA IN
W ASH ERS
1 Bracket to Mounting Bolt 7 Mounting Bolts

2 Flat Washer 8 Crossmember or
3 Bracket to Engine Bolts Welded Bracket
MOUNT
4 Support Bracket 9 Tapped Holes For Oil
5 Engine Mounting Cooler Hose Support
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6 Flat and/or Lock Washers
L O W E R M O U N T IN G BOLTS,
Figure 5— Engine Front Mounting (V-8 Toro-Flow)
P LA IN W A S H E R S , A N D
LO CK W A SH E R S
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FRAM E C R O SSM EM B ER Engine Front Cover
Support
Figure 3— Engine Front M ounting 16V-S3 Engine)
Bolts with Flat
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Washers
Mounting Bolt Nut
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Upper Mounting
Assembly
Lower Cushion
8 Mounting Bolt with
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Flat Washer
Spacer
Frame Bracket or
Crossmember
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T -2 3 6 4
Figure 6— Engine Front Mounting Assy, for V-6 Engines

(Except on TM/TG70)
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(Shown with Mounting Cushions Rotated 90°)

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1 Engine Bracket 6 Lock 10 Mounting Bolt

2 Bracket Spacer 7 Nut 11 L.H. Frame Member
3 Upper Mounting Cushion 8 Frame Bracket 12 Flywheel Housing
4 Mounting Spacer 9 Bolt and Lock Washer 13 R.H. Frame Member
5 Mounting Lower Cushion
Figure 7— Engine Rear Mounting for V-6 Gasoline Engines in Tilt Cab Models

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1 Throttle Control 5 Plain Washer 11 Flywheel Housing

Cross Shaft and 6 Frame Bracket 12 Bolt and Plain
’ Lever Assembly 7 Cap Washer (4 at
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2 Ball Stud Nut 8 Upper Cushion Each Bracket)

3 Throttle Control 9 Lower Cushion 13 Throttle Cross
Rod (Rear) 10 Engine Support Shaft Bracket
4 Cap Bolt Bracket 14 Locating Bosses T -2 9 4
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Figure 8— Engine Rear Mounting for TM, W M 80 Models (478-M Engine)

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M OU NTING UPPER
ENGINE BRACKET BOLTS, LOCK WASHERS,
A N D PLAIN WASHERS
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Inspect engine front and rear

mountings as part of regular engine
FRONT maintenance program. Be sure all
bracket attaching bolts are kept tight.
M OU NTING LOWER
A N D LOCK WASHERS
Figure 9 — Engine Rear Mounting I6V-53 EngineI

SECTION 6K
ENGINE COOLING SYSTEM

Cooling system in all models is of the pres here it flows upward through transfer holes and
sure type. A pressure relief valve, either separate into rear of cylinder heads, then back to front of
or integral with the radiator or surge tank filler heads. At this point a portion of coolant flows up
cap, maintains a pressure of nine pounds in cool and out of the engine water manifold and back to
ing system. radiator. The remaining portion of coolant is re
circulated back into water pump and engine.
COOLANT CIRCULATION Two thermostats are used in V- 6 Gasoline
Engines. Thermostats are installed in top of engine
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V - 6 GASOLINE ENGINES water manifold.
The water pump, belt driven from engine
crankshaft pulley, circulates the coolant through Engine Warm-Up Period
the coolihg system. The coolant from radiator (and During engine warm-up period, the thermostat
surge tank - when used) is forced into front of valves are closed and shut off circulation to the
each cylinder bank (fig. 1 ) where it traverses radiator. As the engine warms up, the valves open
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around the cylinders to rear of each bank. From slowly, allowing a gradually increasing amount of
%
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Flow To Radiator
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. %
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T P M -6 5 0 5
Figure 1— Coolant Circulation (V-6 Gasoline EngineI

ENGINE C O O L IN G SYSTEM 6K-2
liquid to flow through cooling system, until engine pass passage in the front cover. The remaining
reaches normal operating temperature. portion of coolant flows into the radiator upper
During engine warm-up, coolant is recircu tank. An external by-pass is employed which per
lated back through by-pass at side of water mani mits flow from the radiator upper tank to the rear
fold and into engine to assist in warm-up of engine. of the thermostat housing. The flow through this
As engine water temperature reaches normal, external by-pass provides warmer coolant at the
thermostat valves become fully open. The valves thermostats and causes thermostats to open at
then may move frequently to regulate flow of cool prescribed temperature (175°F.).
ant into radiator. Thus an efficient operating tem NOTE: Engine will tend to overheat if the ex
perature is maintained. A temperature gauge on ternal by-pass becomes clogged or disconnected.
dash is connected to a thermal unit in engine cyl
inder head water outlet manifold. Engine Warm-up Period
During warm-up period the thermostats are
TORO-FLOW DIESEL ENGINES completely closed and do not allow flow from the
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The belt-driven water pump circulates the bottom of the radiator. The coolant is recirculated
coolant through the cooling system (fig. 2). Coolant through the engine by the water pump through both
entering the engine thermostat housing from the the internal and external by-passes. As coolant
radiator lower tank is displaced by the water pump temperature increases, the heat of the coolant in
and forced into the cylinder block at the front of external by-pass causes the thermostats to open
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each cylinder bank. Coolant passages allow flow and allow flow from lower tank of radiator. When
from the block to cylinder heads (greater number engine reaches operating temperature, flow con
of passages at the rear of the engine). Coolant re tinues through both by-passes and the flow through
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turns to the engine front cover through passages radiator core is regulated by thermostats.
in the cylinder head. From this position in the
front cover, a portion of the coolant is returned to 6V-53 DIESEL ENGINE (Fig. 3)
the suction side of the water pump through a by Coolant is drawn from lower portion of the
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F L O W T O T O P R A D IA T O R T A N K
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IN T E R N A L B Y -P A S S IN
E N G IN E FR O N T C O V E R
B Y -P A SS F R O M TO P
R A D IA T O R T A N K F L O W F R O M B O T T O M R A D IA T O R T A N K t-2 3 7 1
Figure 2— Coolant Circulation (Toro-Flow Diesel Engine) (Typical)

ENGINE C O O LIN G SYSTEM 6K-3
radiator by a belt-driven water pump and discharg operating temperature, thermostats begin to open.
ed through engine oil cooler passages to cylinder As thermostats open, a gradual increasing volume
block. From cylinder block, coolant flows up through of coolant flows through radiator, while a gradual
cylinder heads and forward to thermostat housing decreasing volume flows through the by-pass sys
at front of each cylinder head. If engine is at oper tem. Thermostats regulate flow to maintain an
ating temperature, coolant flows through thermo operating temperature within the specified limits.
stat housing to upper portion of radiator. If engine
is below operating temperature, coolant is return
ed to suction side of water pump through a by-pass
INSPECTION OF SYSTEM
system. Two thermostats control engine operating
temperature by regulating the volume of coolant Although action of the cooling system controls
flow through the radiator core. the operating temperature of the engine, improper
ignition timing (gasoline engines) or improper or
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Engine Warm-up Period insufficient lubricating oil in the engine crankcase
During the engine warm-up period, thermo may cause the engine to overheat, even though the
stats direct coolant back to suction side of water cooling system is functioning properly. These
pump. Coolant is recirculated within the engine to items should also be checked for cause of improper
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shorten engine warm-up period. As engine reaches cooling.
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T H E R M O ST A T H O U S IN G
O VERH EAT A LARM
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B Y -P A S S TUBE
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T H E R M O ST A T
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H O U S IN G
TEM PERATU RE G A U G E
S E N D IN G U N IT
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W ATER
O IL C O O L E R
T-2684
Figure 3 — Coolant Circulation (6V-53 Engine)

Cooling systems must be kept air-tight. As neck or at bottom of fille r tube.

the pressure in the system raises the boiling point 3. Fill radiator until water can be seen through
of the coolant, any air leak would lower boiling fille r neck or to bottom of fille r tube.
point and result in loss of coolant. Check radiator 4. Add more water slowly until no more air
cap seal and all radiator connections. Entire cool bubbles can be seen. Run engine a few minutes to
ing system can be checked for leaks in castings, further expel air, then add more liquid if neces
connection hoses, gaskets, pressure valves, and sary to bring it up to proper level.
fille r cap using a conventional cooling system test 5. If vehicle is equipped with a water cooled
ing kit which can usuallv be obtained locally. air compressor, vent air from compressor cooling
CAUTION: When the engine is at normal oper cavities and connecting lines by loosening small
ating temperature or above, the internal pressure hex plug at high side of compressor.
built up in the cooling system will blow out scalding 6 . Do not overfill if anti-freeze solution is
fluid and vapors if the radiator cap is suddenly re used. CAUTION: DO NOT POUR COLD WATER IN
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moved. To prevent loss of coolant and to avoid the RADIATOR WHILE ENGINE IS HOT. Wait until
danger of being burned, the coolant level should be boiling ceases, then add water slowly while engine
checked or coolant added only when the engine is is idling. Install radiator cap firm ly.
cool. If the cap must be removed when the engine
is hot, place a cloth over the cap and rotate the cap CLEANING SYSTEM
slowly counterclockwise to first stop and allow
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pressure to escape completely. Then turn cap again Unless water in cooling system is treated with
slowly counterclockwise to remove. a corrosion preventive, rust and scale may event
ually clog water passages in radiator and water
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DRAINING COOLING SYSTEM jackets. This condition is aggravated in some lo
calities by the formation of insoluble salts from
1. Remove radiator fille r cap. water used.
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2. Remove plug or open drain cock at bottom Cleaning solutions, commercially available,
of radiator core. will successfully clean cooling systems of rust,
3. Open petcock or remove drain plug at each scale, sludge, and grease when used as directed
side of cylinder block. by the manufacturers. However, if radiator is
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4. If vehicle is equipped with a heater, open clogged with insoluble scale formations, reliable
heat control valve completely. radiator service stations in the various localities
5. Remove drain plug from bottom of engine are best equipped to remove such formations.
oil cooler (if equipped).
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Chevrolet Cooling System Cleaner or other

6 . Remove plug from bottom of external by
commercial cleaning solutions are especially
pass fitting at thermostat housing (Toro-Flow effective in removing rust, scale, and corrosion
Diesel Engines only). from the radiator and engine water passages. Use
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7. Remove drain plug from bottom of cooling cleaner only as directed on label. Particularly at
system filter assembly (if equipped). winter check-up, preferably before and after using
8 . If vehicle is equipped with a water cooled
anti-freeze solutions, radiator and entire system
air compressor, disconnect air compressor cool should be cleaned with a recommended cleaning
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ant hose from side of cylinder block. solution as follows:

CLEANING
FILLING COOLING SYSTEM
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1. Drain system, then close cocks and install

When cold water is poured into the radiator, drain plugs.
2. Fill system with cleaning solution. Always
the thermostats will close even though the engine
is warm. This action may trap air in cylinder follow manufacturer's directions.
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3. With radiator covered and radiator cap on

block and head passages. The trapped air will leak
through the thermostat vents thereby lowering the tight, run engine 15 to 20 minutes at fast idle speed.
water level. Drain system completely.
4. If cleaning solution used requires a neu-
Use the following method when filling system: tralizer, use as directed by manufacturer.
1. If vehicle is equipped with heater, the con FLUSHING
trol valve (tilt cab models) must be wide open be Before pressure flushing system, tighten cyl
fore filling cooling system. This operation is to inder head bolts to prevent possible water leaks
prevent air from being tripped in heater and lines. into cylinders and crankcase and remove the ther
2. When checking lejvel of coolant, remove mostats. When pressure flushing, apply air grad
radiator cap SLOWLY (if engine is hot). No addi ually, as radiator will stand only a limited pres
tional water is required if water is visible in filler sure.

CORROSION PREVENTION EXHAUST GAS LEAKAGE TEST

Exhaust gas may be blown into the cooling
Use of water containing lime, alkali, and other system past cylinder head gasket or through cracks
impurities is a major cause of rust and scale in the cylinder head and block. This action will
formation in cooling system. A ir or exhaust gas also cause corrosion and possible damage to en
leaking into the system can also be cause of rust gine combustion chamber components.
and corrosion. A rust preventive, inhibitor, or
water filter should be used continuously. 1. Start test with engine cold. Remove drive
Drain and flush cooling system every 24 months belt to prevent water pump operation.
and add new anti-freeze solution.
2. On V- 6 gasoline models, partially drain
cooling system until cooling liquid level is at top
INHIBITORS AND SEALERS
of thermostat well. Remove thermostats and in
In general, inhibitors are not cleaners and
sure that coolant level is at top of thermostat well.
will not remove scale and rust already formed.
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GM Cooling System Inhibitor and Sealer will retard 3. On all Toro-Flow models, partially drain
rust and scale formation and is compatible with cooling system until coolant level is at top of en
aluminum components. Inhibitor and sealer should gine front cover. Two bolts secure the water outlet
be. used immediately after new anti-freeze solution casting to the top of engine front cover. Remove
has been added to system and every fall thereafter. the two bolts and detach water outlet. Be sure cool
ant level is at top of the opening in engine front
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It is important not to use too much inhibitor
cover.
or to use two different types at the same time.
4. To prepare for test on 6V-53 engine, drain
USE INHIBITOR AND SEALER ONLY AS IN
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cooling system to slightly below thermostats, then
STRUCTED ON LABEL.
remove water outlet castings at thermostat hous
ings. Remove thermostats and install outlet cast
AIR SUCTION TEST
A ir may be drawn into system due to low
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liquid level in the radiator or surge tank, leaky
ings. Fill system until coolant level is at top of
outlet castings.
water pump, or loose hose connections. This action 5. With transmission in neutral, start engine
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w ill also cause corrosion. and accelerate it several times.
1. Replace radiator cap having integral pres 6 . Watch for bubbles in water or smoke at
sure relief valve with a plain fille r cap less the surface of coolant while accelerating engine. Also,
relief valve. watch when engine speed drops back to idle. The
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appearance of bubbles or a sudden rise or fall of

2. If a separate pressure relief valve is used,
cooling liquid indicates exhaust gas leakage into
remove valve and install pressure valve opening
cooling system. Make test quickly before boiling
cover. Make sure gasket is in good condition.
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starts as steam bubbles will give misleading results.

3. Make sure radiator cap seal is in good
7. If exhaust gas leakage is evident, replace
condition and will make an airtight seal. Adjust
level of cooling liquid in radiator, allowing ample cylinder head gasket or gaskets, tnen test again.
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Tighten cylinder head bolts to torque specified in

room for expansion to avoid any overflow loss
during test. ENGINE (SEC. 6 A or 6 B) of this manual. If leaks
are still evident, cylinder head or block may be
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4. Attach a length of rubber tube to lower end cracked. Correct cause of leakage, then install
of overflow tube. This connection must be airtight. thermostats and adjust drive belt. Fill radiator.
Run engine with transmission in neutral at a safe
speed until temperature gauge stops rising and COLD WEATHER OPERATION
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remains stationary.
5. Without changing engine speed, put end of Water, with an inhibitor, can be safely used as
rubber tube in a bottle of water, avoiding kinks a cooling medium in climates where temperatures
and sharp bends that might block flow of air. Watch do not reach below 32°F. In lower temperatures,
for bubbles in bottle of water. The continuous ap anti-freeze solutions must be used. Before install
pearance of bubbles indicates that air is being ing anti-freeze solution, cooling system should be
sucked into the cooling system. inspected and serviced for cold weather operation,
as previously described under "Cleaning System"
6 . Correct condition by tightening hose clamps
in this section.
and fitting connections. Also examine all hoses Cylinder head bolts should be checked for
carefully and if cracked, swollen, or deteriorated tightness and gasket replaced if necessary, to
in any way, replace with new hose. avoid possibility of anti-freeze solution leaking

THAWING COOLING SYSTEM
If cooling medium in system becomes frozen
solid, place vehicle in warm place until ice is
completely thawed out. UNDER NO CIRCUM
STANCES SHOULD ENGINE BE RUN WHEN COOL
ING SYSTEM IS FROZEN SOLID.
The inhibited year-around (permanent-type)
engine coolant, used to fill the cooling system at
the factory is a high quality solution that meets
General Motors Specification 1899-M. This fac-
tory-fill coolant solution is formulated to with
stand two full calendar years of normal operation
without draining or adding inhibitors, and provides
freezing protection to -20° F.
It is the owner's responsibility to keep the
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freeze protection at a level commensurate with
the area in which the vehicle will be operated.
Regardless of climate, system protection should
be maintained at least to 0 °F ., to provide adequate
corrosion protection. When adding solution due to
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loss of coolant for any reason or in areas where
temperatures lower than -20° F., may occur, a suf
ficient amount of an ethylene glycol base coolant
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that meets GM Specification 1899-M should be used.
Figure 4 — Engine Units for Overheat Switch and Every two years the cooling system should be
Temperature G auge (V-6 Gasoline Engine) serviced by flushing with plain water, then com
pletely refilling with a fresh solution of water and
into engine, and exhaust gases entering cooling
system. If Ethylene Glycol anti-freeze is to be used
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a high-quality, inhibited (permanent type) glycol
base coolant meeting GM Specification 1899-M,
on vehicles having a water filter, the water filter and providing freezing protection at least to read
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must be serviced at regular intervals as directed 0 °F . At this time, also add GM Cooling System
later in this section under "Water F ilter." After Inhibitor and Sealer or equivalent. In addition,
anti-freeze solution has been installed, entire sys Cooling System Inhibitor and Sealer should be add
tem should be inspected regularly for leaks. ed every fall thereafter. GM Cooling System In
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hibitor retards the formation of rust or scale and

is compatible with aluminum components.
NOTE: Alcohol or methanol base coolants or
plain water are not recommended for your truck
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at any time.
WATER TEMPERATURE INDICATOR

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Electric type temperature gauge system con

sists of an engine thermal plug electrically con
as
nected with registering gauge mounted on instru

ment panel. Refer to applicable wiring diagram in
Section 12. System is activated when ignition is
turned on.
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Engine unit is installed in engine water mani

fold on V - 6 gasoline engines (fig. 4) and in ther
mostat housing on 6V-53 Diesel engines (fig. 3).
Sending unit on Toro-Flow Diesel Engines is in
stalled in engine front cover (fig. 5).
1. Disconnect wire at engine unit.
2. Connect a test light consisting of a 12-volt,
2 -candlepower bulb and a pair of test leads in c ir
cuit by clipping one lead to battery positive term

Figure 5 — Engine Units for Overheat Switch and inal and other lead to body of engine gauge unit. If
Temperature Gauge (Toro-Flow Diesel Engines) bulb lights, unit is properly grounded. If bulb does

not light, check for presence of sealing compound oil or paint around threads of unit. Remove insul
around threads of unit. Remove compound and re ating substance and repeat test. Make sure unit is
peat test. Make sure unit is properly grounded properly grounded before proceeding with tests.
before proceeding with next test. 3. Remove test lead from body of engine unit
3. Remove test lead from body of unit and and connect lead to terminal of unit. Then provid
connect lead to terminal of unit. If bulb lights, en ing engine water temperature is not exceeding
gine unit is internally short-circuited and should switch setting, and the bulb lights, engine unit is
be replaced. internally short-circuited and should be replaced.
4. Remove test light and reinstall wire on Refer to "Specifications" for switch setting.
unit. 4. Remove test light and reinstall wire on
5. If engine unit tests satisfactory under above engine unit.
conditions, check following items according to 5. If alarm buzzer sounds and/or tell-tale
nature of difficulty. lights under all conditions with engine control
a. If gauge does not register when ignition or switch in "ON" position, wire leading from buzzer
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control switch is turned on: This may be caused or light to engine unit is shorted to ground.
by a break in the circuit between the gauge and the 6 . With engine control switch in "ON"position,
switch or a short between this lead and ground. and light does not come on when terminal at tem
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b. If gauge shows high temperature under all perature switch is shorted to ground, a break or
conditions; wire leading from gauge to engine unit short in wire between engine unit and engine con
is shorted to ground. trol switch is indicated.
c. If gauge registers a low temperature under 7. When installing engine unit, do not use
y.
all conditions, wire between gauge and engine unit thread compound on unit threads, as this will in
is broken. crease electrical resistance and cause faulty re
Do not attempt to repair either the engine unit action.
or the gauge. When installing new engine unit, do
not use thread compound on unit threads, as this
will increase electrical resistance of unit and
cause faulty reading on gauge.
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NOTE: Switch unit must be removed from en
gine manifold in order to make this test. Before
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testing unit, be sure that entire unit is pre-heated
ENGINE OVERHEAT ALARM to approximately engine temperature
Insert unit tube and lower half of body threads
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Overheat alarm switch is located near the in hydraulic oil, heated to a temperature 15°F. to
engine unit of water temperature indicator. Refer 20°F., higher than unit point contact setting listed
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to figure 3, 4, or 5 for appropriate location of en in "Specifications." Agitate oil thoroughly (and
gine overheat alarm. gently tap unit). If points contact readily, correct
working of instrument is indicated.
NOTE: Electrical wire end of overheat switch
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is retained by screw; whereas, wire end for temp

erature indicator is retained by a nut. ENGINE THERMOSTATS
The alarm system is interconnected to a te ll Two thermostats are installed in engine water
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tale light and, on some vehicles, to a buzzer. The outlet manifold on all V - 6 Gasoline Engines (fig.
purpose of this system is to signal the driver when 4). Toro-Flow Diesel Engines have two thermostats
engine temperature exceeds a safe range. Refer to installed in the lower part of engine front cover at
as
applicable wiring diagram in Section 12 for alarm the point where coolant enters the engine from the
system circuit. Overheat temperature switch is radiator bottom tank (fig. 6 ). Series 53 engines have
not repairable and must be replaced as an assem two thermostats installed in thermostat housings
bly or unit. at front of each cylinder head (fig. 3).
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Thermostats consist of a restriction valve

TESTING ENGINE UNIT AND CIRCUIT controlled by a thermostatic element. Restriction
NOTE: Before testing engine unit, make the valve cracks or just starts to open at predeter
following circuit tests. mined temperature and continues to open as engine
coolant temperature increases. Refer to "Coolant
Circuit Tests Circulation" earlier in this section for operation
1. Disconnect wire at engine unit. of engine thermostats.
2. Connect a test light consisting of a 2- NOTE: To assure proper cooling and engine
candlepower 1 2 volt bulb and a pair of test leads warm-up it is very important that the correct
in circuit by clipping one lead to a hot terminal thermostat be used. Refer to "Specifications" at
and other lead to body of engine unit. If bulb does end of this section for correct thermostat appli
not light, check for presence of sealing compound, cation.

THERMOSTAT CHECK
If it is suspected that thermostat is not func
tioning properly, remove thermostat assembly. If
the thermostat appears to be in good condition, the
following test should be conducted.
Suspend thermostat and thermometer in water
with thermometer located close to thermostat.
Thermostat must be completely submerged and
water thoroughly agitated while heating. Apply heat
to the water and record both the temperature at
which the thermostat begins to open and the temp
erature at which the thermostat is fully open.
Compare temperature readings taken in the
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test with those given under "Thermostats" in
Do not attempt to repair thermostat. If ther
mostat does not function properly, replace with new
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unit which has been checked as directed above.
Use new gasket when installing thermostat.
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Fill cooling system, then run engine until normal
operating temperature is reached. Check for cool
ant leakage at thermostat cover gasket.
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WATER FILTER
Figure 6— Thermostats Installed in
Toro-Flow Diesel Engines
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hicles is used to filter and condition water in cool
ing system. On a new engine, the filter element
should be initially changed after 2,500 to 3,000
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Hose to Heater Core miles. After initial change, the filter should be
Return Line Fitting serviced periodically 7,500 to 10,000 miles or
300 to 500 hours depending upon engine workload,
conditions, etc.
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Except when anti-freeze is used, color of water

in system should be a golden yellow. No rust pre
Filter ventive or inhibitor should be used in system when
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Assem bly water filter is used.
IMPORTANT
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Some permanent-type anti-freeze

solutions may contain inhibitor which
will produce a green residue or pre
as
cipitation. If this is noted more fr e

quent element change periods will be
necessary and if this fails to correct
condition, the filter element should be
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removed, or disconnected.
(2) M ounting Bolts, ELEMENT REPLACEMENT

Nuts, and W ashers NOTE: Key numbers in text refer to figure 8 .
1. For convenience in changing element, close
Hose to Heater off filter supply and return hose by clamping vise-
Drain Plug Core Inlet Fitting grip pliers to each hose. Care should be taken that
hose is not cracked or otherwise‘damaged.
2. Remove drain plug (5) from bottom of filter.
3. Remove two bolts (3) which attach cover (1)
Figure 7— Cooling System Water Filter to filter. Remove cover and cover gasket (2).
Installed (Typical) 4. Remove upper plate (10), element (9), lower

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co
y.
Figure 8— Water Filter Assembly (Typical)
body (4). Flush out filter body.

5. Discard filter element, then clean all parts.
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plate ( 8 ), spring (7), and sump plate.( 6 ) from filter Manual for information on oil cooler used on 6 V -53
engines. The following information pertains to all
engines using oil cooler except 6V-53 engine.
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Examine element lower plate for excessive cor Models equipped with oil cooler use the type of
rosion. Deep pits in the plate do not warrant re oil cooling system shown in figure 9. Oil is filtered,
placement. Clean plate by wire brushing. This circulated through oil cooler, and returned to en
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plate generates current for the electrochemical gine.
action of filter element. If excessively corroded, If engine difficulties are encountered and there
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replace. is suspicion that foreign matter has entered the

NOTE: When using Ethylene Glycol anti-freeze oil cooler, the oil cooler and connecting lines must
solutions, install element identified by letters be/flushed before engine is put back into operation.
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"PAF” ; also, when operating in mild climates Oil cooler, located at bottom of radiator core,
where no anti-freeze is required use the standard should be flushed in the following manner:
chromate type filter element. 1. Disconnect oil cooler lines at oil filter.
6 . Referring to figure 8 , position sump plate 2. Back-flush oil cooler and lines using clean
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( 6 ), spring (7), lower plate ( 8 ), new element (9), solvent and compressed air. DO NOT EXCEED
and upper plate (10) in filter body (4). Install cover 100 PSI air pressure.
(1) using new gasket (2). Tighten cover attaching
as
bolts evenly and firm ly. Install drain plug (5) in

bottom of filter body.
7. Remove vise grips from filter hoses. Start
and operate engine until water in cooling system
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is warm. Check for air lock in filter. If cover of

filter becomes warm no air-lock condition exists
in system. If cover remains cool, vent system
same as for a hot water heater system.
8 . Refill system to proper level.
9. IMPORTANT: Make sure that filter body is

grounded, otherwise electro-chemical action of
filter element will be reduced.
OIL COOLER
Figure 9 — Oil Cooler Circuit (All Models
Refer to current applicable Detroit Diesel Except with 6V-53 Engine)

pump pulley on all gasoline and Diesel engines ex

cept Series 53 engine, tilt cab, RG, andRM Models.
Fan blade on Series 53 engines is bolted to a
separate pulley and shaft assembly.
On Tilt cab models, except with Series 53
engine, bolts are used to attach fan blade assem
bly to engine crankshaft pulley hub.
DRIVE BELT TENSION ADJUSTMENT

Drive belts must be kept at proper tension. A
loose or broken drive belt will affect operation of
driven accessory. A drive belt that is too tight will
place excessive stress on bearings within acces
sory.
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Belt tension adjustments should be made with
an accurate belt tension dial gauge. Tension read
ings are taken as shown in figure 1 0 .
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Fan and generator drive belts for all models
are adjusted to 120 to 130 pounds tension for new
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belts and 90 to 100 pounds tension for used belts.
New belts are adjusted to a higher tension to allow
for stretch in the belt. As stretch occurs, tension
ry
should decrease to 90 to 100 pounds. Refer to ap
plicable drive belt arrangement illustrated in fig
ure 11, 12 or 13.
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Figure 10— Testing Belt Tension with Dial Gauge CAUTION: On models with 6V-53 engine, be
sure fan blade does not contact shroud after ad
3. Remove all remaining cleaning solvent from justment of drive belt tension. Shroud can be ad
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the system with compressed air. justed to obtain sufficient clearance between fan
4. Flush system again with the same type of blade and fan shroud.
oil normally circulated through the cooler.
5. Test flow of oil through cooler. If flow is NOTE: On a new vehicle or after having in
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not restricted, reconnect oil cooler lines. If flow stalled new belts, check tension of belts twice in
is restricted, have oil cooler element replaced by first 2 0 0 miles of operation.
a radiator specialist. When making adjustment, examine belts. Re
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place if frayed or worn.

FAN AND DRIVE BELTS
DRIVE BELT REPLACEMENT
FAN BLADE
On some vehicles, several accessories may
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Fan blade assembly is bolted directly to water

be driven from multiple groove crankshaft pulley,
and the replacement of any one inside drive belt
as
will make it necessary to remove all the outside

belts first.
NOTE: Instructions for replacing power steer
ing drive belt are given in "POWER STEERING"
(SEC. 9B). Refer to "AIR COMPRESSOR AND
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GOVERNOR" (SEC.6 T) for adjustment and replace

ment instructions for air compressor drive belts.
IMPORTANT
When replacing dual or triple drive
belts, it is essential that entire set be
replaced at same time. Belts are avail
Figure 11— Drive Belt Arrangement (Typical of
able in matched sets only.
All V-6 Gasoline EnginesI

W ATER
PUMP
A IR
C O M PRESSO R
CRANK
SH A FT
'P O W E R )
iS T R G .y T -23 93
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Figure 13— Drive Belt Arrangement ITypical of all
Toro-Flow Diesel Engines in Tilt Cab)
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1. Loosen drive belt adjusting arm pivot bolt
Figure 12— Drive Belt Arrangement ITypical of all
Toro-Flow Diesel Engines in Conv. Cabl
and adjusting bolt and move adjusting arm to loosen
drive belts. Remove drive belts.
2. Install new drive belts on pulleys.
y.
A ll Except 6V-53 Diesel Engines 3. Move adjusting arm to tighten belts. Adjust
The following procedure applies to replace belt tension to 1 2 0 to 130 pounds tension.
ment of water pump and generator drive belts on 4. Tighten pivot bolt and adjusting bolt firmly.
tilt cab models and fan, water pump and generator
drive belts on conventional cab models. ar
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FAN SUPPORT AND ADUSTMENT
Refer to figure 11, 12, or 13 for applicable ASSEMBLY
drive belt arrangement.
1. Remove the air compressor drive belt (if
(6V-53 DIESEL ENGINES)
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equipped). Fan is bolted to pulley of fan support assem

2. Loosen bolt at generator adjusting arm and bly. Fan drive belts are adjusted at the adjusting
loosen two pivot bolts at generator support bracket.
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3. Move generator toward engine until belts

can be removed from pulley.
4. To install new belts, position belts on pull
eys and move accessory away from engine until a
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tension of 120 to 130 pounds is measured.

5. Tighten accessory adjusting arm bolt and
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pivot bolts.
6 . Install air compressor drive belt (if equip
as
ped).
6V-53 Diesel Engines (Fan Drive Belts)

(Refer to Fig. 14)
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1. Loosen four adjusting bracket locking bolts.

2. Turn adjusting bolt to loosen drive belts.
Remove drive belts.
3. Install new belts on pulleys and turn ad
justing bolt to tighten belts. Adjust belt tension to
120 to 130 pounds tension.
4. Tighten adjusting bracket locking bolts to
40 to 50 foot-pounds torque.
6V-53 Diesel Engines (Water Pump Drive Belts)

(Refer to Fig. 14) Figure 14— Belt Adjusting Mechanisms 16V-53 Engine)

bracket shown in figure 14. Bearings of fan support ASSEMBLY (Refer to Fig. 15)
assembly are lubricated at assembly. 1. Clean all parts in solvent and wipe dry.
Check bearings for damage, wear and roughness.
Replace bearing if found defective in any way.
REMOVAL (Refer to Fig. 14) 2. Using a suitable size sleeve, tap bearing
1. Remove six fan bolts and remove fan. Loos cups and grease baffle into position in pulley.
en fan drive belts and remove belts from fan pulley. 3. Use grade No. 2 lithium base, multi-purpose
2. Remove adjusting bolt from the adjusting grease and pressure lubricate bearings. Fill fan
bracket. hub cap to 3/4 full. Take 1/2 of grease from hub
3. Remove four adjusting bracket locking bolts cap and pack into cavity between grease baffle and
and remove support and adjustment assembly from rear bearing cup. Refill hub cap to 3/4 full.
engine. 4. Insert rear bearing assembly into position
in pulley and tap seal into place in pulley.
5. Install pulley on shaft and insert bearing
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DISASSEMBLY (Refer to Fig. 15) spacer into pulley. Position shims against bearing
1. Tap fan hub cap from pulley. Remove bolt spacer and install front bearing assembly.
and washer, then lift pulley assembly from fan NOTE: Three different size shims are avail
shaft. Remove front bearing assembly, shims and able and the thickness of each is identified by
bearing spacer. notches on the shim as follows:
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NOTE: Exercise caution when removing shims. No notches - 0.015 inch
Also note the number of shims removed. 1 notch - 0 . 0 2 0 inch
2. To remove seal and rear bearing assembly, 2 notches - 0.025 inch
ry
reach through front of pulley and tap around bear 6 . Install flat washer and bolt. While rotating
ing cup to drive bearing assembly and seal toward pulley, tighten bolt to 85 to 95 foot-pounds torque.
rear of pulley. ra 7. Check end play of pulley with dial indicator.
Remove front bearing cup in same manner by End play must be between 0.001 and 0.006-inch.
tapping bearing cup toward front of pulley. 8 . If end play is not correct, remove bolt,
3. Using a suitable size sleeve, drive grease washer and front bearing assembly. Arrange shims
baffle toward rear of pulley. to give correct end play (identify shims as noted
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in Step 5).
9. Install front bearing assembly and repeat
Steps 6 and 7. After proper end play is obtained,
tap fan hub cap into position on pulley.
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F A N SH A FT A N D
A D J U S T IN G BRACKET
B E A R IN G SP A C ER
INSTALLATION
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G R E A S E BAFFLE 1. Place support and adjustment assembly in

its original position on the engine.
FR O N T B E A R IN G 2. Start four adjusting bracket locking bolts.
CUP 3. Install drive belts on pulley and install ad
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justing bolt in adjusting bracket.

W A SH ER 4. Turn adjusting bolt until belt tension of 120
to 130 pounds (using tension gauge) is achieved (90
as
F A N HUB
CAP to 100 pounds for used belt). Tighten locking bolts.
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BOLT
IDLER PULLEY
PULLEY
SEA L (6V-53 ENGINE)
FR O N T B E A R IN G
A SSEM BLY REAR B E A R IN G
ASSEM BLY
Idler pulley and support shown in figure 15 is
REAR B E A R IN G
used to adjust water pump drive belt tension on
CU P T-2492
Series 53 engines.
Stub shaft and bearing must be replaced as a
Figure 15-Separately Mounted Fan Support unit- Bearing is a sealed unit and does not require
Assembly (6V-S3 Engine) periodic lubrication.

Figure 16— Water Pump Drive Belt Idler Pulley

Assembly I6V-53 Engine)
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STUB SHAFT AND BEARING REPLACEMENT
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1. Remove adjusting bolt and pivot bolt and
remove assembly from engine.
2. Refer to figure 16. Using suitable size Figure 17— Fan Drive Hub Assembly (Typical of all
ry
sleeve, apply force to outer race of bearing assem Toro-Flow Diesel Engines in Tilt Cab Models)
bly to press bearing from pulley.
3. Press stub shaft from adjusting arm.
(D478 and D637 engines shown). The pulley hub on
4. Clean parts (except bearing assembly) in
solvent and wipe dry.
ra these engines is also used as a vibration damper.
5. Using suitable size sleeve, apply force to The pulley hub is secured to front of engine
outer race of new bearing assembly to press outer crankshaft by a single bolt. Fan hub assembly is
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race of bearing flush with rear face of pulley as fastened to pulley hub by six equally spaced bolts.
shown in figure 16. Fan blade assembly is mounted on front of fan
6 . Apply force to stub shaft to press stub shaft
hub assembly and secured by six special bolts.
flush with rear face of adjusting arm. In this posi
ar
tion, rear face of pulley should clear adjusting Fan Drive Hub Removal
arm by 5/32-inch to insure proper alignment of (Refer to Fig. 17)
pulley with drive belts. 1. Remove six bolts attaching fan blade as
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7. Install adjusting arm on engine. Adjust sembly to fan hub and remove fan blade assembly.
drive belt tension, then tighten adjusting bolt and 2. Remove six bolts which secure fan hub to
pivot bolt. pulley hub and remove fan hub. Remove pulleys if
desired.
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FAN DRIVE HUB ASSEMBLY Fan Drive Hub Installation

(TILT CAB MODELS) Position pulleys (if removed) on pulley hub.
as
2.
GASOLINE AND TORO-FLOW DIESEL ENGINES Tighten bolts to 15 to 20 foot-pounds torque.
Gasoline and Diesel engines in tilt cab models 3. Install fan blade and secure with six special
employ the type of fan drive shown in figure 17, bolts. Tighten bolts evenly to 20 to 25 foot-pounds.
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SPECIFICATIONS
The cooling system capacities listed in "Anti-Freeze Chart" and
"Model Capacity Chart" below apply to vehicles with standard equip
ment only. Because of some optional equipmentwhicy may be used, such
as engine oil cooler, air conditioning, larger engine, water filter, in
creased cooling, etc., the capacity of cooling system will vary. For the
purpose of obtaining an accurate cooling system capacity before adding
anti-freeze to an optional equipped vehicle, it is recommended that the
cooling system be first replenished until visible in fille r opening and
then drained into a graduated container of which the contents can be
measured.
Refer to "Anti-Freeze Solutions" under "Cold Weather Operation"
in this section.
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QUARTS OF P E R M A N E N T (E T H Y L E N E GLYCOL)
A N T I F R E E Z E RE Q U IRE D AT IND IC ATE D T E M P E R A T U R E
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COOLING S Y S T E M CAPACITIES (QTS.) INCL. HEATER
Temperature (°F) + 10 0 -10 -20 -30
Capacity (Q ts .)
TRUCK SERIES Qts.
34 8 .5 1 1 .5 13 15 16
H M , J M 7 0 ............. ............................................................3 4
y.
3 4 .5 9 1 1 .5 13.5 15 16.5
35 9 12 13.5 15 .5 16.5 TG 7 0 ....................... ....................................................... 3 4 . 5
36 9 12 14 15.5 17 HG, J G 7 0 . . . . . . . . . . . . . . . . . . . ............................................................35
38 9 .5 13 14 .5 16.5 18
HV, JV70, HM , J M 8 0 ...... ...........................................................................36
40
4 0 .5
42
43
10
10 .5
1 0 .5
11
13.5
13.5
14
1 4 .5
1 5 .5
1 5 .5
16
16.5
1 7.5
1 7.5
18.5
18.5
19
19.5
20
20 .5
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HJ, J J 7 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T M 7 0 ..............................................
T M 8 0 ..............................................
............................................................... 4 0 . 5
...........................................................................4 2
...........................................................................4 3
..................... 4 4 . 5
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4 4 .5 1 1 .5 15 17 19.5 21 W M 8 0 ............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E N G IN E T H E R M O S T A T S
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ENGIN E N U M B E R USED MEAN TEMP. (°F) STARTS TO OPEN (°F) FULLY OPEN (°F)
V 6 G asolin e 2 180 177-18 3 202
V 6 Diesel 1 175 172-177 197
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V 8 Diesel 2 175 172-177 197

6 V -5 3 Diesel 2 175 174-176 190
EN G IN E O VERHEA T SWITCH
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SW ITC H CONTACTS CLOSE AT:

G a s o l i n e E n g i n e s ..........................................................................................................................................2 2 5 ° F
D iesel E n g in e s ..........................................................................................................................................2 2 5 ° F
s
as
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SECTION 6 M
ENGINE FUEL SYSTEM

This section is divided into four subsections as shown in index below:
Section Page No.

Gasoline E n g in e s ................................................................... 6M-1
Diesel Engines ..................................................................... 6M-12
Fuel Injection System (Toro-Flow Engine) .......................... 6M-17
Fuel Injection System (6V-53 E n g in e )................................. 6M-50
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GASOLINE ENGINES
ACCELERATOR AND THROTTLE LINKAGE ADJUSTMENT
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NOTE: Some illustrations in this section, as 2. Disconnect sliding rod assembly at bell
indicated in the illustration titles, are also applic crank lever.
ry
able to Toro-Flow Diesel engine models. 3. Retain carburetor lever in full throttle
position and adjust length of accelerator rod at ad
justing trunnion to obtain dimension of 11/16 inch
TILT CAB MODELS between bellcrank lever and bracket (fig. 1 ).
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1. Disconnect linkage pull-back spring. Dis
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connect rod assembly at carburetor lever.
PULL-BACK SPRING
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A D J U S T IN L
T R U N N IO N
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A C C E L E R A T O R P ED AL
ss
C AR BU RET O R LEVER
RO D ASSEM BLY
a
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1 1 / 1 6 " A T FULL THROTTLE
A D J U S T IN G
T R U N N IO N
S L ID IN G R O D
A SSEM BLY
BELLC RANK
LEVER T -2 8 8 2 -1
Figure I — Accelerator Linkage for V-6 Gasoline Engines (Tilt Cab Models)

ENGINE FUEL SYSTEM 6M -2
lever. Tighten jam nut on relay lever.

4. Connect accelerator relay rod to carburetor
E N G IN E or injection pump lever and release accelerator
THROTTLE C ABLE
pedal. Connect pull-back spring.
PULL-BACK S P R IN G
E N G IN E
MANUAL CHOKE CONTROL
O K E C ABLE
Adjust manual choke control so choke valve is
RELAY LEVER fully open (vertical) when choke control knob is
pushed in. When necessary to change choke setting
ACCELERATO R proceed as follows:
RELAY
PED AL 1. Loosen choke wire screw at carburetor.
ROD
2. Position choke control knob 1/16-inch from
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instrument panel, then move choke lever to fully
open position and tighten screw securing choke
wire to lever on carburetor.
o
3. Check operation of choke to make sure
choke valve closes completely as knob is pulled
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Figure 2 — Accelerator Linkage for V-6 Gasoline Engines out. Reposition choke housing in clamp if there is
IConv. Cab) ITypical for V-6, V-8 Toro-Flow D iesel) interference before choke valve is completely
closed. Adjustment of fast idle mechanism is cov
ry
ered under "Carburetors" later in this section.
4. Block accelerator pedal down firmly against
floor mat. Adjust length of sliding rod at adjusting
HAND THROTTLE ADJUSTMENT
trunnion to obtain free fit into bell crank lever.
5. Release accelerator pedal. Connect pull
ra 1. Check accelerator linkage for free move
back spring.
ment and to be sure return spring returns linkage
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to idle position.
CONVENTIONAL CAB MODELS 2. Check to see that hand throttle wire hous
ing is clamped securely at bracket.
NOTE: Refer to figure 2. 3. Push hand throttle completely in, then loos
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1. Disconnect pull-back spring. Disconnect en trunnion screw and move wire trunnion to make
accelerator relay rod assembly at carburetor or light contact with hand throttle lever. Tighten
injection pump. Loosen jam nut on relay rod. trunnion screw, then check operation of hand throt
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2. Block pedal down firm ly against floor mat. tle. If properly adjusted initial movement of hand
3. Hold carburetor or injection pump lever in throttle control handle will cause increase in en
full throttle position and turn relay rod until end gine speed; and when handle is pushed in, engine
of rod fits freely into carburetor or injection pump will return to idle speed.
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AIR CLEANERS
as
SERVICING AIR CLEANERS gine oil is changed and more often when operated
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under severe dust conditions. Service air cleaner

All clamps and connections between air clean
as follows:
er and carburetor must be kept tight at all times
1. Remove air cleaner from engine.
to prevent unfiltered air from entering carburetor.
2. Remove wing nut and lift out center section
If cleaner is allowed to become clogged, flow
of filter.
of air to carburetor will be restricted, causing a
3. Clean and refill sump to indicated oil level
significant power loss and possible damage to en
with same grade of oil as used in engine.
gine. A ir cleaner on vehicles operated in dust
4. Wash filter unit in cleaning fluid and drain
storm areas should be cleaned immediately after
completely.
such storms occur.
5. Assemble air cleaner being sure O-ring
A L L MODELS is correctly positioned in lower portion of cleaner.
Air cleaner should be serviced each time en Install air cleaner on engine.

FUEL FILTERS
Fuel Filter Assembly
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y.
Frame Right Side Rail
FILTER INSTALLED
1 Filter Element 8 Arm Pin
r
2 Filter Gaskets 9 Link ra
3 Outlet Valve Assy. 10 Seal Assy.
4 Cover Screw 11 Diaphragm Spring Bowl Gasket
5 Pump Body 12 Diaphragm and Rod
Filter Element
Rocker Arm Spring Assy.
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6
7 Rocker Arm 13 Inlet Valve Assy.

T-2392
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Figure 3 — Fuel Filler Integral with Fuel Pump

IReplaceable Element Type)
FILTER DISASSEMBLED
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Fuel filter or element should be replaced

after first 500 miles of operation and every 1 0 , 0 0 0 Figure 4 — Frame Mounted Fuel Filter
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miles thereafter. More frequent replacement may

be necessary depending on operating conditions.
The disposable line-type filter as used on on a frame side rail mounting (fig. 4). To replace
as
some models is retained with clamps and located element, turn the threaded filter body from fuel
between fuel pump and carburetor. pump or frame rail mounting. Replace element
The element of the disposable-element type and gasket if necessary.
filter is contained within a threaded filter body IMPORTANT: After replacing filter or element,
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located either integral with fuel pump (fig. 3) or start engine and check for fuel leaks.
FUEL PUMP
FUEL PUMP OPERATION eccentric. The partial vacuum created in pump
(Refer to Figure 3) chamber draws fuel from tank into pump chamber
through inlet valve. As eccentric rotates, force on
In operation, the diaphragm is pulled against rocker arm is reduced and diaphragm spring acts
pressure of spring as rocker arm is moved by on diaphragm which in turn forces fuel out of pump
I
ENGINE FUEL SYSTEM 6 M -4
chamber through outlet valve and through fuel line static pressure of fuel pump. Static pressure
to carburetor. Each revolution of eccentric repeats should be from 5 to 6.5 pounds per square inch.
this cycle, drawing fuel from tank and discharging
it through line to carburetor. FUEL PUMP REPLACEMENT
When float rises in carburetor bowl and closes
valve so no more fuel can enter carburetor, fuel REMOVAL
cannot escape from fuel chamber in pump, and the On trucks equipped with shut-off valve in fuel
diaphragm spring is held in compressed position. line, close valve before removing fuel pump.
Rocker arm then idles on camshaft eccentric and 1. Disconnect fuel lines at fuel pump.
diaphragm moves only a few thousandths of an inch NOTE: If tank line continues to siphon, remove
to replace fuel which enters carburetor between fille r cap from fuel tank, then apply air pressure
pump strokes. Thus a constant pressure propor into line forcing fuel back into tank. Make sure
tional to force of diaphragm spring is maintained fille r cap is reinstalled.
on fuel in line to carburetor.
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2. Remove any engine accessories and piping
which may interfere with fuel pump removal.
FUEL PUMP MAINTENANCE 3. Remove pump mounting bolts, then move
pump away from engine and remove gasket.
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Fuel pump to engine attaching bolts should be
checked at regular intervals for tightness. Also INSTALLATION
make periodic check for evidence of fuel leaks. Before installing fuel pump, be sure mounting
Repairs can be made after fuel pump is removed pad on engine is clean and that any gasket cement
y.
from engine. and portions of old gaskets have been removed.
1. Place new fuel pump gasket at mounting pad
TESTING FUEL PUMP on engine, then set pump in place and install mount
r
ing bolts.
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Static pressure test can be made to ascertain CAUTION: Be sure pump arm goes under ec
if fuel pump is functioning properly. Test should centric when installing pump. To facilitate install
be made with pump mounted on engine. ation, crank engine so eccentric applies least ten
sion on pump arm.
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STATIC PRESSURE TEST 2. Connect fuel lines and open shut-off valve
1. Disconnect fuel line at outlet fitting on fuel in fuel line (if equipped).
pump and install an elbow. Connect pressure gauge 3. Reinstall any accessories or piping which
to outlet in elbow. NOTE: Pressure reading should may have been removed when removing fuel pump;
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be taken with gauge retained or held 16 inches then start engine and check line connections for
above pump outlet. evidence of leakage.
2. Run engine at governed speed on fuel re 4. After installation, pump should be checked
cc
maining in carburetor bowl. Reading on gauge is for static pressure as previously explained.
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GOVERNOR
as
HYDRAULIC-TYPE GOVERNOR the valve is a weight and at other end is a spring.

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The spring holds the valve assembly in closed

(401M AND 478M ENGINES) position until such time as centrifugal force acting
on valve weight begins to move the valve toward
the open position. Governor valve calibration is
Key numbers in text refer to figure 6 . The preset to provide governor action at proper speed.
engine governor system consists of shaded items Engine speed control is achieved by permitting
in figure 5. pressure from oil pump to be applied at diaphragm
The hydraulic control mechanism is incorpor (5) in slave unit (fig. 13).
ated into the engine oil pump in engine crankcase. When accelerator pedal is depressed to wide-
The spinner valve is coupled to the engine oil pump open position, the tension spring (3) in slave unit
drive shaft and turns at same speed as the oil causes the throttle plates ( 1 0 ) to move to wide-
pump (1/2 engine crankshaft speed). At one end of open position. Diaphragm spring (4) holds dia-

1 A cce le ra to r L e ve r 7 Te le scop ic L in k
2 Throttle Shaft D r iv e r 8 Lever
3 G o vernor T e n sio n Spring 9 Throttle Shaft
4 D iap hragm Spring 10 Throttle Plates
5 D iap hrag m A sse m b ly 11 F a st Idle Screw
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6 H ydraulic L ine Connection 12 Th rottle D r iv e r A sse m b ly
(F ro m Spinner Valve) T-2871
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Figure 6— Governor and Throttle Operation
(401M and 478M Engines) (Typical)
y.
toward closed position, thereby governing the en
gine speed.
If engine speed falls below governed speed,
ar the spring at spinner valve (fig. 1 2 ) closes valve

and cuts off hydraulic pressure to governor line.
With valve closed, line pressure is relieved through
slot in side of spinner valve. Bleed hole in valve
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housing provides correct pressure regulation at
VALVE diaphragm in slave units. Springs (3 and 4) force
diaphragm back to outer position and tension
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spring (3) returns throttle plates to open position.

Figure 5 — Hydraulic Governor System
(401M and 478M Engines) (Typical)
When accelerator pedal is released, the throt
tle driver assembly ( 1 2 ) engages throttle shaft
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driver ( 2 ) and moves throttle plates ( 1 0 ) to closed

phragm (5) in its outer position and telescopic link position.
(7) is shortened as lever ( 8 ) on throttle shaft (9) The internal passage, between governor slave
moves and forces link into engagement with dia unit and air horn, insures clean air in governor
phragm assembly. As engine approaches governed
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housing as breathing occurs during diaphragm ac

speed the spinner valve begins to open and hy tion. Vent also prevents any suction build-up due
draulic pressure is applied to diaphragm (5) in to vacuum transmitted through carburetor bodies.
s
slave unit. As pressure moves diaphragm, force Engine speed at which governor system be
is transmitted through link (7) to the lever ( 8 ) on gins to close throttle plates is controlled by ten
as
throttle shaft (9) and throttle plates (10) are moved sion of spinner valve spring.
BENDIX-STROMBERG CARBURETORS
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Carburetors described in this section are Carburetor is equipped with a manual-type

used on vehicles equipped with V - 6 engines. WWC choke control on all models. The choke lever is
type carburetor is used on 401M and 478M connected to the throttle linkage to provide fast
engines. idle speed position during the choke period on all
Carburetor is of a down-draft double barrel- models.
type as shown in figure 8 . Each barrel of carbu Carburetors for all 401M and 478M engines
retor has its own idle system, main metering have a hydraulically operated governor unit which
system, and throttle valve. The idle and main is built into throttle body. Refer to “ Hydraulic
metering systems are supplemented by the float Governor” under “ GOVERNOR” covered pre
system, the accelerating system, and the power viously in this group for governor operation.
system.

ENGINE FUEL SYSTEM 6 M -6
IDENTIFICATION fuel in the main discharge system, due to high tem

peratures, the vapor bubbles will collect in the
outside channel surrounding the main discharge
Carburetor has an identification part number jets, rise, and vaporize in the domes of the high
tag on the air horn cover, adjacent to the fuel speed bleeders thus preventing percolation reaction.
inlet. Before attempting to repair or overhaul
carburetor, refer to the identification number and POWER SYSTEM (View D, Fig. 7)
secure the correct repair kit. The power system is incorporated into the
carburetor to provide a richer mixture for maxi
mum power and high speed operation. The extra
fuel for power is supplied by a vacuum-controlled
OPERATION
power piston which automatically operates the
power by-pass jet in accordance with throttle open
The following paragraphs apply to all carbur ing. Intake manifold vacuum is maintained above
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etors except as otherwise indicated. the vacuum piston through a vacuum channel which
leads to the mounting flange of the carburetor as
FLOAT SYSTEM shown. During part throttle operation, the vacuum
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The function of the float system is to maintain above the vacuum piston is sufficient to overrule
a constant level of fuel in the float chamber at all the compression spring and hold the piston in the
times and under all conditions of operation. Fuel up position. When the throttle valves are opened to
enters the carburetor at the fuel inlet, flowing a point where the manifold vacuum drops to ap
through the float needle valve and seat into the proximately four to five inches Hg., the compres
y.
float chamber as shown in figure 7. When the sion spring then moves the piston downward to
fuel reaches a given level, the float shuts off the open the power by-pass jet and meter additional
fuel supply at the needle valve. The float chamber fuel into the main metering system.
is vented internally by a vent tube which connects
the float chamber with the air horn. ar
ACCELERATING SYSTEM
(Views E and F, Fig. 7)
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IDLING SYSTEM (Views A and B, Fig. 7) To insure smooth, uninterrupted power for
With the throttle valves closed and with acceleration, additional fuel must be metered into
engine running at slow idle speed, fuel from the the engine. This is accomplished through the use
float chamber is metered into the idle tubes by an of an accelerating pump, which is operated by the
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orifice at the base of each idle tube as shown in throttle linkage. As the throttle valves are opened,
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views A and B, figure 7. The air taken in through the accelerating pump piston moves down to close
the idle air bleed holes, mixes with the fuel at the the inlet ball check valve and force a metered
top of the idle tubes. This mixture of air and fuel quantity of additional fuel through the outlet ball
then flows down the channels where it is mixed check valve and pump discharge nozzle into the air
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with additional air entering through the secondary stream, as shown in View E, figure 7.
idle air bleeds. This mixture is then discharged When the throttle is again closed, the piston is
at the lower idle discharge holes. The quantity of raised against the compression of the pump spring.
fuel discharged is controlled by adjustable needle When the throttle is opened the pump lever moves
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valves. As the throttle valves are opened slightly, down and permits the compression spring above
the air-fuel mixture is also discharged from the the piston to move the piston down. The calibrated
upper idle discharge holes to supply the additional
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spring then delivers the metered quantity of fuel

fuel required for increased engine speed as shown over a given period of time.
in View B, figure 14. With the release of the accelerator pedal and
the return of the accelerating pump piston to the
release position, the outlet ball check valve closes
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MAIN METERING SYSTEM (View C, Fig. 7)

The main metering system controls the flow while the inlet ball check valve reopens, thus per
of fuel during the intermediate or part throttle mitting fuel from the float chamber to enter and
range of operation. With the throttle valves in a re fill the accelerating pump cylinder as shown in
partially opened position, fuel flows from the float View F, figure 7. The inlet valve closes as the
chamber through the main metering jets and into accelerating pump piston reaches the release
the main discharge jets where it is mixed with air position.
taken in through the high speed air bleeders shown.
This mixture of air and fuel is then discharged CHOKE SYSTEM
into the air stream through the auxiliary venturi The choke plate is the means used to provide
tubes. The main body and main discharge jets are an enriched flow of fuel to aid in starting and
so designed that should vapor bubbles form in the warming-up a cold engine. Closing choke plate,
* I
Internal Vent (Float Chamber) Internal Vent (Float Chamber)
Idle Air Bleed

Float Idle Air Bleed
Fuel Inlet
Secondary Idle . Secondary Idle

Needle Air Bleed Air Bleed
Valve Seat
Throttle Valve
Needle Valve
(Closed) Throttle Valve
Idle Tube (Partially Open)
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Idle Tube ' / \ Idle Discharge Holes
Idle Tube Idle Discharge Holes
Idle Tube Idle Needle Valve Metering Orifice
Metering Orifice Idle Needle Valve
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VIEW A -F U E L FLOW (IDLE STAGE) VIEW B-FUEL FLOW (FAST IDLE STAGE)
High Speed Bleeder
(Secondary) Vacuum Power Piston Vacuum Channel
High Speed Bleeder
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Venturi Cluster
(Primary)
M ain Discharge
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Vacuum Piston
Nozzle
Spring
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M ain Metering Jet
Power By-Pass Jet (Open)
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M ain Discharge Tube

Throttle Valve Throttle Valve
V IEW C - M A IN METERING SYSTEM VIEW D -P O W E R SYSTEM

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Pump Lever Pump Lever

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Outlet Ball
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Check (Open)
-Outlet Ball
Check
Pump Rod ■ (Closed)
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Inlet Ball Check Inlet Ball Check

(Closed) (Open)
V IE W E-ACCELERATING SYSTEM (DISCHARGE STROKE) VIEW F-ACCELERATING SYSTEM (RETURN STROKE)

T P M - 8 3 5 7 -2
Figure 7— Carburetor Operation Views (401M and 478M Engines) (Typical)

which is located in the air horn,applies manifold Idling Speed (Fig. 8 )_________
vacuum within the carburetor and draws a rich Set engine to run at idle speed (500-550 rpm)
flow of fuel from discharge nozzles of the main by adjusting stop screw on throttle lever. If neces
metering systems. When engine starts a spring sary, back out fast idle screw to allow idle speed
arrangement at choke shaft lever permits choke screw to contact stop.
plate to partially open and prevent excessive flood Idling Mixture
ing. Choke button must be pushed in to the position (401M and 478M Engines, Fig. 8 )
at which engine runs smoothly.
With engine running and idling speed properly
The fast idle mechanism on all models oper
set, turn each idle mixture screw in until engine
ates in conjunction with choke.
begins to slow down or run unevenly, then back out
screws until engine runs smoothly with highest
CARBURETOR ADJUSTMENTS vacuum gauge reading.
If vacuum gauge is not available, adjust idling
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Adjustments are provided for setting engine mixture screws to give highest idling speed. Turn
idle speed, idle mixture, accelerating pump travel, ing idle mixture screws "in " gives leaner mixture;
and a fast idle mechanism (when used). Jet cali while turning screws "out" gives richer mixture.
brations can only be changed by disassembling Do not turn screws in tight against seats since
carburetor and installing different jets. Carbu screws or seats will be damaged.
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retor float level adjustment is covered also. Refer Fast Idle Adjustment
to carburetor accelerator linkage adjustment pro (401M and 478M Engines)
cedure covered previously in this section for
The fast idle mechanism is used to provide
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directions for properly adjusting throttle linkage.
increased engine speed when choke valve is not
IMPORTANT: Before adjusting carburetor, tune fully open. Fast idle screw is shown in figure 8 .
engine. Make sure all carburetor screws and man ra The link installed between choke valve lever and
ifold nuts are tight. Make sure gaskets do not leak. fast idle cam operates cam when choke valve is
closed.
IDLING ADJUSTMENTS (Fig. 8 ) Check the position of cam with choke valve
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Connect vacuum gauge to intake manifold or fully open. Fast idle screw must clear cam when
carburetor. Warm engine to normal operating tem throttle is at idle position. If there is interference,
perature (at least 160°F.).; then continue to run bend link to allow fast idle cam to drop below fast
engine at least 1 0 minutes more to allow for tem idle screw with throttle plate closed and choke
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perature stabilization. Be sure choke plates are open. To adjust fast idle properly, locate end of
fully open. fast idle screw flush with inner surface of lever,
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Accelerating Pump Rod

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Choke Lever
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Fast Idle
Link
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Fast Idle
Idle Speed Screw
Idle Mixture Screw
Screw
Figure 8— Carburetor for 401M

and 478M Engines (Typical) Figure 9 — Fast Idle Adjustment (M agnum Engines)

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Figure 70— Choke Over-Travel Adjustment
(M agnum Engines I
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then turn screw "in " 7-1/2 turns, as shown in
figure 2 1 .
Choke Lever Overtravel Setting
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Figure 12— Top View of Carburetor Showing
(401M and 478M Engines - Fig. 10) Screws and Brackets at Air Horn
Disconnect choke wire from swivel on choke
lever. While holding choke valve in closed posi
tion, measure distance from lever to the stop on
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choke control tube bracket. If necessary, bend the
bracket to provide the 3/16-inch dimension as
0.190-inch as shown. When necessary to adjust
lever travel, bend pump rod at upper end. The rod
is installed in outer slot on 401M engine and in
inner slot on 478M engine.
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indicated in figure 1 0 , then connect choke control
wire. Carburetor Float Level
Accelerating Pump Travel Adjustment (401M and 478M Engines)
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(401M and 478M Engines - Fig. 11) Remove air cleaner and disconnect choke wire
Measure total distance the point at top of pump from choke lever. Disconnect fast idle link and
lever travels when throttle lever is moved from accelerating pump rod (refer to fig. 12). Remove
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idle to wide open position. Correct distance is three short screws attaching air horn to main body,
then remove one long screw at forward side of air
horn and one long screw next to fuel body. Replace
these screws with two of the short screws to hold
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main body flange to throttle body. Tighten securely.

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Figure 11 — Accelerator Pump Control Adjustment Figure 13— Typical Use of Gauge to Check
(M agnum Engines) Carburetor Float Level (M agnum Engines)

Bending Tool Bending Tool
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B E N D IN G LEVER TO RAISE SETTING B E N D IN G LEVER TO LOW ER SETTING B E N D IN G TAB i» ™ .
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Figure 14— Use of Bending Tool to Set Float Level
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Remove balance of air horn to main body screws, rib on float. Use tool J-4395 to bend float lever
then remove air horn. next to float to change float setting. Use of bending
Use float gauge (J-8824) to check relationship tool is illustrated in figure 14.
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of float to top of fuel bowl as typically shown in After checking float level, install air horn us
figure 13. The gauge has several steps for use with ing new gasket. Locate screws, choke control brac
various carburetors. Use the 5/32-inch side for ra ket, and identification tag in original positions. Con
carburetor on V - 6 engines. Hold the tab on float nect fast idle link, accelerating pump rod, and
firm ly against needle valve when using gauge. Set choke wire. Install air cleaner.
ting is correct when edge of gauge touches top of
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H Y D R A U L IC - T Y P E GOVERNOR
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Spinner Valve Engine Governed Speed (Full Load)

L o c a t i o n ........................................................... A t En g in e Oil P u m p 401M Engine........... 3700 R P M
Type C e n trifu g al, P re-set 478M Engine........... 3400 R P M
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Slave Unit N o t e : Refe r to G A S O L I N E EN G IN ES (sec. 6 A ) fo r s p in n e r v a lv e r e

placem en t procedure.
L o c a t i o n .............................................................................. C a rbureto r T h ro ttle B ody
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CARBURETOR
APPLIC ATIO N AND DATA
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TRU CK S ER IES E N G IN E GM PART NO. VEN D O R NO. CODE NO.

STANDARD
HM, TM, JM /WM-80........... ................................ 40 1-M 2483900 381167 2 3 -18 4B
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OPTIONAL
HM JM TM -70.................. ................................ 40 1-M 2483900 381167 23 -18 4 B
HM/JM/TM/W M-80........... 4 78 -M 2483900 381167 23 -18 4B

ENGINE FUEL SYSTEM 6M-11
S P E C IFIC A T IO N S
G M Part N o . 2472955 2485214 2483900 2492166

V enturi Size l 3/ i e ' l 3/ l 6 " l 5/ i e " 1% "
M a in Discharge J e t N o . 28-36 28-36 — —
M ain M e te rin g Je t S i z e . . .0 5 6 .0 5 5 .0 6 6 .0 75
High S p e e d B leede r N o .. 70 70 68 68
2 N o . 62 2 N o . 65 1 N o . 53 2 N o . 55
A cc elerating P u m p D isch arge Je t N o . 68 70 70 70
Idle D is ch arge H o le s :
P r i m a r y N o ........................................................................... 50 50 52 52
S e c o n d a r y N o ................................................................... 56 56 None None
T e r t i a r y N o ........................................................................... 67 67 None None
I d l e T u b e F e e d H o l e N o .......................................... 69 69 66 68
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Idle A i r B le e d :
M a i n B o d y N o ................................ 38 38 None None
A i r h o r n N o ............................................................. 50 50 None None
— 51
C l u s t e r N o ............................................................... — 50
V a c u u m S p a r k H ole 2 N o . 58 ? N o . 58 2 N o . 65 2 N o . 65
F l o a t N e e d l e V a l v e S e a t ......................... .09 3 .0 9 3 .113 .1 1 3
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G overn or Diaph ra gm S p rin g No. ___ ___ 389702 389702
G overnor Throttle S p rin g N o . . ___ ___ 389703 389703
T h r o tt le S p r in g A n c h o r Position — ___ No. 3 No. 3
D i s c h a r g e N o z z l e N o .......................... — — 28 28
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N o zzle T ip T o W all:
L e f t .............................................. 0 .4 0 0 0 .2 5 0
R i g h t .......................................... ra — — 0 .4 0 0 0 .2 5 0
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DIESEL ENGINES
ACCELERATOR AND THROTTLE LINKAGE ADJUSTMENT
TILT CAB MODELS nut firmly and check for free pin at clevis.
6 . Remove vise-grip pliers used to secure
TORO-FLOW DIESEL ENGINES lever (9) to bracket (10). Check operation of link
Key numbers in text refer to figure 1. age after cab is locked down into normal operating
1. Block accelerator pedal down against floor position.
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mat, or if mat is removed, use a 1/4-inch spacer
between pedal and floor. CONVENTIONAL CAB MODELS
2. Temporarily lock lever (9) to bracket (10).
This can be done from below vehicle, using vise TORO-FLOW DIESEL ENGINE
grip pliers to secure lever to bracket. Refer to procedure given under "GASOLINE
3. Tilt cab forward to permit access to adjust ENGINES" for "Conventional Cab Models" in this
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ment points in linkage. Remove clevis pin at ad section.
justable clevis (15); then loosen lock nut at adjust
able clevis. 6V-53 DIESEL ENGINE
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4. Push rearward on rod (17) to position in (Refer to Fig. 2)
jector pump operating lever in full-idle position 1. Disconnect pull-back spring. Disconnect
and adjust clevis until a dimension of 7.00" is ob raaccelerator rod assembly at cross shaft lever.
tained between spring anchor bracket and rod as 2. Block accelerator pedal downfirmly against
sembly (11). Tighten clevis lock nut firm ly and floor mat.
check for free pin. 3. Hold governor lever in full throttle position
5. Loosen lock nut at clevis ( 6 ), then adjust and adjust length of accelerator rod assembly until
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clevis to obtain full throttle with injector pump end of rod assembly fits freely into cross shaft
operating lever in full-open position. Tighten lock lever.
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6 Clevis
7 Relay Lever to Idler Lever Rod
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8 Sleeve
9 Lever
10 Bracket
11 Rod
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12 Return Spring
13 Radiator Support
14 Upper Lever, Shaft, and Bracket
1 Bracket Assembly Assembly
2 Cab Floor 15 Clevis
3 Accelerator Pedal Rod 16 Engine Stop Knob
4 Accelerator Pedal 17 Rod Assembly
5 Relay Lever 18 Injector Pump Operating Lever
T-l 86 3
Figure 1— Accelerator Linkage for Toro-Flow Diesel Engines (Tilt Cab Models!

2. Move stop lever on governor or injection

pump as far as possible toward end of control wire,
then tighten screw to lock control wire to swivel.
Be sure lever clamp bolt is tight.
3. Start engine, then check the action of stop
control.
EMERGENCY STOP
(6V-53 DIESEL ENGINE)
A spring loaded latch located at front of engine
blower retains cam of emergency stop mechanism
in the open position. If latch is pulled away from
cam while engine is running, stop mechanism will
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shut off air supply to engine.
IMPORTANT
This stop is provided for emer
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gency use only and should not be used
indiscriminately since the high vacuum
Figure 2 — Accelerator Linkage for 6V-S3 Diesel produced may eventually damage blow
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Engine (Conv. Cab Models) er seals, necessitating blower overhaul.
4. Connect rod assembly and release acceler If emergency stop is used it can be reset by
ator pedal. Connect pull-back spring.
ra rotating cam away from the spring loaded latch
until cam is held securely in the open position by
HAND THROTTLE ADJUSTMENT the latch.
To adjust emergency stop proceed as follows:
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Adjust hand throttle as instructed under "Gas with spring loaded latch engaged in cam and stop
oline Engines." knob pushed in, position adjusting trunnion on wire
approximately 1/4 inch from latch. Check action of
emergency stop after adjustment is made. Check
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ENGINE STOP CONTROL

should be made with engine stopped. When emerg
1. With engine stopped, loosen screw which ency stop knob is pulled, spring loaded latch should
locks control wire to swivel, then push engine stop allow free movement of cam.
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handle completely in.
AIR CLEANERS
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W ARNING
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USE EXTREME CAUTION TO BE SURE THAT A LL COMBUSTIBLE CLEANING FLUID

(GASOLINE, SOLVENT, KEROSENE, ETC.) IS REMOVED FROM AIR CLEANER AT
TIME OF CLEANING. UNCONTROLLED FUEL ENTERING THE COMBUSTION CHAM
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BER OF A DIESEL ENGINE CAN CAUSE THE ENGINE TO "RUN AW AY" AND POSSIBLY
DESTROY ITSELF AND/OR CAUSE INJURY TO PERSONNEL.
Connections between air cleaner and intake cleaner should be cleaned immediately after such
manifold or blower must be kept tight to prevent storms occur.
unfiltered air from entering the engine and causing CONVENTIONAL CAB
damage.
TORO-FLOW DIESEL ENGINE
If air cleaner becomes clogged, restricted air Follow procedure given under All Models in
flow will cause power loss and possible engine the “ GASOLINE ENGINES” portion of this sec
damage. tion. CAUTION: DRY AIR CLEANER FILTER
ELEMENT AND BODY THOROUGHLY AFTER
If vehicle is operated in dust storm area, air CLEANING.

6V-53 DIESEL ENGINE bottom of the body assembly. Flush in this man
A ir Cleaner should be serviced every 5 to 120 ner until all foreign matter is removed. DRY
hours depending on dust conditions. Do not allow ELEMENTS AND AIR CLEANER BODY
more than 1/2-inch of dirt to collect in cup. Oil THOROUGHLY.
must flow freely and be free of lint, chaff, and 5. Be sure gasket is positioned properly in
leaves. Service air cleaner as follows: cleaner body. Assembly cups and removable ele
1. Loosen two wing nuts at bottom of cleaner ment on filter body. Tighten wing nuts finger-
and lower oil cups and removable filter element tight.
out of air cleaner body.
2. Wash both inner and outer oil cups in sol NOTE: To remove cup from 6V-53 Diesel
vent and wipe dry. Refill both cups to oil level engine air cleaner, loosen strap assembly by
bead. Use same type and grade of oil being used loosening wing nut near bottom of filter assembly.
in engine.
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3. Wash removable screens in solvent each
time cups are s e r v i c e d . DRY SCREENS
THOROUGHLY. TILT CAB
4. If it becomes necessary to clean non
removable filter elements in air cleaner body, TORO-FLOW DIESEL ENGINE
back-flush elements with clean solvent. Pump Follow procedure given previously on this
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solvent through the air outlet tube with sufficient page for “ Toro-Flow Diesel Engine" under “ Con
volume to produce a hard even stream out the ventional Cab.”
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FUEL FILTERS
Fuel filter elements on Diesel engines should ra at frame side rail as shown, or on some vehicles
be replaced at regular intervals established by the on fuel tank support bracket.
operator. Element replacement intervals are de Filter is equipped with drain cock and must be
pendent on the cleanliness of the fuel and on stor drained periodically to remove any water and sed
age facilities. iment which may accumulate in filter. No definite
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IMPORTANT: Neglect of fuel filters can lead to draining interval can be given since the regularity
eventual damage tocertainfuel system components. depends upon the cleanliness of fuel, and also the
SERIES 6V-53 ENGINE storage facilities. Filter element is replaceable
type. Element replacement procedure is the same
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PRIMARY FILTER as explained for secondary filter which follows:

Primary fuel filter (fig. 3) is bracket-mounted
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Stam ped Drain Cock

T-65
Figure 3— Primary Fuel Filler I6V-53 Engine) Figure 4— Secondary Fuel Filler 16V-S3 Engine)

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Figure 5— Sectional View of Primary Fuel Filter Figure 6 — Sectional View of Secondary Fuel Filter
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16V-53 Diesel Engine) I6V-53 Diesel Engine)
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SECONDARY FILTER TORO-FLOW ENGINES

Secondary filter is disposable-element type
and is bracket-mounted on engine as typically i l PRIMARY FILTER
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lustrated in figure 4. For information on the Toro-Flow Diesel

At regular intervals, depending upon operat Engine primary filter refer to “ Secondary F ilter"
ing experience, drain a small amount of fuel from under "Series 6V-53 Engine” covered previously.
filter and observe for presence of water or other
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foreign matter. SECONDARY FILTER

Although the elements used in primary and Frequency of changing the secondary filter
secondary filters (figs. 5 and 6 ) are of different must be established by the experience gained in
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design, the element replacement procedure is the actual operation of vehicle. Replacement intervals
same for both filters. The filter elements are not should never exceed 25,000 miles or 6 months or a
cleanable. pressure drop of 1 0 psi across the filter.
1. Remove drain plug or open drain cock to Secondary filter can be checked as follows:
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drain the filter. Equipment for checking condition of secondary

2. Loosen bolt at top of filter until shell and filter is used as follows:
element can be removed. 1. Clean all accumulated dirt from the fittings
3. Lift element from shell and discard. and lines at top of secondary filter and at fuel line
4. Wash all parts with a suitable solvent to junction at left side of fuel injection pump housing.
remove all accumulated foreign matter. IMPORTANT: Every precaution must be taken
5. Install new element in shell, then position to prevent dirt from entering fuel passages as fuel
element and shell assembly to base using gaskets lines are disconnected and testing equipment is
furnished with new element. installed.
6 . Tighten cap screw securing shell in place. 2. Disconnect fuel flexible line from fitting at
Check filter connections and fuel lines for leaks top of secondary filter and install pressure gauge
and tighten if necessary. which is part of testing set (J-21731).

ENGINE FUEL SYSETEM 6M -16
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1 Fuel Injection Pump 5 Pressure Gauge
2 Pressure Gauge 6 Gauge Adapter Fittings 1 Fuel Injection Pump 7 F ilte r D rain Plug
Secondary F ilter 7 Secondary F ilter A ssem bly 8 C lips
Outlet Line 8 Fuel Pump 2 Pump Disch arge Line 9 Fuel Suction Line
3 Vent Plug (T o Pump)
Secondary F ilter 9 Gauge Adapter Fittings 10 Fuel Pump Assem bly
4 Secondary F ilter
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Inlet Line 5 F ilte r Clam p Bolt 11 Fuel Supply Line (T o
6 F ilte r Mounting Injection Pump)
Bracket
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Figure 7— Testing Secondary Fuel Filter (Toro-Flow EnginesI
Figure 8— Secondary Fuel Filter and Connecting
3. At fuel injection pump supply line fitting, ra Lines (Toro-Flow Engines)
disconnect fuel line, and assemble adapter fitting
(9, fig. 7) and pressure gauge (also part of set 1. Clean accumulated dirt from fittings at top
mentioned in previous step 2 ). of filter assembly.
Refer to figure 7 for view of test gauges as 2. Loosen nut connecting line (2) to elbow on
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sembled in lines. filter, then loosen filter clamp bolt (5). Raise f il
4. Allow adapter fittings ( 6 and 9, fig. 7) to ter (4) in the bracket to provide access to drain
remain loose enough to bleed out any air, and al plug (7) and nut connecting line (11) to elbow at
low engine to idle until fuel begins to flow, then bottom of filter.
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tighten the fittings. 3. Remove vent plug (3), then remove drain
5. With engine running, observe pressures on plug (7) and drain filter into receptacle.
the two gauges (fig. 7). Normal pressure on gauge CAUTION: Use extreme care to prevent any
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(5) in filter inlet line should be 30 to 40 psi. If dirt from entering fuel lines when replacing filter.
secondary filter is in satisfactory operating con 4. Clean dirt from fittings at bottom of filter,
dition, the reading on gauge ( 2 ) will show approx then disconnect line (11) at elbow. Disconnect line
imately 3 psi lower reading than that shown on ( 2 ) from filter elbow, then remove filter assembly
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gauge (5). If the pressure drop (differential) is from bracket ( 6 ). Remove inlet and outlet elbows
greater than 15 psi between the two gauges, a par from filter assembly.
tially clogged filter is indicated and the secondary 5. Install inlet and outlet elbows in new filter.
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filter assembly should be replaced. Set new filter assembly into place at bracket ( 6 )
6 . After completing pressure checks, remove with word "TOP" upward. Connect line (11) to el
gauges and adapter fittings and connect fuel lines bow at bottom of filter, and connect line ( 2 ) to
in original position, bleed out any air which may elbow at top of filter.
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have been trapped in lines, and inspect line con 6 . Tighten fuel line nuts, check drain plug (7)
nections for leaks. If test has indicated need for for tightness, then position filter in its clamp, and
secondary filter replacement, follow the instruc tighten clamp bolt (5). Remove vent (bleeder) plug
tions given below to install new filter assembly. in top of fuel filter and fill filter with CLEAN fuel,
then install plug loosely. Start engine and allow to
REPLACING SECONDARY FUEL FILTER idle, while watching for fuel to begin flowing at
ASSEMBLY plug (3). When bubbles cease to appear and fuel
Key number sin following text refer to figure 8 . flows steadily, tighten plug (3) securely.

FUEL INJECTION AND GOVERNOR SYSTEM

(TORO-FLOW ENGINE)
Fuel injection system covered below applies to both V - 6
and V - 8 Toro-Flow Diesel Engines unless otherwise specified.
DESCRIPTION fuel under high pressure to the fuel injection noz

FUEL INJECTION PUMP ASSEMBLY zles, is mounted in upper front portion of the in
The fuel injection pump assembly is of the jection pump assembly, directly above the pump
PSJ Series manufactured by American Bosch Arma camshaft lobes.
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Corporation. The hydraulic head bore is fitted with a pump
Injection pump assembly is mounted on ma plunger, the lower end of which seats in the tappet
chined rear face of engine front cover assembly. roller guide. Precision drilled fuel passages in the
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Pump assembly is held in place by studs and nuts. head carry fuel from the plunger distributing an-
On 8 -cylinder engines, a support bracket is in nulus to the outlet ports in upper surface of the
stalled at rear end of the injection pump assembly. head block.
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The high pressure pump is the single plunger The plunger pumping action is provided by the
type, which distributes equal amounts of fuel to tappet roller which is held in contact with the ro
the fuel injection nozzles, at the cylinders, in the tating camshaft lobes by a plunger return spring.
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proper firing sequence. Rotary motion of pump plunger is supplied by
Injection pump is gear driven from a pump a "face gear” below the hydraulic head. Face gear
drive gear bolted to front face of engine cam
ra is engaged with a set of gear teeth on governor
shaft gear. Pump input shaft, on which the pump drive gear. Two revolutions of the governor drive
driven gear is mounted, rotates at engine crank gear cause one rotation of the face gear and pump
shaft speed. plunger.
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The pump plunger is operated by a rotating Pump plunger has a passage drilled from upper
camshaft having three lobes on 6 -cylinder engines end down to the metering sleeve area. A hole d rill
or four lobes on 8 -cylinder engines. Thus, fuel is ed radially in the plunger intersects the vertical
injected for firing three cylinders during each drilling. The drilling or "sp ill" port is located in
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crankshaft revolution on a 6 -cylinder engine, or the area of fuel metering sleeve which is installed
for firing four cylinders during each crankshaft on plunger and located by pin in the control unit
revolution on 8 -cylinder engine. assembly.
Included in the fuel injection pump assembly Installed at top of hydraulic head assembly is
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are the following units or devices: a fuel delivery valve assembly, through which the
1. Fuel supply pump. metered quantities of fuel must pass. Fuel dis
2. Hydraulic head assembly. charged through the delivery valve passes through
3. Timing advance mechanism. a duct in hydraulic head to the distributing annulus
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4. Governor and fuel control unit. in plunger. Refer to figures 1, 2 and 9 for view of
5. Excess fuel device for starting. hydraulic head and related mechanism.
An overflow valve assembly is installed on the
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hydraulic head housing and incorporates a valve Timing Advance Mechanism

assembly which maintains proper fuel pressure On 6 -cylinder engines the fuel injection timing
within the fuel chamber to assure an adequate sup is automatically advanced by means of the device
ply of fuel to the pump plunger at all times. shown in figure 3, which is assembled in a cavity
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provided in the injection pump drive shaft.

Fuel Supply Pump
On 8 -cylinder engines the automatic timing
The fuel supply pump is bolted to rear face of
advance mechanism is assembled in a two-piece
the governor housing and is equipped with inlet and
housing bolted to the injection pump housing. The
outlet fittings. The fuel supply pump is of the posi
advance mechanism for 8 -cylinder engines is shown
tive displacement gear type, and pump incorpor
in figure 2 .
ates a relief valve assembly to insure against
In both injection pumps the advance mechanism
excessively high pressure.
provides the means for varying the point at which
Supply pump drive is from rear end of gov
the fuel injections into cylinders occur.
ernor drive shaft assembly.
Advance in timing is accomplished by slightly
Hydraulic Head Assembly rotating the cam in relation to the pump drive
The hydraulic head assembly which pumps shaft.

EXCESS FUEL
STARTING DEVICE DELIVERY
VALVE
FUEL INJECTION
NOZZLE HOLDER
ASSEMBLY
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GOVERNOR
SLEEVE
OVERFLOW
VALVE J
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FUEL SUPPLY
PUMP
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FUEL T AN K
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PRIMARY
FILTER
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1 N ozzle Valve and Body 7 Face Gear 12 Governor Stop Plate

2 N ozzle Valve Spring 8 Tappet and R oller 13 Fulcrum Lever
3 Leak-off Lines 9 Cam 14 Stop Lever
4 Hydraulic Head Assembly 10 Governor Gears 15 Shut-off (when used)
5 Fuel Metering Sleeve 11 Governor Weights 16 Fuel Return Line
6 Pump Plunger T -2 3 4 7 -1
Figure 1— Schematic Arrangement of Fuel System Units for 6-Cylinder Engine

SECONDARY
FILTER
EXCESS FUEL
STARTING DEVICE
FUEL INJECTION DELIVERY

NOZZLE HOLDER VALVE
ASSEMBLY
GOVERNOR
SLEEVE
m
FUEL SUPPLY OVERFLOW
LINE VALVE /
co
y.
FUEL SUPPLY
PUMP ASSEMBLY
ar
li br
FUEL TANK TIMING ADVANCE
MECHANISM
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FUEL LINE (TO PRIMARY

FILTER AND SUPPLY PUMP)
cc
1 Nozzle Valve and Body 7 Pump Face Gear 13 Governor Weights

2 Nozzle Valve Spring 8 Lubricating Oil Line 14 Stop Lever
3 Fuel Leak-off Line 9 Fuel Return Line 15 Supply Pump Gears
si
4 Hydraulic Head Assembly 10 Tappet and Roller 16 Fulcrum Lever

5 Fuel Metering Sleeve 11 Cam 17 Governor Stop Plate
6 Pump Plunger 12 Governor Gears T-2102
as
Figure 2 — Schem atic A rra n g e m e n t of Fuel System Units for 8 -C y lin d e r E n g in e
As the splined sleeve is moved in longitudinal pivot pins engaging slots in either side of governor
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direction, the spiral splines cause a repositioning sliding sleeve. Lower end of fulcrum lever is link
of cam in relation to the pump drive shaft. Splines ed to an operating shaft internal lever at lower
on sleeves are engaged with mating splines on drive end, and to control unit rod at upper end. Outer
shaft and in cam. lever attached to the operating shaft is connected
to engine throttle control linkage. When an increase
Governor and Fuel Control Unit in engine speed is desired and accelerator is de
The gear teeth at rear end of pump drive shaft pressed, internal linkage below the governor sleeve
are meshed with the governor drive gear teeth. moves the lower end of fulcrum lever rearward,
Governor gear drives the governor shaft on which fulcrum lever pivots on pins at sliding sleeve and
are installed the governor weights, governor sleeve, upper end of fulcrum lever is moved forward; thus
and inner and outer governor springs. The gover movement is transmitted through control rod to
nor fulcrum lever assembly is assembled with the control unit which raises the metering sleeve

om
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ry
Figure 3 — T im in g A d v a n c e M e c h a n is m for 6 -C ylin d e r E n g in e
on injection pump plunger. Raising the metering

sleeve causes an increase in the quantity of fuel
ra position, thereby allowing a greater quantity of
fuel to be injected into cylinders for easier start
injected with each stroke of pump plunger. ing. As soon as engine is started and oil pressure
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begins to build up, the starting device piston is
With accelerator held in the maximum speed forced back to end of bore and governor stop plate
position, engine speed will increase until the gov assembly is returned to normal location.
ernor weights acting on the sliding sleeve force
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the fulcrum lever rearward. This governor action Fuel Injection Pump Lubrication
causes the metering sleeve position to be lowered, The fuel injection pump assembly is lubricated
thereby reducing the quantity of fuel injected with by engine lubricating oil supplied by engine oiling
each plunger stroke and causes reduction in engine system to a fitting on side of pump housing. On
cc
speed. Thus, the governor limits the engine speed 8 -cylinder engines there are two points at which
to the rpm for which the mechanism has been set. engine lubricating oil is introduced into the injec
In a similar manner, the governor responds auto tion pump assembly. One point is at side of pump
matically to increase or decrease the amount of housing as on the 6 -cylinder engine, and the other
si
fuel injected to maintain torque output with varying at top of advance mechanism housing as shown in
load conditions. The idle speed adjusting screw is figure 2 .
used to stop the internal lever in a position to pro
as
vide desired idle speed. After passing through various passages to

lubricate gears, bearings, tappet roller, and other
Excess Fuel Starting Device moving parts, the oil flows by gravity out of the
To provide an increased quantity of fuel for pump housing and into engine front cover on 6 -
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starting purposes, the injection pump assembly cylinder engines where it returns to engine crank
incorporates a device which automatically changes case. On 8 -cylinder engines a drain hose and con
the position of the governor stop plate assembly. nector (fig. 41) is provided at rear of governor
Under normal operating conditions, engine lu housing and lubricating oil is returned to engine
bricating oil pressure is applied to the starting through valve lifter compartment.
device piston to hold the governor stop plate in its
normal position (toward the smoke limit cam on FUEL INJECTION PUMP DRIVE
upper end of fulcrum lever). The fuel injection pump assembly is gear
When engine is stopped, no engine oil pressure driven through gear train enclosed in the engine
exists, and the governor stop plate moves forward front cover assembly. Refer to figures 4 and 5
to a position which permits the fuel metering sleeve for view of gear train and timing marks. An in
on pump plunger to be raised above its normal spection cover on top of the engine front end cover

o m
.c
ry
1 Drive Gear Bolts 9 Crankshaft
2 Camshaft Gear 10 Balance Shaft Gear
3 Injection Pump Drive
ra Gear
11
12
Balance Shaft
Hole Plug (Ball)
4 Camshaft Idler Gear 13 Balance Shaft Front
5 Lock Plates Weight
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1 C a m s h a ft G e a r 8 B a la n c e Shaft T h r u s t
6 Plate Retaining Bolts 14 Thrust Plate
2 In je c tio n Pum p D r i v e P late
7 Gear Retainer Plate 15 Balance Shaft Idler
G ear 9 B ala n ce Shaft G e a r
8 Crankshaft Gear Gear T-1979
3 D r i v e G e a r B olts 10 G e a r R e t a in e r P la te
ar
4 S e lf L o c k in g Bolt 11 P la te R e tain in g B olts

5 C a m s h a ft G e a r 12 C r a n k s h a ft B a la n c e r
R e t a in e r K ey Figure 5 — G e ar Train a n d T im ing M a rk s IV - 8 Engine)
6 L o c k P la te s 13 C y lin d e r B lock
cc
7 B a la n c e S haft I d le r 14 C a m s h a ft I d le r G e a r
pressure reaches 3000 psi, the valve will lift; and
G ear
fuel is injected through holes in nozzle tip and into
combustion chamber. Nozzle valve closes again
si
Figu re 4 — G e a r Train a n d T im ing M a r k s (V -6 En g in e) when the line pressure drops. Any leak-back through
the leak-off line fitting is passed back to the junc
is provided for access to injection pump driven tion fitting on injection pump overflow valve.
as
gear on all engines. On 6 -cylinder engines this

cover provides view of pointer and pump drive hub FUEL INJECTION NOZZLE HOLDER
timing mark for use in timing the injection pump ASSEMBLIES
to the engine. The fuel injection nozzle and holder assem
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A small access cover on top of timing advance blies are utilized to carry the high pressure fuel
mechanism housing must be removed to expose (red color in fig. 1 ) through the cylinder head to
timing mark and pointer (fig. 1 2 ) for timing the nozzle tip and deliver it to the combustion cham
injection pump to 8 -cylinder engine. Refer to fig ber in the form of a finely atomized spray through
ures 1 and 2 for schematic arrangement of injec the precision-drilled spray holes in the tip.
tion pump internal mechanism. The nozzle holder consists of a forged body
which houses the spindle and spring, and has a
FUEL INJECTION NOZZLE high pressure fuel duct. The spindle bore and
Fuel under pressure is fed from the rotary spring chamber are utilized as a passage for leak-
single plunger injection pump to the appropriate off fuel which seeps past and lubricates the nozzle
nozzle via the high pressure pipe line and finds its valve.
way through the ducts in the nozzle holder and The nozzle valve and body are a closely match
valve body to the lower end of valve. When the ed pair of parts which must always be used to-

gether as a unit. VALVES AND VALVE BODIES

ARE NOT INTERCHANGEABLE; however, matched
nozzle and valve assemblies are available for
service replacement. Refer to "Nozzle and Holder
Assembly Maintenance" covered later in this sec
tion under "Fuel Injection Nozzles." Nozzle and
valve assembly is located on nozzle holder by
dowel pins and the assembly is firm ly seated at
lapped mating surfaces on body and nozzle holder
by the nozzle cap nut. A high pressure duct in noz
zle valve body registers with the corresponding
duct in nozzle holder to carry high pressure fuel
to the valve seat area. Pressure spring at upper
om
part of holder seats at a flange on spindle, and
spring is retained by the pressure adjusting nut.
Spring pressure is transferred through the spindle
to the nozzle valve. Spring holds the valve on its
seat in nozzle body.
A perfect seal is necessary at valve seat to
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prevent fuel dribble as well as to prevent any of
the combustion gases in cylinder from entering the
spray nozzle interior chamber.
ry
The cap nut at upper end of nozzle holder as
sembly serves to lock the spring adjusting nut and
is threaded to accept a leak-off tee or elbow to
1 Dust Cap on Nozzle 5 Overflow Valve
which is attached the leak-off hose.
A high pressure fuel line from outlet port in
ra Holder Fitting
2 Leak-off Line
Assembly
6 Fuel Return Line
injection pump hydraulic head is connected to
3 Dust Cap on Injection 7 Nozzle Assembly
threaded portion on nozzle body forging.
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Pump Fitting (6 Used)
The fuel injection nozzle holder assemblies
4 Plastic Plugs in 8 Injection Pump
are held in place in cylinder heads by two bolts,
Hydraulic Head Assembly t-838
and a copper gasket is used at bottom of each noz
zle well in head.
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fig u r e 6 — Leak-O ff Lines a n d O verflo w V a lve

FUEL LINES on 6 -C ylin d e r E n g in e
Fuel Supply and Return Lines

cc
to the injection nozzle holder assemblies, are of

Rigid supply lines carry fuel from fuel tank
special thick-wall tubing. High pressure lines are
and primary filter along vehicle frame to a point
carefully preformed to assure a good fit at respec
near the rear end of engine. A similar return line
tive locations without bending or stressing. The
si
carries fuel from engine to fuel tank. Flexible

fuel line duct is the same length in all lines on any
hoses are employed to connect supply line to inlet
one engine.
fitting at fuel supply pump, and to connect the out
Each line must be used in the location for
as
let fitting on overflow valve (at injection pump)

which it is designed, and none of the high pressure
to the rigid return line at frame rail. Clips are
lines are interchangeable. Refer to figures 28 and
used to secure the fuel lines.
29 for fuel lines routing at engine.
Flexible high pressure line assemblies are
The high pressure line clamps dampen vibra
cl
used to transfer fuel from supply pump to second

tions which would tend to cause fatigue and break
ary filter, and from filter to the fuel injection pump.
age of lines.
Leak-off Hoses
COLD WEATHER OPERATION
Leak-off lines are used to interconnect the
1. Fuel oil must conform to Factory recom
fittings on the fuel nozzle holders to the overflow
mended specifications as outlined in current Diesel
valve assembly. Leak-off line installation for 6 -
Fuel Oil Service Bulletin.
cylinder and 8 -cylinder engines is shown in figures
2. Neglect of fuel filter service can be one of
6 and 7 respectively.
the major contributing factors to hard starting. If
High Pressure Lines water is permitted to accumulate in the primary
The high pressure lines, which carry high filter it will freeze and make starting the engine
pressure fuel from injection pump hydraulic head impossible.

ELBOW
ELBOW
LUBRICATING
OIL SUPPLY LINES
om
ELBOW
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ry
ra
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1 Dust Cap on Nozzle Holder Fitting 4 Leak-off Line fro m No. 1 Nozzle Holder
2 Leak-off Line 5 Overflow Valve
3 Plastic Plugs in Hydraulic Head 6 Leak-off Line fro m No. 2 Nozzle Holder
ar
T-1990
c
Figure 7 — Fuel Leak-O ff Line Installation on 8 -C y lin d e r E n g in e

ic
3. Adding one pint of alcohol to each tank of CHECKING FOR AIR LEAKS IN FUEL SUPPLY
fuel oil during freezing weather is an excellent (SUCTION) LINE
safeguard against water freezing in fuel tank, If, when diagnosing fuel system problems, it
ss
lines, and filter. is suspected that trouble may be caused by air

4. Make sure vent in fuel tank cap is open. leaks in line or fittings between the fuel supply
5. Always refuel at the end of a run to help pump and the fuel tank, the following means may
a
keep out moisture. Moisture may condense in a be used to check for air in system.
nearly empty tank, therefore, tank should be filled CAUTION: Exercise necessary care to prevent
before leaving vehicle standing for an extended any dirt from entering the fuel system when fuel
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period. lines are disconnected in making following tests.

1. Disconnect outlet line from fuel supply
FUEL INJECTION SYSTEM TROUBLE pump and install sight glass, or plastic line so that
DIAGNOSIS fuel may be observed while engine is running.
2. Start engine, then look for air bubbles in
When trouble with engine starting or perform the pump discharge line. If bubbles are present,
ance is experienced, it is important to follow a air is being drawn into system, either through de
definite procedure in checking possible causes of fective lines, primary filter, or fittings, or possi
trouble. The "Trouble Diagnosis Chart" provided bly through supply pump oil seal or gasket.
on the following page should be used ts a guide in 3. If a leak is apparent in the suction lines,
analyzing symptoms and correcting difficulties filter or fittings, a sight glass or section of plastic
which may occur in fuel injection system. line may be installed at inlet fitting on supply

FUEL SYSTEM TROUBLE DIAGN OSIS CHART
ENGINE
FUEL SYSTEM
A ° A e e
/ a /$ A
/ V <$>r.
P R O B A B LE C A U S E S / / ^ ° RECOM M ENDED REM EDY
m
1. Engine Stop M ech an ism R e fe r to " D ie s e l E n g in e s " in this s ectio n fo r
X X X
6M -24
Out of A djustm ent o r X X control linkage adju stm en ts.
Not Functioning
2. A c c e le r a t o r Lin k a ge M ake n e c e s s a ry adju stm en ts o r r e p a i r s to A c
o
A . Out of A djustm ent X X X X X c e le ra to r Lin k a ge as in stru cted in " D ie s e l
B. Binding o r Broken. X X X E n gin es” in this section.
.c
3. Inadequate F u e l Supply
A . F u el F ilt e r s C lo gged X X X X X S erv ic e o r re p la c e the fu e l fi lt e r s as p r e v i
ously d irected u nder " D ie s e l E n g in e s ” in this
section.
ry
B. D e fe ctiv e F u el Supply X X X X X O verh au l o r re p la c e fu e l supply pum p.
Pump
C . O v e rflo w V a lv e o r Rem ove and d is a s s e m b le o v e rflo w v a lv e . R e
ra
S pring D e fe ctiv e X X X X X place p a rts as n e c e s s a r y .
D . F u el Tank Vent Plugged X X C lean vent o r re p la c e cup.
E . A i r E n terin g System X X X X X M ake n e c e s s a ry r e p a i r s to elim in ate a i r le a k s .
4. F u el Injection N o z z le s
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A . N o z z le s D efectiv e, O verhaul and/or adjust injection n o z z le s . P r o
L eak in g, o r W o rn X X X X X X cedu re fo r s e r v ic in g n o z z le s is g iv e n la t e r in
this section.
B. In c o rre c t N o z z le
O pening P r e s s u r e X X X X X Rem ove no zzle, test and ad ju st as n e c e s s a r y .
r
C . In c o rre c t T o rq u e on
N o z z le H o ld er Bolts
D . N o z z le V a lv e Sticking-
E . N o z z le Seat L eak in g, D irty
X
X
ca
X X U s e to rq u e w re n c h and c heck n o zzl e bo lt t o r q u e .
O verhaul n o zzle a s s e m b ly .
C lean nozzle seat and in sta ll new g a sk e t.
CHEVROLET
5. A dju stin g S c re w s
A . Idle S c re w Out of
c
Adjustm ent X X A djust as in stru cted u nder "E n g in e T u n e -u p ."
SERIES
B. High Speed S c re w
si
Out of Adjustm ent X X A djust as in stru cted u n der "E n g in e T u n e -u p .”
70-80
6. G o v e rn o r S p rin gs
A . O u ter S pring X X Check and adjust g o v e r n o r s p r in g s r e f e r r in g
HEAVY
as
B. Inner S o n n e X to p ro ced u re giv e n in this sectio n .

7. D e fe c tiv e D e liv e r y V alv e X X X X X X Replace d e liv e r y v alv e a s s e m b ly a s d ire c te d
DUTY
under "F u e l D e liv e r y V a lv e R e p la c e m e n t” in

" S e rv ic e O p e ra t io n s ."
TRUCK
8. D a m ag ed o r D e fe ctiv e R eplace fu el injection pump w ith p r o p e r ly c a l

cl
H ydrau lic H ead X X ibrated pump a s s e m b ly . R e fe r to pum p r e p l a c e

SHOP
ment in stru ctio n s giv e n in this section.

9. F u e l Injection Pump R e fe r to a p p lic a b le in stru c tio n s fo r tim in g the
MANUAL
Out of T im e w ith Engine X X X X X X X X X injection pum p given in this sectio n u nder

"Injection T im in g ."
ply pump outlet and secondary filter.

b. Remove overflow valve and install a fuel
shut-off valve, connecting the fuel return line to
the valve discharge opening.
c. Open the valve slightly and then start the
engine. While running the engine at 2400 rpm mo
mentarily close the fuel shut-off valve. The pres
sure gauge should show between 55 and 65 psi.
CAUTION: Keeping the shut-off valve closed
for any period of time can cause the injection pump
plunger to overheat and seize.
d. If pressures are appreciably lower than
specified in Step c previously, the supply pump
om
should be overhauled or the unit should be replaced
with a new supply pump assembly. Procedure for
removal, overhaul, and installation of fuel supply
pump is covered elsewhere in this section of this
manual.
e. Remove shut-off valve and pressure gauge,
.c
and reinstall overflow valve assembly.
1 Insert Assembly 6 Gasket
2 Pin (Pressed into 7 Valve Spring Retainer CHECKING FOR CRANKCASE DILUTION
ry
Item 1) Cap BY FUEL OIL
3 Drive Gear 8 Valve Spring In cases when there are indications of engine
4 Idler Gear 9 Relief Valve
lubricating oil dilution by fuel oil as evidenced by
5 Screws with Lock Assembly ra
abnormally high oil level on dip stick, lowered en
Washers 10 Pump Cover mim
gine oil viscosity (thinning) or strong fuel odor,
the procedure following may be useful to find where
Figure 8 — Fuel S u p p ly P u m p C o m p on en ts the fuel is entering. In each case, a procedure is
b
given to remedy the condition causing the trouble.
pump to determine if air is reaching pump through 1. Remove fuel injection pump side cover.
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suction side of system. If no bubbles are observed Start engine and observe the control unit to deter
at inlet connection, but continue to be present at mine if fuel is leaking at that point. If fuel leakage
outlet line, a defective supply pump is indicated. is occurring, refer to procedure described later
ca
Refer to applicable procedure under "Checking for under "Control Unit Assembly Replacement" and
Crankcase Dilution" for method of checking and replace the control unit O-ring seal.
repairing fuel supply pump assembly. 2. If, in preceding step 1 above, there was no
NOTE: Be sure the fuel filter between fuel tank evidence of fuel leakage, refer to "Fuel Supply
ic
and pump is not clogged, and that filter gaskets are Pump Replacement" covered later in this section
in good condition. and remove the fuel supply pump.
a. Plug the outlet opening in supply pump as
s
CHECKING FOR INADEQUATE FUEL PUMP sembly and install a compressed air hose connec
DELIVERY AND/OR OVERFLOW VALVE tor in inlet port.
as
MALFUNCTION b. Insert shaft seal special tool J-22457

If it becomes necessary to check for defective through the oil seal (9, fig. 37) to seal this open
fuel supply pump and/or overflow valve, proceed ing. Use clamp or other means to hold tool during
as follows: test (step c following).
cl
1. Make necessary inspection to determine c. With pressure regulator in air supply line,
that fuel filters are not clogged. apply 40 psi of air at pump inlet port, then sub
2. Remove, clean, and inspect the supply pump merge the pump assembly in fuel oil. Look for air
relief valve assembly and spring (9 and 8 , fig. 8 ). bubbles rising to surface of oil. Bubbles indicate
Valve and spring are available for service replace points where fuel leaks will occur during normal
ment. Also, disconnect lines from overflow valve operation of supply pump.
and remove the valve assembly from the fuel in d. If supply pump leaks are discovered, the
jection pump. Disassemble the overflow valve, defective seal, gasket, or other component must be
inspect parts (fig. 36). Replace overflow valve or replaced, or the supply pump must be overhauled
parts as required. or replaced by serviceable unit. Supply pump over
3. Check supply pump pressure as follows: haul procedure is given under appropriate headings
a. Install pressure gauge in line between sup previously in this section.

ENGINE FUEL SYSTEM 6 M -2 6
3. If no evidence of fuel leakage has been found structions to remove the hydraulic head assembly
in procedure described under steps 1 and 2 pre from fuel injection pump housing and install new
viously, refer to "Replacing Hydraulic Head" cov head lower O-ring seal in housing (fig. 39). Install
ered later in this section. Follow applicable in head assembly.
SERVICE OPERATIONS
W ARNING
Do not attempt to work on the fuel injection pump, nozzles, or high pressure
lines in a dusty area. Extreme precautions must be taken to prevent any dust par
ticles from entering the fuel passages in lines and nozzles. Any dirt or abrasive
material permitted to enter the fuel supply port on fuel injection pump could quickly
cause extensive damage to, or possibly ruin the pump hydraulic head mechanism.
m
Figure 9 is a cut-away view .of the injection pump head which will aid in understand
ing that portion of the system.
PRIMING FUEL SYSTEM fuel is supplied to the nozzles before engine will
co
start.
In the event fuel supply is exhausted from fuel IMPORTANT: Do not crank engine for more
tank, and in cases when the fuel filters, fuel injec than ten (10) seconds at a time. Wait for intervals
tion pump and/or nozzles, or fuel lines have been of ten (10) to fifteen (15) seconds when prolonged
y.
replaced it may be necessary to prime the system cranking is required. Excessive cranking may
by use of one of the methods explained below. All cause damage to starter windings. In addition, in
air must be purged from the system before engine early pumps, oil pressure will be high enough at
will run properly.
METHOD A - USING MECHANICAL PUMP

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the fuel injection pump excess fuel device to cause
it to reduce fuel delivery for starting. Waiting 10
to 15 seconds will allow the oil pressure to drop
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A small hand operated pump which is available off and again allow the excess fuel device to return
through the Parts Department can be installed in to the excess fuel position.
the fuel supply line between the fuel tank and prim
DELIVERY
ary filter as a temporary or permanent installation.
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VALVE SPRING
It is suggested that a pump used as a temporary HEAD DELIVERY VALVE
installation be equipped with flexible inlet and out LOCATING
SCREW r VALVE RETAINER
let hoses having the necessary fittings to connect
ca
into the system. Complete installation instructions P LU N G ER HEAD

are furnished with the priming pump. After in RETAINING
PLATE
stalling the pump, prime the system as follows:
1. Loosen the small hex bleed plug at the top METERING
ic
of the secondary fuel filter (4, fig. 10) located on SLEEVE

the engine. FUEL
2. Disconnect the fuel return line at fuel in CONTROL
s
jection pump overflow valve. UNIT

3. Pump the hand primer, installed in the fuel
as
supply line, until a clear stream of fluid flows

from around the bleed plug threads on the second SPA C ER
ary filter. The bleed plug can be closed as soon as
all air bubbles disappear.
cl
NOTE: Once fuel is noticed at the secondary

filter, it may take one or two minutes more before
clear fluid will flow, depending upon the condition SPILL PORT
of all filters.
4. With the bleed plug on the secondary filter
closed, again pump the hand primer until a solid
S | J B a ,,L O C K WIRE
CONTROL UNIT
AND ROD
stream of fuel flows from the overflow valve at the RETAINER PLATE
FACE GEAR
injection pump. Once clear fuel starts to flow, the CONTROL ROD &
system is primed. ___ urn .
5. Connect fuel return line to overflow valve. Figure 9 — V ie w at H yd ra ulic H e a d S h o w in g

6 . It will be necessary to crank the engine until Internal C o m p o n e n ts

be improvised locally by using a brake system air

tank or similar container equipped with a threaded
type fille r cap, an air pressure gauge, a fuel outlet
fitting and a shut-off valve.
With the pressurized supply tank outlet valve
closed, fill the tank 3/4 full of clean fuel. Install
the fille r cap securely and apply 35 to 45 pounds
air pressure to the tank. Follow the same proced
ure for priming the system as shown previously
under "Method A - Using Mechanical Pump." The
pressurized tank should be connected into the sys
tem in place of the hand pump.
NOTE: The difference between the hand pump
I
m
priming method and the pressurized tank priming
method, is that with the former method fuel is
1 Fuel Injection Pump 7 F ilte r D rain Plug
pumped from the vehicle fuel tank through the sys
A ssem bly 8 C lips
tem and not supplied from an external source. Do
co
2 Pump D isch arge Line 9 Fuel Suction Line
3 Vent Plug (T o Pump) not allow fuel supply in pressurized tank to be de
4 Secondary F ilte r 10 Fuel Pump A ssem bly pleted as unwanted air will enter system.
5 F ilte r Clam p Bolt 11 Fuel Supply Line (T o
6 F ilte r Mounting Injection Pump) METHOD C - USING AN ORDINARY
y.
Bracket
FUEL CONTAINER
NOTE: This method should be used only when
Figure 1 0 — Fuel Se co n d a ry Filler a n d C onnecting priming equipment as mentioned in the previous
Lines for 6 -C y lin d e r E n g in e
METHOD B - USING PRESSURIZED SUPPLY TANK

ar priming methods is not available.
1. Procure a clean container having a small
pour spout, or one with a drain, tube which incor
br
A pressurized fuel supply tank can be used to porates a shut-off. A large hand operated oil-can
prime the fuel system in place of the hand primer may also be used.
pump mentioned previously. A pressure tank can 2. Remove necessary clips, bolts and nuts
which will allow the secondary filter, with lines
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attached, to be raised and supported at an eleva

tion slightly above the fuel injection pump. Support
the filter assembly so that it remains in the raised
ca
position.
3. Disconnect the lines leading to the overflow
valve at the fuel injection pump and loosen the
valve.
ic
4. Remove the small hex plug (3, fig. 10) from

the top of the secondary filter which has been sus
pended.
s
5. Pour clean fuel into the filter through the

plug hole opening and observe the overflow valve
as
at the injection pump for presence of fuel.

NOTE: If fuel does not flow from the overflow
valve threads, and the secondary filter is full of
fuel, loosen the overflow valve several more turns.
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6 . When a clear stream of fuel flows from

around the overflow valve threads at the injection
pump, tighten the valve and connect the lines which
were removed.
1 Injection Pump Assy. 6Pump Driven Gear 7. Continue to pour fuel into the secondary f il
2 Lock Wire 7 Pump Drive Hub
ter until full, then install hex bleed plug in filter.
3 Face Gear 8 Pointer (In Pump Body)
DO NOT ATTEMPT TO REMOUNT FILTER AT
4 Mark on Face Gear 9 Mark on Drive Hub
5 Mark on Ledge 10 Engine Front CoverT-7051 THIS TIME.
8 . Remove bowl from primary filter and fill
completely with clean fuel. Reinstall bowl to filter.

Figu re 11 — Tim in g M a rk s at Face G e a r a n d at Injection 9. Disconnect line at top of secondary filter
P u m p G e a r F la n g e (6 -C ylin d e r E ng ine) and slowly fill the line with fuel. When the line is

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POINTER A N D M A R K AT PUMP A D V A N C E COVER O P EN IN G POINTER A N D M A RK S AT CRANKSHAFT PULLEY
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Figure 1 2 — T im in g M a rk s at A d v a n c e M e c h a n is m a n d C ra n k sh a ft D a m p e r 18-Cylinder E n g in e I
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full, reconnect it to the filter. cover and gasket from top of engine front cover
10. Start and operate engine for a few minutes, assembly to expose pointer (8, fig. 11) and mark
then shut it off and try to restart.
NOTE: If engine still will not start, repeat
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foregoing steps 1 through 9.

11. After starting the engine, lower the second
ary filter into position at engine. Secure all items
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which were detached.

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INJECTION TIMING
The fuel injection pump assembly is timed to
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the engine when pump assembly is installed, and

should not require any subsequent alteration if the
installation is done properly. Refer to FUEL IN
JECTION PUMP REPLACEMENT later in this
a
section for pump installation instructions.

In the event there is reason to suspect that
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fuel injection is not properly timed, the following

procedure is necessary to check the timing.
Same procedure is used both on the 6-cylinder
and 8-cylinder engines except as indicated in text.
CHECKING INJECTION TIMING

(With All Fuel Units Installed)
1. Remove the cover and gasket from right
side of fuel injection pump to expose the alignment
mark in the opening below the control unit lever
(fig. 11). Figure 1 3 — T im ing M a rk s at C ra nksh a ft D a m p e r
2. On 6-cylinder engines, remove the access on 6 -C y lin d e r E n g in e

.INJECTION PUMP ENGINE

' DRIVEN GEAR FRONT COVER
7 8
1 Supply Pump 5 Inner Spring Guide

STUDS 2 Outer Spring Guide 6 Inner Spring Spacer
3 Outer Spring 7 Inner Spring
4 Outer Spring Spacer 8 Governor Sleeve
CYLINDER T -23 75
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BLOCK CAP
Figure 1 6 — G o ve rn o r S p r in g a n d Sp acer A rra n ge m e n t
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will be the case if alignment marks are aligned as
explained in following step 4.
4. If 6-cylinder engine is correctly timed, the
mark and pointer (9 and 8, fig. 11) will be indexed
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CAP GASKET and mark (4, fig. 11) on face gear viewed through
CAP BOLTS
cover opening in pump housing will be in the posi
tion shown in the inset in figure 11.
M o u n t in g Studs 16-Cylinder En g in e) ar
Figure 1 4 — Injection P u m p D riven G e a r a n d P u m p If 8-cylinder engine is correctly timed, the
mark and pointer (1 and 3, fig. 12) will be indexed
and mark (4, fig. 11) on pump face gear viewed
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through cover opening in pump housing will be in
on injection pump hub as shown in figure 11. the position shown in the inset in figure 11.
On 8-cylinder engines, remove the inspection 5. If the mark on pump drive hub is not index
plate from top of advance mechanism housing to ed with pointer, or if the mark on face gear is not
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expose the pointer and timing mark (fig. 12). visible in opening, the injection timing is not cor
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3. Remove rocker arm cover from left-hand rect. Before proceeding to reset the injection tim
cylinder head, then crank engine to place No. 1 ing be sure No. 1 piston is on compression stroke
piston on compression stroke - (both valves will and "INJ" mark on damper is aligned with pointer.
then be closed and push rods can be turned with
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fingers). Slowly crank the engine until the "INJ" SETTING INJECTION TIMING
mark on crankshaft damper is aligned with pointer The elongated holes in injection pump driven
in engine front cover (fig. 13). At this point pump gear (figs. 14 or 42) make possible the setting of
should be injecting fuel into No. 1 cylinder, which injection timing when installing the fuel injection
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pump assembly as well as for making correction of

timing when necessary.
With engine crankshaft positioned for firing on
as
No. 1 cylinder (refer to step 3, under "Checking

1 Pump Shaft H olding Injection Timing" above) use special wrench and
W re n ch (Special To o l)
2 F u e l Injection Pump
box end wrench as shown in figure 15 to loosen the
T IM IN G M A R K
driven gear mounting bolts (6, fig. 15).
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A ss e m b ly
3 Pointer In loosening the bolts which hold driven gear
4 D riv e n G e a r M ounting
to hub, turn engine over as necessary to provide
Hub
5 Injection Pump D riv e n access to the two lower bolts and loosen them first,
G ear then slowly turn crankshaft to bring engine back to
6 D riv e n G e a r M ounting
firing position on No. 1 cylinder before loosening
B olts
7 Hub R e tain ing Nut the last bolt.
With bolts (6, fig. 15) loose, use special wrench
(1, fig. 15) to turn injection pump shaft and hub as
necessary to align mark on hub with pointer (3,
fig. 15) for 6-cylinder engines or to index and mark
Figure 15— U sin g Spe cial W rench to H o ld P u m p Shaft pointer when viewed through opening (fig. 12) on
W h ile T igh ten ing D riven G e a r Bolts 8-cylinder engines. Hold the shaft with wrench and

tighten driven gear mounting bolts.

NOTE: After one bolt has been tightened suf
ficiently to hold gear securely on hub, engine
crankshaft may be turned to bring remaining two
bolts into better position for tightening. Proper
torque for driven gear mounting bolts is 35 to 40
foot-pounds with oiled threads.
After fuel injection pump gear mounting bolts
are tightened, turn engine over slowly to bring tim
ing marks into alignment as previously explained,
and recheck to make sure of exact indexing of marks.
GOVERNOR SPRING ADJUSTMENT
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In cases where symptoms indicate defective,
broken, or improperly adjusted governor springs,
the following procedures are required to inspect
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and/or adjust the governor inner and outer spring. 1 Inner (High Speed) 5 Control Rod
One (first) procedure can be used in case the spec Spring 6 Governor Sleeve
ially designed gauge is not available; however, the 2 Fulcrum Lever Assy. 7 Outer (Low Speed)
second procedure using the gauge designed for this 3 Governor Housing Spring
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purpose is preferable for precision adjustment. 4 Excess Fuel Starting 8 Outer Spring Guide
Symptoms which are indications of governor spring Device
malfunction are included under appropriate head
ings in "Fuel System Trouble Diagnosis."
INTERNAL GOVERNOR SPRING PACK

ar Figure 17— V ie w of G ove rnor M e ch a n ism
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ADJUSTMENT (WITHOUT SPECIAL TOOL) Through C ove r O p e n in g
Key numbers in text refer to figure 37, unless
otherwise indicated. through governor cover opening (fig. 17). When
1. Break the fuel injection pump seal (if used), this condition exists, remove supply pump and
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back out idle adjusting screw, and remove three remove adjusting spacers to obtain proper gap of
bolts attaching the fuel supply pump to the gover
nor housing.
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2. Remove the four bolts attaching the gov SPECIAL TOOL

INNER (HIGH SPEED)
ernor cover to top of governor housing, then re SPRING
move cover and gasket.
GOVERNOR
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3. Remove fuel supply pump (fig. 37). Remove SLEEVE

inner and outer governor springs and adjusting
spacers (noting the position of spacers and spring
s
guides; figure 16 shows spacer and guide locations).

The inner spring is the high speed spring and must
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have a gap. The outer spring (3) is the low speed

spring and must be precompressed. Determine the
proper shim pack behind the governor springs with
supply pump gasket in place as follows:
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NOTE: The flat (2) on the fuel pump drive

shaft must engage with the gear in the supply pump.
Exercise care so that seal (9) is not damaged.
Inner Spring Adjustment

Position governor sleeve assembly in forward
position as shown in figure 17. Then place a quan
tity of adjusting spacers between inner spring and
the spring guide ( 1 ) so that when supply pump with
gasket is held in installed position (flush with
governor housing), inner spring can be turned but Figure 1 8 — Special Tool A p p licatio n for Selecting
has no end play. This can be checked with a finger Inner (H ig h Sp e e d I Sp rin g Spacer

7. Start engine and adjust idle speed to 625-

675 rpm with full accessory load. Set high speed
to rpm indicated in "Specifications" at end of this
section.
NOTE: Range of idle screw adjustment after
setting by above method is approximately one turn.
More adjustment than this may allow droop screw
(shown in figure 34), to rest against excess fuel
piston stop plate and give erratic idle.
8 . Check the operation of the fuel injection
pump governor throughout the speed range. Be sure
control rod movement is not restricted by governor
cover right front cap screw.
9. Connect the accelerator linkage and stop
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linkage, making sure that full travel of the accel
erator lever can be obtained.
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INTERNAL GOVERNOR SPRING PACK
ADJUSTMENT (USING SPECIAL TOOL)
A special tool (J-22452) is available for use to
accurately select injection pump governor spring
y.
spacers. The tool serves in determining the re
quired spacers, both for the inner (high speed)
and the outer (low speed) spring. Refer to figure
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Figure 19— Special Tool Application for Selecting
Outer (Low Speed) Spring Spacer
16 for location of spacers. Whenever occasion
arises for checking either of the governor springs,
the other spring should also be checked. Tool may
be used without removing the injection pump from
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the engine.
0.089 to 0.108 inch on both the 6 -cylinder engines NOTE: When using the tool to make spacer
and the 8 -cylinder engines. selection, do not use the supply pump gasket between
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tool and housing.

Outer Spring Adjustment
Place a quantity of adjusting spacers between Preliminary Operations
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governor sleeve and outer spring (3), so that when 1. Disconnect fuel lines from fuel supply
supply pump with gasket is held in installed posi pump, and cap or plug the openings in pump and
tion, the outer spring can be turned but has no end lines.
play. Then, remove supply pump and add adjusting 2. Loosen idle screw lock nut and back out the
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spacers with total thickness of 0.059 to 0.079 inch idle screw. Remove the bolts attaching fuel supply
to give proper precompression on outer spring. pump to governor housing, then remove the pump
NOTE: Do not install outer spring (3) when assembly and gasket.
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checking spacer pack for inner spring or install 3. Do not permit the spring guide (1, fig. 37)
inner spring when checking spacer pack for outer or spacers to fall out of pump opening. Remove
as
spring. outer spring guide (11, fig. 37) from pump. Guides
4. Reinstall the inner and outer governor must be used with the special tool when selecting
springs with their respective spacers as previously spring spacers.
determined under a and b in step 3.
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5. Reinstall the fuel supply pump and new gas Inner Spring Spacer Selection
ket, taking care that the inner and outer spring Refer to figure 16 for key numbers used in
guides ( 1 and 1 1 ) do not fall off the supply pump text.
insert. The flat (2) on the fuel pump drive shaft 1. Perform steps 1 through 3 previously des
must engage with the gear in the supply pump. cribed under "Preliminary Operations."
Exercise care so that seal (9) is not damaged. 2. Place inner spring guide (5) and spacers
6 . Reinstall governor cover using new gasket ( 6 ), which were removed in disassembly proced
and the four bolts. Turn the idle speed adjustment ure, in the cavity provided in tool, then place tool
screw so seven or eight threads are visible, then in position with spring guide (5) inserted in spring
install screw lock nut, but do not tighten. Tighten and tool body seated against governor housing as
lock nut and install cap nut and gasket on adjusting shown. Use supply pump mounting bolts to tempor
screw. arily secure tool flange to the pump housing. Refer

to figure 18 for view of tool application. housing, then use new supply pump gasket and in
3. Check engine stop mechanism to be sure stall fuel supply pump. The flat on governor shaft
stop lever is in the "STOP" position, then while must engage drive gear in supply pump. Use care
holding governor sleeve forward, read the inner to prevent damage to oil seal (9, fig. 37) when in
spring graduated scale to determine if spring stalling pump. Tighten supply pump mounting bolts
spacers should be added or removed, and in what to 5 to 6 foot-pounds torque.
thickness. 2. Connect fuel lines at fittings in supply pump
4. Add or remove inner spring spacers ( 6 ) so cover. Use new gasket and install cover on top of
the tool scale is indexed with line when the parts governor housing. Connect controls if they have
are held in firm contact without compressing the been disconnected; and adjust controls for full
inner spring. Spacers ( 6 ) are available in seven travel in both directions.
different thicknesses and may be selected in vary 3. Start engine and adjust the idle screw to
ing combinations to provide proper adjustment of provide proper idle speed with full accessory load.
inner spring. Tool scale will indicate a gap of NOTE: For initial setting the idle speed screw
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0.089 to 0.108 inch with proper spacers in place. should be turned so seven or eight threads are ex
posed, then install lock nut but do not tighten.
Outer Spring Spacer Selection 4. Check and, if necessary, adjust high speed
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Refer to figure 16 for key numbers used in with no-load. Refer to "Fuel System Specifications"
text. at end of this section, for correct speed settings
1. Perform step 1 as previously described for each engine. Tighten the adjusting screw lock
under "Preliminary Operations." nuts immediately after making the adjustment.
y.
2. Remove inner spring, guide, and spacers NOTE: The normal idle and maximum speeds
(7, 5, and 6 ) from the governor shaft, keeping these depend almost entirely on the characteristics of
parts together so they can be reinstalled after the governor springs, hence the speeds can only
be varied to a limited degree by the adjusting
outer spring spacer selection has been made.
3. Assemble outer spring spacers (4), removed
at disassembly, and the outer spring (3) at recess
in center of the governor sleeve ( 8 ).
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screws at rear of governor housing.
5. After making adjustments at the speed ad
justing screws, tighten lock nuts and install new
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4. Place outer spring guide over pilot on tool, copper gaskets and cap nut on each screw.
then place tool assembly at governor housing with
pilot entered into outer spring. Figure 19 shows FUEL INJECTION NOZZLES
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tool application. Governor sleeve must be held fo r
ward as far as possible. LOCATING A MISFIRING CYLINDER
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5. Observe outer spring graduated scale on The procedure which follows may be used to
tool to determine if spacers are to be removed or locate a misfiring cylinder which may result from
added and in what thickness. defective injection nozzle assembly.
6 . Remove the outer spring (3), guide (2) and This procedure will not serve to detect a noz
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the tool components which are removable from zle with incorrect popping pressure within a mod
tool mounting flange. erate range. Such a malfunction can only be deter
7. Add or remove spacers (4) as necessary to mined by removal of nozzle assembly from engine
position the tool scale at the line indicating proper and checking on test stand (fig, 23).
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outer spring adjustment. Tool scale will indicate 1. Connect an accurate tachometer at the tach
outer spring compression of 0.059 to 0.069 inch ometer drive fitting on engine.
as
when proper spacers are in place. 2. With engine idling, observe the tachometer
8 . When spring spacer selection has been reading as high pressure line nut is loosened at
completed, remove the tool assembly using care injection nozzle holders. When a high pressure line
to take note of spacers selected so same pack can nut is loosened, the pressure build-up will not be
be reinstalled. great enough to cause the nozzle to deliver fuel to
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NOTE: If tools other than those approved by the cylinder being tested and no power will result.
GMC are used to select spring spacers, it may be If when the line nut is loosened, the engine rpm
necessary to use feeler gauge to measure space. drops appreciably, it can be assumed that the cyl
Also, the available tool may be graduated in m illi inder is functioning normally. On the other hand, if
meters rather than in inches. For conversion pur there is little or no drop in engine rpm when the
poses,1MM is equal to approximately 0.040 inch. line nut is loosened, the nozzle may be at fault and
it should be removed for cleaning and inspection.
Assembly and Adjustment After NOTE: Nut at high pressure line must remain
Governor Spring Spacer Selection loose only long enough to observe the tachometer
1. Place inner and outer governor springs and reading, since fuel will spill from the loosened nut
their respective spacers in position in governor with each discharge from the injection pump port.

1 Spring
2 Cap Gasket
3 P re ssu re Adjusting Nut
4 Cap Nut
5 L eak-off Line T ee
6 Spindle
7 Nozzle Holder
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8 Valve
9 Valve Body
10 Nozzle Cap Nut
11 Gasket (Copper)
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T-786 -1
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Figure 20— Nozzle Holder and Valve Assembly Components
NOZZLE AND HOLDER ASSEMBLY driver blade to force leak-off hose off fitting in top
MAINTENANCE of nozzle holder. Remove the two nozzle holder
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Normally, unless engine performance or other bolts and lock washers, then pull nozzle holder
trouble diagnosis symptoms indicate a malfunction assembly out of cylinder head, meanwhile using
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of fuel injection nozzles, the nozzle and holder air hose to blow away any dirt particles which may
assemblies should not be removed from engine. be loosened as the nozzle holder is lifted out.
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When it becomes necessary to remove nozzle 4. Use a suitable hook to remove copper gas
and holder assemblies, follow the procedures given ket from bottom of cavity in cylinder head. Plug
as
below: the opening in cylinder head.
Removing Nozzle and Holder Assemblies Inspection Before Disassembly

1. Disconnect the high pressure line nut at NOTE: Test each nozzle assembly for leak
the fuel injection nozzle holder and at fuel injec age, valve opening pressure and spray pattern be
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tion pump hydraulic head. fore disassembly. If nozzle assembly is in good

2. Remove the clamp assembly (fig. 27) from condition, it should not be disassembled, but should
line being removed, then remove the high pressure only be cleaned externally. If holes in nozzle tip
line, using care not to bend line. are clogged as indicated by unsatisfactory spray
pattern, the components should be disassembled
IMPORTANT: High pressure line must be dis
before attempting to clean holes. Refer to "Setting
connected at both ends and clamp must be removed
Injection Nozzle Valve Opening Pressure" for
so line can be removed without bending. Install
nozzle test procedure.
dust caps when line is removed.
3. Clean all dirt from around injection nozzle DISASSEMBLY (Fig. 20)
holder depression in cylinder head. Use screw 1. Extreme care must be exercised in handling

nozzles and components. Do not allow nozzle tip to

strike against other parts or tools as holes in tip
may be damaged or tip may be deformed or broken.
2. With nozzle holder mounted on fixture or
held in vise, loosen cap nut (4) and remove nut and
gasket from spring pressure adjusting nut (3).
3. With Allen wrench, remove spring pres
sure adjusting nut from nozzle holder (7). Remove
spring ( 1 ) and spindle ( 6 ).
IMPORTANT: DO NOT PROCEED WITH STEP
4 UNLESS PRESSURE ADJUSTING NUT (3) HAS
BEEN LOOSENED TO RELIEVE SPRING PRESSURE.
4. Invert nozzle holder and remove the nozzle
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cap nut (10) from nozzle holder (7), then separate
valve body (9) from the nozzle holder.
CAUTION: Valve and valve body constitute a
matched pair which must be used as such. When
handling injection nozzle valve, do not touch valve
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finished surfaces with fingers. Wash parts in clean
fuel oil and polish with clean soft tissue paper.
C L E A N IN G AND INSPECTION
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The nozzle tip should be cleaned with a brass Figure 21 — Cleaning Spray Holes in Nozzle
wire brush before disassembling the valve body
from nozzle holder. The nozzle tip orifices should or vise and insert spindle ( 6 ) into holder. Place
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be cleaned using orifice needle No. J-21761-2 and spring ( 1 ) on spindle, then thread spring pressure
holder (fig. 21). Care must be used when cleaning adjusting nut (3) into threads in nozzle holder. Place
orifices to avoid breaking orifice cleaning needle cap nut gasket (2) over nut (3), then install cap nut
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in hole, as it is difficult or sometimes impossible (4) on threads on adjusting nut (3).
to remove broken pieces. After disassembly, all 4. Check nozzle on test fixture for spray pat
parts should be carefully cleaned. If lapped sur tern and valve opening pressure. Spray pattern
faces on holder and mating surface on valve body should be equally spaced cones having no stringy
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are scratched, remove dowel pins from nozzle ends or solid streamers. Note also if any leaking
holder and polish the surface on lapping block us or dripping is evident after injection is completed.
ing special fine lapping compound. Also, polish the If valve does not open at 3000 psi adjust valve
mating surface on valve body. Install new dowel spring pressure.
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pins after nozzle holder surface has been lapped.
ASSEMBLY
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1. Dip valve and body ( 8 and 9) in clean fuel

and insert valve in body.
NOTE: The valve must be free in the body. By
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lifting the valve about one-third of its length out

of the body, the valve should slide back to its seat
without aid when the assembly is held at a 45 de
gree angle. If necessary, work valve into the body
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with clean mutton tallow.

2. Mount nozzle holder (7) in holding fixture,
then set valve body in place on nozzle holder dowel
pins and screw nozzle cap nut ( 1 0 ) onto nozzle
holder. Before tightening cap nut (10), use center
ing sleeve (fig. 2 2 ) over nozzle tip to locate the
nozzle valve body in center of opening in cap nut.
After nut has been tightened sufficiently to seat
parts, remove centering sleeve and tighten cap nut
(10) to 50 to 55 foot-pounds with torque wrench. Figure 22— Use of Centering Sleeve to Locate
3. Set nozzle holder upright in holding fixture Valve Body While Tightening Cap Nut

time adjusting nut is changed until correct open

ing pressure is obtained.
NOTE: When new pressure adjusting spring is
installed, adjust the opening pressure 1 0 % higher
than specification to allow for spring set.
3. After correct valve opening pressure is
obtained, tighten cap nut (4, fig. 20) firmly to lock
the adjustment. Recheck for valve opening pres
sure after cap nut is tightened.
4. Operate test pump handle with several fast
sharp strokes, meanwhile observing spray pattern.
Spray should be in the nature of finely atomized
sprays indicating that all holes are open. Nozzle
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tips on all engines have four orifices.
5. Stroke pump slowly (approx. 3 seconds).
Some degree of "chatter" should occur, indicating
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that nozzle valve is free and component parts are
correctly assembled.
Cup Allen Wrench 6 . Depress the pump handle slowly with a 10-
Spray Tip Cap Nut second stroke and hold the pressure slightly (ap
.
Nozzle Holder Assy. Box End Wrench prox. 1 0 0 lbs.) below nozzle valve opening pressure
to check for valve seat leakage. No fuel droplets
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Pressure Gauge Fixture
Fuel High Pressure Pump Handle should appear. Occasionally a slight wetting of the
Line Test Stand ...... tip (2) may be noticed. This is permissible since
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and nozzle valve.
Figure 23— Test Stand for Checking Injection 7. Remove the nozzle holder assembly (3)
Nozzle Operation
from test stand ( 1 1 ) and close the high pressure
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threaded connection with plastic cap to prevent en
Setting Injection Nozzle Valve Opening Pressure trance of dirt. If nozzle holder is not to be installed
Using test pump connected as shown in figure immediately, it should be wrapped in clean paper.
23, proceed as instructed below to set the valve If nozzle does not function properly when test
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opening pressure and test for leaks. Key numbers ed, a new valve and body should be installed in
in text refer to figure 23. holder; or a new or rebuilt nozzle holder assembly
should be installed when assembling engine.
W ARNING
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The fuel spray from injection noz

zle in operation has sufficient power Nozzle Holder Assembly Installation
to puncture the skin. Keep hands away Before a nozzle holder assembly is installed
from nozzle tip when testing. Fuel oil in cylinder head, the cavity or well in cylinder
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which enters the blood stream may head must be clean. A nozzle seat cleaner (J-21762)
cause serious infection. and hole brush (J-8152) should be used to remove
all deposits from nozzle holder well. Use seat
as
1. With nozzle holder assembly connected to cleaner and wrench handle (fig. 24) first to clean
tester, actuate the test stand handle ( 1 0 ) rapidly seat, and the bore in cylinder head through which
(about 25 strokes per minute) to expel air from the injection nozzle valve body extends, then use
nozzle and holder and to "settle" the spring and brush to finish cleaning the well cavity.
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nozzle loading column. 1. Use new copper gasket at lower end of in
Depress operating handle (10) slowly to raise jection nozzle assembly and insert the nozzle hold
pressure. Continue to depress handle and note the er assembly into place in cylinder head (fig. 25).
gauge pressure at which the nozzle valve opens. If 2. Install two bolts with lock washers (one
opening pressure is not as specified in "Specifica long bolt and one short bolt is used at each nozzle)
tions" at end of this section, remove the leak-off into tapped holes in cylinder head assembly. Use
tee and loosen cap nut (7) so Allen wrench ( 6 ) can torque wrench (fig. 26) and gradually tighten nozzle
be used to adjust spring pressure. holder bolts alternately to avoid any tendency to
2. Use Allen wrench ( 6 ) as shown in figure 23 bend the holder assembly.
to turn pressure adjusting nut and change spring 3. Final tension on two nozzle holder bolts
pressure. Turning nut clockwise increases pres should be equal to seat assembly squarely on cop
sure. Repeat valve opening pressure test each per gasket. Torque bolts to 17-20 foot-pounds.

9
N O Z Z L E H O LE
C LEAN ER
LEAK -O FF
H O S E PLUG
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N O Z Z L E H O LE
o
N O Z Z L E H O LE
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BRUSH
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N O Z Z L E H O L E BRUSH
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Figure 24— Cylinder Head Nozzle Well Cleaning Equipment
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4. Connect leak-off lines at tee or elbow on high pressure fuel lines, it is important to use
nozzle holder. Remove dust cap from threaded con only preformed tubing of the original material. All
nections at injection nozzle and at outlet port in lines must be of equal overall length. Tubing in-
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injection pump, then place the high pressure line

in place so that fittings on both ends line up square
ly with respective threads at both the injection
pump and the nozzle holder. Start tube nuts at both
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ends, then when lines are seated use torque wrench

and adapter in manner illustrated in figure 27 to
tighten nut at hydraulic head to 16 to 19 foot-pounds.
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Tighten nuts at injector nozzle holders to 22 to 26

foot-pounds.
CAUTION
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Do not overtighten tube nuts on

high pressure lines as this may cause
fuel passage in line to be reduced in
diameter, thereby changing the injec
tion characteristics.
HIGH PRESSURE FUEL LINE

INSTALLATION
NOTE: Whenever it is necessary to replace Figure 25— Installing Fuel Injection Nozzle Assembly

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Figure 28— Fuel High Pressure Line Installation
on 6-Cylinder Engine
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Figure 26— Tightening Nozzle Holder Bolts
with Torque Wrench backing plates with the rolled edges of backing
plates crosswise of lines.
side diameter must be 0.084 inch, and wall thick 3. Using torque wrench and adapters (fig. 27)
.
ness must be 0.083 inch. The torque wrench adap tighten nuts at hydraulic head to 16 to 19 foot
ry
ters shown in figure 27 must be used to assure pounds and tighten nuts at injection nozzles to 2 2
correct torque at all tube nuts. NUTS MUST NOT to 26 foot-pounds.
BE OVERTIGHTENED since this may compress ra 4. Finally, tighten the line clamp bolts to firm
the tubing and result in reduced inside diameter. ly support lines and prevent vibration. When clamp
bolts are properly tightened, the metal parts of
1. Refer to appropriate illustration (fig. 28 or clamp plates must not touch fuel lines. At least
29) for arrangement of fuel high pressure lines. 0.060 inch clearance must exist between edge of
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As lines are selected and placed in respective clamp and surface of each line.
positions, dip each end of line in fuel oil and start 5. Install leak-off lines (figs. 6 and 7) be
tube nuts at pump and injection nozzles with fing tween injection nozzles and at fuel overflow valve
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ers. Each nut should be turned a minimum of four on injection pump. To facilitate installation, the
full turns before using wrenches. LINES MUST ends of leak-off lines may be warmed in hot water.
NOT BE FORCED OR BENT INTO POSITION. Ends of plastic tubing should be pushed onto fittings
2. Assemble rubber line clamps and metal so that ends seat at shoulder.
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FUEL DELIVERY VALVE

*"1
'’ REPLACEMENT
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REMOVAL
1. Remove equipment as necessary to provide
as
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T IG H T E N IN G N U T A T N O Z Z L E T IG H T E N IN G N U T A T H Y D R A U L IC
H O LDER HEAD t-m i ..
Figure 27— Torque Wrench Adapter for Tightening Figure 29— Fuel High Pressure Line Installation
Nuts on High Pressure Lines on 8-Cylinder Engine

access to the fuel injection hydraulic head assem

bly. Use solvent and brush to loosen and remove
any accumulated dirt from top of the injection
pump assembly. Wash off top of the head assembly
and blow dry with air hose.
2. Remove delivery valve cap, then remove
spring (fig. 30) from cavity. Use tweezers to re
move the valve from its seat.
3. Using special wrench adapter (J-22421)
which engages slots in retainer, remove the deliv
ery valve retainer from head assembly (fig. 31).
4. Use needle-nose pliers or tweezers to reach
into cavity and remove the delivery valve seat.
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INSTALLATION
CAUTION: Use utmost care to keep delivery
valve and retaining parts absolutely clean during
installation. Any dirt particles entering the deliv
ery valve cavity in the hydraulic head will be car
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ried by fuel to plunger area and to fuel injection
nozzles. Extensive damage to pump and/or nozzles
can result from presence of foreign particles in
ry
fuel. Figure 30— Injection Pump Delivery Valve Cap
1. Place fuel delivery valve and seat assembly Removed Showing Spring and Valve Retainer
in position in hydraulic head cavity, then install
CONTROL UNIT ASSEMBLY
the retainer (fig. 31). Use adapter and torque
wrench to tighten valve retainer to 65 to 70 foot
ra REPLACEMENT
pounds torque; then loosen the retainer and re
torque to 65 to 70 foot-pounds. Tightening the re In case it becomes necessary to replace O-
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tainer twice positively seats the parts to prevent ring seal (fig. 32), the procedure given below must
any fuel leakage. be followed to remove and install the fuel control
2. Place the delivery valve spring over pilot unit assembly.
on the delivery valve and install cap (fig. 31) using
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torque wrench to tighten cap once to 55 to 60 foot REMOVAL

pounds. 1. Remove any equipment necessary to gain
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ADAPTER
TO RQ U E W R EN C H
ic
RETAINER [S O C K E T m
ss
ADAPTER
PUMP A SSE M B LY
a
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PUMP ASSEM BLY
Figure 31— Installing Fuel Delivery Valve Retainer with Adapter and Torque Wrench

5. Use metal dye or paint to place index marks

on control unit flange and on pump body (fig. 33).
Marking the parts is necessary so the control unit
can be installed in original location and avoid
changing the pump calibration.
6 . Carefully withdraw the control unit assem
bly from bore in housing, using two thin screw

drivers diagonally across from each other to start
the unit out of bore.
7. Remove O-ring seal from control unit. Hold
the control unit level so the pin (fig. 32) will not
fall out of place.
INSTALLATION
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89
1. Using a clean screwdriver, carefully insert
it through the control unit opening in the pump
housing and carefully move the metering sleeve
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Figure 32— Fuel Control Unit Assembly (fig. 38) downward to its lowest position on plunger.
2. Lubricate the control unit O-ring with pet
access to control unit cover at right side of the fuel roleum jelly and assemble it to the control unit.
injection pump. 3. Holding the control unit, pin, and O-ring
y.
2. Remove the four control unit cover attach assembly as shown in figure 35, with the control
ing screws, then remove cover and gasket. unit arm horizontal and pointing toward the rear of
3. Place a clean lint-free cloth in opening as the pump and with the pin horizontal and the iden
shown in figure 33, so parts cannot fall into pump
interior as they are removed.
NOTE: Control unit and rod are held in place
ar tification dot (fig. 32) up, insert the assembly into
the pump housing.
4. Rotate the control unit arm 360 degrees
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after installation to determine if the pin is proper
by a retainer plate which is attached by two screws
ly positioned in the metering sleeve slot. If it is
equipped with lock wire. Control unit and rod re
not, the control unit arm cannot be rotated 360
tainer plate is shown in figure 9.
degrees.
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4. Remove lock wire from plate screws. Re 5. Rotate the control unit flange, which was
move screws, plate, and the spacers which retain marked in Step 6 under "Removal," so the screw
the control unit, then disengage the control rod scallops in the control unit flange are aligned with
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from lever. the holes for the retainer plate attaching screws
and the control unit bushing flange in the same
position as before removal.
6 . Use lint-free cloth to prevent accidental
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loss of parts into pump cavity (fig. 33). Dropping

parts into pump cavity may necessitate pump dis
assembly.
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7. Assemble control unit retaining plate,

screws (with lock washers), and spacers (fig. 34),
as
M A R K S O N C O N T R O L!
UN IT A N D H O U S IN G then install parts to retain the control unit. Tighten
screws to 18 to 33 inch-pounds. Install lock wire
C O N T R O L UNITl through screw heads as shown in figure 9. The
A SSEM BLY retaining plate (fig. 34) retains the control unit and
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also prevents control rod from becoming disen

gaged from lever.
NOTE: Control unit plates are available with
CLOTH
differences in offset. After plate screws are in
stalled, it is important to check for clearance be
tween inner side of plate and the control rod pin
LEVER
while using screwdriver to hold the control unit
lever outward as far as possible. If there is any
CO N TRO L ROD
contact of pin with lever or if clearance is in ex
cess of 0.017 inch, a different plate should be
Figure 33— Control Unit Retaining Parts Removed selected to provide correct clearance ( 0 . 0 0 1 to
Show ing Alignment Marks 0.017 inch).

ENGINE FUEL SYSTEM 6 M -4 0
E X C E S S FUEL FUEL DELIVERY H Y D R A U L IC H E A D

ST A R T IN G D E V IC E VALVE ~ A SSEM BLY
CONTROL
G O V ER N O R COVER ROD
DRO O P SCREW O VER FLO W

VALVE
FUEL SUPPLY
PU M P
C O N T R O L U N IT
COVER
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FACE G EAR
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y.
G OVERNOR
S P R IN G S
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GOVERNOR FU LC RU M T IM IN G
H O U S IN G LEVER GOVERNOR ADVANCE
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SLEEVE G OVERNOR |M E C H A N IS M
W E IG H T S PU M P H O U S IN G T -21 79
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Figure 34— Cut-Away View of Fuel Injection Pump for 6-Cylinder Engine
8 . Using new gasket, install control unit cover REMOVAL

and secure with screws and lock washers. 1. Disconnect leak-off lines from fitting at
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valve and disconnect fuel return line.

OVERFLOW VALVE ASSEMBLY 2. Using wrench on hex-shaped portion of
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valve assembly, remove the assembly from injec

The overflow valve assembly, components of tion pump body.
which are shown in figure 36, is installed as shown
as
in figure 7, item 5. Valve assembly is screwed into

threads provided in injection pump housing.
The overflow valve assembly incorporates a

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spring-loaded valve which serves to regulate the

fuel pressure within the fuel chamber surrounding
the hydraulic head assembly, and also bleeds off
any air bubbles which may be present in fuel sup
plied by the supply pump. Excess fuel passing
through overflow valve tends to cool the hydraulic
head assembly. The overflow valve body provides
a junction for leak-off lines (figs. 6 and 7). Fuel
flowing from the lines, as well as the pump supply
fuel which is forced past the overflow valve, is
returned to the fuel tank through fuel return line
( 6 , fig. 6 ). Figure 35— Control Unit Installation

necessary care to prevent loss of these parts. Plug

Overflow the fuel inlet and outlet line openings to prevent
Valve Valve Valve dirt from entering.
Seat Valve Spring Body
OIL SEAL REPLACEMENT
If the fuel supply pump is in satisfactory oper
ating condition and does not require disassembling
for other repairs, the oil seal (9, fig. 37) may be
replaced without disassembling the pump. Pry out
old seal assembly and press new seal into bore
with the seal lip pointed toward the pump gear. Use
sealer sparingly at outer circumference of seal to
Figure 36— Overflow Valve Components prevent leakage.
If the pump has been disassembled, a suitable
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INSTALLATION punch may be inserted through bore in insert to
1. Screw the overflow valve assembly into drive the seal assembly out of the insert.
threaded port in injection pump body, using wrench
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on the hex-shaped portion of valve. INSTALLATION
2. Install fittings and connect return line and Key numbers in text refer to figure 37.
leak-off lines to overflow valve body. 1. Check governor inner and outer springs to
make certain the inner spring guide ( 1 ) and original
y.
FUEL SUPPLY PUMP REPLACEMENT spacers are in place. Outer spring guide (11) must
be in place at pump insert (4).
REMOVAL 2. Place gasket ( 8 ) on cover flange with bolt
1. Disconnect the fuel lines and remove fit
tings from supply pump.
2. Remove the three supply pump attaching
bolts and lock washers, then remove the supply
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holes aligned.
3. Observe through opening in oil seal the posi
tion of flat in pump gear bore. Aclean screwdriver
may be used to turn the gear to align the gear with
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pump and gasket. flat ( 2 ) on shaft.
CAUTION: As supply pump is removed the 4. Move supply pump assembly into position
governor inner spring guide (1, fig. 37) and spring at injection pump housing, using care to engage
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spacers are free to fall out of place. Exercise drive gear with flat on shaft. Install and tighten
supply pump attaching bolts on which lock washers
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must be used.
5. Connect fuel lines to fittings at supply
pump, remove vent plug from top of secondary
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fuel filter and bleed air from pump and lines.
REPLACING HYDRAULIC HEAD

ASSEMBLY
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Refer to figure 38 for identification of various

items involved in hydraulic head replacement.
as
NOTE: The hydraulic head assembly which is

shown in figure 38 is available for service use and
is complete with face gear and plunger. If a new
hydraulic head assembly is required, it will be
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1 Governor Inner (High 6 Insert to Cover Screws necessary to remove the fuel injection pump as
Speed) Spring Guide and Lock Washers sembly from the engine assembly; and the pump
2 Flat on Pump Drive 7 Relief Valve Retainer assembly MUST be recalibrated on equipment de
Shaft Screw signed for this purpose after the service head is
3 Governor Outer (Low 8 Gasket installed. In cases where the hydraulic head is in
Speed)Spring 9 Oil Seal satisfactory operating condition, but it becomes
4 Pump Insert 10 Pump Idler Gear Pin
necessary to remove the head assembly to replace
5 Pump Cover 11 Outer (Low Speed)
Spring Guide
the O-ring seals or other parts of the pump, it is
possible to remove and install the hydraulic head
without removing the pump assembly from the en
Figure 37— Fuel Supply Pump Removed From gine; and recalibrating is not required if the fol
Injection Pump Assembly lowing head replacement procedure is adhered to:

REMOVAL
1. Remove equipment as necessary to provide
DELIVERY V A L V E C A P
access to fuel injection pump assembly and fuel H E A D BLO C K
lines. Use solvent and brush to loosen and remove
O - R IN G SEA L
any accumulated dirt from pump assembly and fuel (UPPER)
lines and fittings. Clean thoroughly to prevent dirt
from entering fuel system.
2. Disconnect and remove fuel high pressure
lines, then plug or cap the openings in the hydraulic
head and nozzles. FA C E G E A R M E T E R IN G
NOTE: A service kit, containing all plugs and T IM IN G M A R K SLEEVE
caps for closing the openings in pump and lines
is available for use when working on the pump FA C E G E A R
and/or lines.
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3. Refer to the instructions given previously H EAD
under "Control Unit Assembly Replacement" and L O C A T IN G C O PPER
SCREW G ASKET
remove injection pump control unit assembly. P U M P H O U S IN G
4. Turn engine crankshaft to place No, 1 pis
ton in firing position with the marking on crank
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shaft damper aligned with pointer, and the mark
on face gear (visible in inspection window in pump
housing) indexed with mark on housing (fig. 1 1 ).
ry
Make sure the No. 1 piston is on compression
stroke. MARK
O N H O U S IN G
NOTE: Mark on face gear should be indexed ra
with housing mark, even though the damper mark
may not be exactly registered with pointer.
5. Remove the head assembly locating screw
and gasket (fig. 38). Remove the four head retain
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ing plate screws, then remove retaining plate. Tap
the hydraulic head assembly lightly with plastic
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or lead hammer or slightly rotate the assembly Figure 38— Fuel Injection Pump Hydraulic
with a wrench on the delivery valve cap to loosen Head Assembly Replacement
it in housing bore. Raise the hydraulic head as
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sembly up out of the pump housing. Remove upper bore. Observe face gear through the pump housing
seal ring from groove in head assembly. Remove opening as head is pushed down into place. Teeth
the head lower seal ring (fig. 39) from bottom of on face gear must mesh with drive gear teeth.
bore in pump housing. DO NOT TURN ENGINE 4. Install head locating screw with copper
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CRANKSHAFT WHILE HYDRAULIC HEAD IS RE

MOVED FROM PUMP.
.D ASSEMBLY.
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INSTALLATION H EAD LOCATING

CAUTION: If the original hydraulic head as SCREW WITH G ASKET
as
sembly is not reinstalled, it will be necessary to

remove the fuel injection pump assembly from the
engine and to recalibrate the pump to "Specifica
tions," using equipment designed for this purpose
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in the hands of specially trained personnel.

1. Lubricate the hydraulic head O-ring seals
with petroleum jelly, then place lower ring in posi LOW ER O RING
tion at bottom of bore in pump body as shown in SEAL ,
figure 39.
BEVELED TO O TH O N
2. Place upper O-ring seal in groove in hy G O V E R N O R DRIVE GEAI
draulic head (fig. 38). (MUST BE AT 12
3. Position the hydraulic head assembly so the TAPPET GUIDE' O 'C L O C K POSITION)
locating slot in head block is aligned with head
locating screw; and turn face gear so that timing
mark on gear is aligned with mark on housing (fig. Figure 39— Fuel Injection Pump Cavity with
38). Carefully insert head assembly into housing Hydraulic Head Removed

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y.
1
2
Injection Pump Assembly
Fuel Supply Line Fitting
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5 Seal Ring
Overflow Valve
8 Pointer
9 Mark on Adapter Hub
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6
3 Drive Gear 7 Lubricating Oil Fitting 10 Engine Front Cover

4 Mounting Studs 11 Stop Lever t -713-i
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Figure 40— Installing Fuel Injection Pump Assembly on 6-Cylinder Engine
washer (gasket) (fig. 38), and if necessary, rotate FUEL INJECTION PUMP ASSEMBLY
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head assembly so the locating screw can be turned

freely - indicating no interference. Tighten locat NOTE: The fuel injection pump assembly is
ing screw to 1 0 to 1 1 foot-pounds torque. available for service replacement as a complete
5. Place head retaining plate (fig. 30) over the assembly; however, before pump replacement, it
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head assembly with side with word "UP" on top, is important that a complete diagnosis of problem
and install bolts in diagonally opposite corners. be made, and remedial measures taken, as previ
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Gradually tighten plate bolts until sure the gear ously explained under "Fuel Injection System
teeth are properly meshed, then install remaining Trouble Diagnosis." In most instances the required
two bolts and tighten all bolts with torque wrench repairs may be made without removing the injec
as
to 13 to 15 foot-pounds. tion pump assembly from the engine.

6 . Refer to applicable instructions given pre
viously under "Control Unit Assembly Replace FUEL INJECTION PUMP

ment" and install the control unit assembly. REPLACEMENT
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7. Referring to "High Pressure Fuel Line In

stallation" covered later in this section,install the The paragraphs following include directions
fuel lines between hydraulic head outlet ports and for replacement of the fuel injection pump assem
fuel injection nozzles. bly, but replacement should only be made in case
8 . Prime the fuel system, using one of the the symptoms described in TROUBLE DIAGNOSIS
methods described previously under "Priming Fuel CHART in this section definitely indicate that the
System." fuel injection pump assembly is at fault and is not
9. Install equipment which may have been re repairable without removing the unit from the
moved to gain access to the injection pump assem engine.
bly. After engine is started, inspect for fuel leak
age, particularly at hydraulic head and high pres FUEL INJECTION PUMP REMOVAL
sure fuel lines. Before beginning the removal of fuel injection

pump, either for overhaul of other engine compon THE IMPORTANCE OF CLEANLINESS CAN
ents or for installation of a replacement pump as NOT BE OVER-EMPHASIZED.
sembly, the following equipment should be on hand: Figures 40 and 43 show caps at injection noz
1. Dust caps and plugs for closing the open zles and plugs in hydraulic head ports.
ings at injection nozzles and ports in hydraulic 4. Disconnect fuel leak-off lines from over
head after high pressure lines are removed. flow valve.
2. Gaskets for use when installing the fuel in
jection pump assembly. REPLACING FUEL INJECTION PUMP
3. Clean shop cloths. ON 6-CYLINDER ENGINE
4. Special holding wrench (J-21673) for use
when loosening and tightening pump driven gear REMOVAL
mounting bolts. 1. Clean away any accumulated dirt from the
5. Tachometer for use when adjusting engine entire area around fuel injection pump assembly,
idle speed and for checking governed speed.
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upper part of engine front cover, and all fuel line
fittings.
2. Disconnect fuel lines from fittings on sup
CAUTION ply pump at rear end of injection pump assembly.
Do not attempt to work on the fuel Also disconnect the fuel line at left side of injec
injection pump, nozzles, or high pres tion pump housing. Cap or plug all openings to pre
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sure lines in a dusty area. Extreme vent entrance of dust.
precautions must be taken to prevent 3. At right side of pump assembly, disconnect
any dust particles from entering the lubricating oil line and the fuel return line at the
ry
fuel passages in lines and nozzles. Any overflow valve assembly.
dirt or abrasive material permitted to 4. Remove the gear access cover from top of
enter the fuel supply port on fuel in engine front cover to provide access to injection
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jection pump could quickly cause ex pump driven gear and attaching bolts. The driven
tensive damage to, or possibly ruin gear must be removed from hub on pump shaft be
the pump hydraulic head mechanism. fore the injection pump assembly can be removed
from engine.
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PRELIMINARY OPERATIONS (All Engines) SUGGESTION: To prevent accidental dropping
1. Depending on type of vehicle and accessory of bolt washers into engine front cover and out of
equipment, remove the necessary equipment to reach, pack clean shop cloths into cavity below the
provide access to fuel injection pump assembly, gear attaching bolts. Do not crank engine until the
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high pressure fuel lines and engine controls. Care cloths have been removed.
fully observe the arrangement of accelerator con NOTE: If the same fuel injection pump assem
trol linkage, and the engine stop mechanism. School bly is to be reinstalled, it may be advantageous to
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bus chassis and other vehicles with rear-mounted remove two of the driven gear mounting bolts and
engines have an engine stop motor controlled by set the engine No. 1 piston in firing position, be
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a stop button. A stop motor or an engine stop air fore removing the last bolt.
cylinder is mounted on the injection pump assem Procedure for setting engine in firing position
bly. Disconnect wire from stop motor terminal on No. 1 cylinder is previously given under "Check
ss
(when used). Disconnect stop control cable and ing Injection Timing."
disconnect accelerator linkage from lever at left It is not always necessary to observe position
side of injection pump assembly. of mark on face gear (fig. 1 1 ) before removing
2. Remove tubing clamps which are shown in pump. Position of mark can be observed after pump
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figures 28 and 29. Use the adapters shown in figure removal; however, pump must be installed with
27 and loosen high pressure tubing nuts at fuel in face gear timing mark approximately in same
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jection nozzles and at pump hydraulic head. Use position as when removed. Observe position of
air hose to blow away any loose dirt particles at timing mark immediately after pump removal. If
hydraulic head and at nozzles. With fingers com mark is positioned approximately as in figure 1 1 ,
plete tubing nut removal at both ends of each line, injection is beginning on #1 cylinder. If markis not
then remove the high pressure tubing using care visible as in figure 11, injection is beginning on #4
not to bend tubing. When tubing nuts are disengaged cylinder.
from threads each line may be readily removed. 5. When removing the last of the three pump
NOTE: To facilitate installation, eachlinemay driven gear bolts, hold the pump shaft from turning
be tagged with identification number corresponding with special wrench (fig. 15).
with cylinder numbers (figs. 28 and 29). 6 . Remove lower stud nut and washers attach
3. Plug pump ports and cap fittings at injec ing pump to engine front cover.
tion nozzles as soon as lines are removed. 7. Remove access cover and loosen two driven

gear to hub bolts (these are near top position if three pump mounting studs and tighten the nuts
engine is on # 1 cylinder firing position). evenly to seat pump flange firm ly on cover.
8 . Remove upper stud nuts and washers at 6 . Check the position of threaded hole in pump
taching pump to front cover. hub (4, fig. 15) in relation to elongated slot in driven
9. Withdraw pump from front cover far enough gear (5, fig. 15). If necessary change the position
to position driven gear between drive gear and of gear so threaded hole in hub is approximately
front cover. centered in slot in gear. The gear teeth can be
10. Support rear of pump with piece of 1-1/2" lifted out of mesh with drive gear to change gear
hose section cut 1-3/8" long (between valley cover position. Referring to the "Suggestion" under Step
and bottom of pump). 4. of "Removal" procedure, take precautions to
11. Insert safety rags. Remove previously prevent accidental dropping of bolts and washers
loosened bolts. Using a 7/8" box wrench, rotate into engine cavity.
the hub to gain access to remaining hub bolt. Use 7. Start one of the driven gear mounting bolts
( 6 , fig. 15) with plain washer through driven gear
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wrench to hold hub and remove remaining bolt.
slot and into mounting hub, then using special
INSTALLATION wrench (fig. 15) hold pump hub timing mark in
alignment with pointer and tighten gear mounting
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Preliminary Operations bolt firmly.
8 . Crank the engine as necessary to bring
If a new fuel injection pump assembly is being
installed, it will be necessary to transfer the fuel other driven gear bolt holes into position for in
line and oil line fittings from the removed pump stalling remaining two bolts; install bolts and plain
y.
assembly to the new pump. Observe the position of washers, then tighten bolts to 35 to 40foot-pounds.
each fitting as it is removed, and install it in same NOTE: Before the gear access cover is in
position on new pump assembly. stalled on engine front cover assembly, it is sug
CAUTION: Carefully clean any accumulated
dirt from fittings before installing in replacement
pump assembly and install dust caps to exclude
ar gested that engine crankshaft be turned counter
clockwise a few degrees, and then turned back until
the "INJ" mark on damper (fig. 13) is aligned with
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any foreign material when the fittings are installed. pointer. This will assure tooth contact on drive
Inspect gear teeth on injection pump drive side of all gears. Make final check to be sure No.
gear and driven gear before installing pump. Be 1 cylinder is on compression stroke, then refer
sure the mounting surface on pump flange and the ring to figure 1 1 , check for indexing of timing
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mating surface at engine front cover are clean. mark (9) with pointer ( 8 ), and also view face gear
Remove the cover from right-hand side of in (3) through opening in pump housing. Mark (4) on
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jection pump so alignment marks on face gear and face gear will be in the position shown, to left of
ledge can be seen. mark (5), if pump is properly timed to engine.
9. Install side cover on pump housing using new
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Fuel Injection Pump Installation gasket. Also use new gasket and install gear access
1. Set fuel injection pump driven gear in place cover on top of engine front cover assembly.
through access opening in top of engine front cover. 10. Connect lubrication oil supply line to fit
Driven gear teeth must engage teeth on pump drive ting on injection pump housing. Connect fuel return
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gear and flat side of gear must be toward rear as line to the overflow valve assembly.
shown in figure 14. 11. Thoroughly clean and inspect the fuel lines
2. Check position of rocker arms at No. 1 cyl to be used in connecting fuel secondary filter.
as
inder to be sure No. 1 piston is on compression Mount a new secondary filter on filter bracket and
stroke. Observe "INJ" mark on crankshaft damper connect fuel lines. Refer to "Secondary Filter Re
assembly (fig. 13) which must be indexed with the placement" for any necessary instructions for fuel
pointer on front cover as shown. line connections.
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3. Through opening in right-hand side of fuel 12. Connect accelerator control linkage and
injection pump assembly, look for mark on edge of engine stop mechanism.
face gear. If mark is not visible, turn the pump CAUTION: The fuel injection nozzles should
shaft until mark comes into view, then set the be inspected and repaired as necessary, or re
mark on hub in alignment with pointer in pump placed with new nozzles whenever a new or rebuilt
housing. Mark and pointer are shown in figure 11 fuel injection pump is installed on engine. Attempt
(Items 8 and 9). ing to start an engine having defective injection
4. Referring to figure 40, install seal ring (5) nozzles can damage or ruin a fuel injection pump
on pilot at forward side of pump mounting flange, assembly.
then lift the injection pump assembly into position 13. Install high pressure fuel lines.referring
on mounting studs (4). to "High Pressure Fuel Line Installation" covered
5. Install plain washer and nut on each of the previously in this section.

14. Prime the fuel system before attempting

to start engine. Recommended procedure for prim
ing is given previously under "Priming Fuel Sys
tem ." During priming procedure, the supply line
should remain disconnected from fitting on left side
of pump assembly until all air has been purged
from filters, supply pump, and lines; then continue
to flush fuel through open end of line to avoid the
possibility of any loose particles entering the fuel
chamber surrounding the hydraulic head assembly.
15. Start engine and inspect all fuel line and
lubricating oil line connections for leakage.
16. Check and adjust engine idle speed if re
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quired.
REPLACING FUEL INJECTION PUMP

ON 8-CYLINDER ENGINE
REMOVAL
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1. Accomplish the procedure given previously
under "Preliminary Operations (All Engines)." Bolt with Lock Washer Oil Drain Hose
Clean away any accumulated dirt from the entire and Plain Washer Hose Clamp
ry
area around fuel injection pump assembly, upper Bolt with Lock Washer Pump Support
part of engine front cover and all line fittings. and Plain Washer Bracket
2. Disconnect fuel lines from fittings on sup ra Injection Pump Hose Connector
ply pump at rear end of injection pump assembly. Support Elbow
Also disconnect the fuel supply line at left side of Fuel Injection Pump Grommet
injection pump housing. Cap or plug all openings Assembly Lifter Compartment
to prevent entrance of dust. Nipple Cover T-1977
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3. Disconnect and remove lubricating oil lines
(fig. 29). Figure 41 — Fuel Injection Pump Rear Support and
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4. At rear end of injection pump loosen clamps Lubricating Oil Drain Hose on 8-Cylinder Engine
on oil drain hose ( 6 , fig. 41). Pull hose connector
elbow out of grommet in valve lifter compartment
t a * IN J E C T IO N PUMP
ca
E N G IN E
cover; then remove connector and hose. C S S ? D R IV E N G E A R FRO N T C O V ER
5. Remove two bolts and washers (2, fig. 41)
which hold pump support and bracket (3 and 8 , fig.
41) together; then remove the two bolts and wash
ic
ers (1, fig. 41) at lifter compartment cover. Re

move the pump support bracket.
6 . Remove the gear access cover from top of
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engine front cover to provide access to injection

pump driven gear and attaching bolts. The driven
as
STUDS
gear must be removed from hub on pump shaft be
fore the injection pump assembly can be removed
from engine.
SUGGESTION: To prevent accidental dropping
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of bolt washers into engine front cover and out of

C Y L IN D E R
reach, pack clean shop cloths into cavity below the BLO CK CAP
gear attaching bolts. Do not crank engine until the
cloths have been removed.
NOTE: If fuel injection pump assembly is to be
reinstalled immediately, it may be advantageous
to remove two of the driven gear mounting bolts
CAP G ASKET
and set the engine No. 1 piston in firing position, C A P BO LT S
before removing the last bolt.
Procedure for setting engine in firing position
on No. 1 cylinder is previously given under "Check Figure 42— Injection Pump Driven Gear and Pump
ing Injection Timing.” Mounting Studs 18-Cylinder Engine)

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ry
1 Injection Pump Assembly 4 Adapter Hub 7 Engine Front Cover
2 Plugs to Seal Openings 5 Pump Mounting Studs
3 Seal Ring 6 Drive Gear
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Figure 43— Installing Fuel Injection Pump Assembly on 8-Cylinder Engine

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It is not always necessary to observe position assembly to the new pump. Observe the position of
of mark on face gear (fig. 1 1 ) before removing each fitting as it is removed, and install it in same
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pump. Position of mark can be observed after pump position on new pump assembly.
removal; however, pump must be installed with
CAUTION: Carefully clean any accumulated
face gear timing mark approximately in same
dirt from fittings before installing in replacement
a
position as when removed. Observe position of

pump assembly and install dust caps to exclude
timing mark immediately after pump removal. If
any foreign material when the fittings are installed.
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mark is positioned approximately as in figure 1 1 ,

injection is beginning on #1 cylinder. If mark is not Inspect gear teeth on injectionpump drive gear
visible as in figure 11, injection is beginning on #4 and driven gear before installing pump. Be sure
cylinder. the mounting surface on pump flange and the mat
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7. When removing the last of the three pump ing surface at engine front cover are clean.
driven gear bolts hold the pump shaft from turning Remove the cover from right-hand side of in
with special wrench (fig. 15). jection pump so alignment marks on face gear and
as
8 . Remove the two lower mounting bolts and ledge can be seen.
washers first, then place a suitable wood block
under rear of injection pump to support the assem Fuel Injection Pump Installation
bly while two upper bolts and washers are removed 1. Set fuel injection pump driven gear in place
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from mounting studs (fig. 42). through access opening in top of engine front cover.
9. Remove the fuel injection pump from en Driven gear teeth must engage teeth on pump drive
gine; then remove driven gear from front cover. gear and flat side of gear must be toward rear as
Remove sealing ring from pilot at pump mounting shown in figure 42.
flange. 2. Check position of rocker arms at No. 1 cyl
inder to be sure No. 1 piston is on compression
INSTALLATION stroke. Observe "INJ" mark on crankshaft damper
assembly (fig. 1 2 ) which must be indexed with the
Preliminary Operations pointer on front cover as shown.
If a new fuel injection pump assembly is being 3. Through opening in right-hand side of fuel
installed, it will be necessary to transfer the fuel injection pump assembly, look for mark on edge of
iine and oil line fittings from the removed pump face gear. Refer to figure 11. If mark is not visible,

turn the pump shaft until mark comes into view. NOTE: Before the gear access cover is in
Through inspection plate opening in top of advance stalled on engine front cover assembly, it is sug
mechanism housing, check the position of mark in gested that engine crankshaft be turned counter
relation to pointer (fig. 12). If necessary turnpump clockwise a few degrees, and then turned back until
shaft to index mark with pointer. the "INJ" mark on damper (fig. 12) is aligned with
Install injection pump support (3, fig. 41) on pointer. This will assure tooth contact on drive
bottom of pump housing using two bolts with lock side of all gears. Make final check to be sure No.
washers. 1 cylinder is on compression stroke, then re fe r
4. Referring to figure 43, install seal ring (3) ring to figure 1 2 , check for indexing of timing mark
on pilot at forward side of pump mounting flange, (1) with pointer (3), and also view face gear through
then lift the injection pump assembly into position opening in side of pump housing. Mark (4) on face
on mounting studs (5). gear (fig. 13) will be in the position shown, to left
5. Install plain washer and nut on each of the of mark (5), if the pump is properly timed to the
four pump mounting studs (fig. 42) and tighten the engine.
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nuts evenly to seat pump flange firmly on cover.
NOTE: A suitable block may be inserted be 11. Install cover on pump housing using new
tween rear of pump and lifter compartment cover gasket. Install inspection plate and gasket on top of
advance mechanism housing. Using new gasket,
to support pump while installing nuts and washers
at mounting flange. install gear access cover on engine front cover
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assembly.
6 . Place injection pump support bracket ( 8 ,
CAUTION: Remove rags, if used, to pack
fig. 41) in place on valve lifter cover with holes for
cover opening while installing pump driven gear.
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bolts (1 and 2, fig. 41) aligned with threaded holes
in cylinder block and weld nuts on injection pump 12. Connect lubrication oil supply lines (fig. 29)
support. Install two bolts with lock washers and at fittings on housings. Connect the fuel return line
plain washers (2, fig. 41), but tighten these bolts to overflow valve assembly.
only enough to bring support and bracket into con
tact with each other. Install two bolts (2, fig. 41)
ra 13. Thoroughly clean and inspect the fuel lines
to be used in connecting the secondary filter. Mount
with lock washers and plain washers to secure the a new secondary fuel filter on filter bracket with
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pump support bracket, then tighten the bolts ( 2 , fig. the fuel lines connected. Refer to "Secondary Filter
41) which clamp the bracket.to the pump support. Replacement” for any necessary instructions for
7. Referring to figure 41, install nipple (5) in making fuel line connections.
threaded hole in pump housing, insert grommet ( 1 0 ) 14. Connect accelerator control linkage and
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in hole in lifter cover ( 1 1 ); then assemble oil drain engine stop mechanism.
hose ( 6 ) and elbow (9) as shown. Hose must be
CAUTION: The fuel injection nozzles should
clamped at nipple and end of elbow must be insert
be inspected and/or repaired as necessary, or re
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ed into grommet ( 1 0 ).
placed with new nozzles, whenever a new or re
8 . Check the position of threaded hole in pump
hub (4, fig. 43) in relation to elongated slot in driven built fuel injection pump is installed on engine.
gear ( 6 , fig. 43). If necessary, change the position Attempting to start an engine having defective in
jection nozzles can damage or ruin a fuel injection
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of gear so threaded hole in hub is approximately

centered in slot in gear. The gear teeth can be pump assembly.
lifted out of mesh with drive gear to change gear 15. Install high pressure fuel lines, referring
as
position. to "High Pressure Fuel Line Installation" covered

Referring to the "Suggestion” under Step 4. of previously in this section.
"Removal" procedure, take precautions to prevent 16. Prime the fuel system before attempting
accidental dropping of bolts and washers into en to start engine. Recommended procedure for prim
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gine cavity. ing is given previously under "Priming Diesel Fuel

9. Start one of the driven gear mounting bolts System." During priming procedure the supply line
with plain washer through slot in driven gear and should remain disconnected from fitting in left side
into drive hub on pump shaft. Use special wrench of pump assembly until all air has been purged
to hold pump shaft so timing mark is indexed with from filters, supply pump, and lines; then continue
pointer (fig. 1 2 ) while tightening gear mounting to flush fuel through open end of line to avoid the
bolt firmly. possibility of any loose particles entering the
10. Crank the engine as necessary to bring chamber surrounding the hydraulic head assembly.
other driven gear bolt holes into position for in 17. Start engine and inspect all fuel line and
stalling remaining two bolts, then install bolts and lubricating oil line connections for leakage.
plain washers and tighten bolts to 35 to 40 foot 18. Check engine idle speed and, if necessary,
pounds. adjust to proper setting.

SPECIFICATIONS
FUEL INJECTION P UM P A S S E M B L Y FUEL INJECTION NOZZLE & H O L D E R A S S E M B L Y
M a k e ..............................................................................................A m e r i c a n B o s c h A r m a C o r p o r a t io n M a k e ............................................................................................. A m e r i c a n B o s c h A r m a C o r p o r a t io n
T y p e ...............................................................P S J ( S i n g l e P l u n g e r , w it h B u i l t - i n G o v e r n o r ) T y p e ................................................. ............................................................................................................ M u l t i - o r i f i c e
D r i v e ......................................................................................................................G e a r T r a i n f r o m C r a n k s h a f t N u m b e r a n d S i z e o f O r i fi c e s
T i m i n g A d v a n c e .........................................................................................................................F u l l y A u t o m a t i c D H 4 7 8 ............................................................................................................................................................. ( 4 ) 0 .0 1 3 8 "
D / D H 6 3 7 .................................................................................................................................................... ( 4 ) 0 .0 1 3 8 "
EN G IN E G O V E R N E D S P E E D (R P M ) V a l v e O p e n i n g P r e s s u r e ......................................................................................................... * 3 0 0 0 p s i
EN G IN E FULL LOAD NO LOAD HIGH P RESSURE LINES
D H 478 3200 3440 W a ll T h i c k n e s s ................................................................................................................................................. 0 .0 8 3 "
D637 2600 3000 In s id e D i a m e t e r ..............................................................................................................................................0 .0 8 4 "
DH637 2800 3050
E n g i n e I d le S p e e d .............................................................................................................................6 2 5 -6 7 5 r p m FUEL SUPPLY PUMP
N o t e : I d e n t if ic a t io n p la te o n p u m p h o u s in g c a r r ie s GIVI P a r t N o . a n d T y p e .............................................................................................................................. P o s it iv e D i s p la c e m e n t
om
M fg r’s N u m b e r. L o c a t i o n ..................................................................................R e a r o f I n j e c t io n P u m p H o u s in g
D r i v e ....................................................................................................F r o m I n t e r n a l G o v e r n o r S h a f t
O VE RF L O W VALVE A S S E M B L Y S u p p l y P u m p G e a r T h i c k n e s s .................................................................. 0 .3 7 9 0 " - 0 .3 8 4 0 "
O p e n i n g P r e s s u r e ( p s i ) ....................................................................................................................................2 7 - 3 3 S u p p l y P u m p G e a r B a c k l a s h ......................................................................0 .0 0 4 0 " - 0 .0 0 8 0 "
S p r i n g F r e e L e n g t h ..............................................................................................................................................1 .0 0 0 " P u m p O u t p u t P r e s s u r e ( M a x . ) ............................................................................. 4 0 t o 55 p si
S p rin g P re s s u re @ 0 .8 4 0 " .....................................................................................................4 1/? t o 5 lb s . * W i t h n e w s p r i n g s e t t o 3 2 0 0 p s i.
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T O R Q U E W RENCH S P EC IFIC A TIO N S
INJECTION NOZZLE & H O LD E R A S S E M B L Y FUEL INJECTION P U M P A S S E M B L Y (Cont.)
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I n je c t io n N o z z l e C a p N u t ......................................................................................................5 0 -5 5 f t . - l b s . H y d r a u l i c H e a d P la t e B o l t s ............................................................................................... 1 3 - 1 5 f t .- l b s .
H ig h P r e s s u r e F u e l L i n e N u t s ( a t P u m p ) ...................................................1 6 - 1 9 f t . - l b s . G o v e r n o r C o v e r B o l t s ..........................................................................................................................5 -6 f t .- l b s .
H ig h P r e s s u r e F u e l L i n e N u t s ( a t In je c t io n N o z z l e s ) ..............2 2 - 2 6 f t .- l b s . C o n t r o l U n i t C o v e r S c r e w s .................................................................................................2 - 2 1 4 f t .- l b s .
I n j e c t io n N o z z l e B o l t s ...................................................................................... ...................1 7 - 2 0 f t .- l b s . C o n t r o l U n i t P l a t e S c r e w s ................................................................................................... I 1/ ? - 2 f t .- l b s .
O VE RF L O W VALVE A S S E M B L Y
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V a l v e t o B o d y ...........................................................................................................................................2 0 - 2 5 f t .- l b s .
S u p p l y P u m p R e l ie f V a l v e S c r e w ........................................................................... 5 0 -5 5 f l .- l b s .
F u e l S u p p l y P u m p M o u n t i n g B o l t s ..............................................................................5 -6 f t .- l b s .
F u e l S u p p l y P u m p I n s e r t - t o - C o v e r S c r e w s ............................................ 2 -2 V 4 f t .- l b s .
FUEL INJECTION P U M P A S S E M B L Y I n je c t io n P u m p M o u n t i n g S t u d N u t s ................................................................ 2 5 - 3 0 f t .- l b s .
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D e l i v e r y V a l v e R e t a i n e r ....................................................................................................... * 6 5 - 7 0 f t . - l b s . ♦ T ig h te n D e l i v e r y V a l v e R e t a i n e r t o 6 5 t o 7 0 f t . - l b s . t o r q u e , t h e n
D e l i v e r y V a l v e R e t a i n i n g S c r e w .................................................................................6 5 - 7 0 f t .- l b s . lo o s e n R e t a i n e r a n d r e t ig h t e n t o 6 5 t o 7 0 f t . - l b s . t o r q u e .
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FUEL INJECTION AND GOVERNOR SYSTEM

(6V-53 ENGINES)
FUEL SYSTEM— GENERAL 3. Atomizes the fuel for mixing with the air in
the combustion chamber.
The fuel system consists of the fuel primary 4. Distributes the fuel throughout the air in
filter, fuel pump, fuel secondary filter, fuel lines the combustion chamber.
and injectors as shown in figure 1 . 5. Permits continuous fuel flow.
A .070" restricted fitting is located in the cyl Combustion required for satisfactory engine
inder head fuel return manifold outlet to maintain operation is obtained by injecting, under pressure,
pressure within the fuel system, between the fuel a small quantity of accurately metered and finely
pump and restricted fitting. atomized fuel oil into the combustion chamber.
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On some models a check valve, if required, is Metering of the fuel is accomplished by an
installed in the supply line between the fuel tank upper and lower helix machined in the lower end of
and fuel primary filter, to keep the fuel oil from the injector plunger. Figure 3 illustrates the fuel
draining back into the fuel tank when the engine is metering from NO-LOAD to FULL-LOAD by rota
shut down. tion of the plunger in the bushing.
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The fuel pump draws fuel from the tank through Figure 4 illustrates the phases of injector
the primary filter, and forces it under pressure operation by the vertical travel of the injector
through the secondary filter. From the secondary plunger.
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filter, the fuel is forced through the fuel inlet pass The continuous fuel flow through the injector
age in the cylinder head and fuel lines to the in serves, in addition to preventing air pockets in the
jector. fuel system, as a coolant for those injector parts
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The fuel passes through a filter element within subjected to high combustion temperatures.
the injector to a chamber where it is metered, To vary the power output of the engine, injec
displaced, and atomized through the spray tip into tors having different fuel output capacities are
the combustion chamber. used. The fuel output of the various injectors is
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Heat generated by the high compression of air governed by the helix angle of the plunger and the
ignites the fine fuel spray and combustion contin type of spray tip used. Refer to figure 5 for the
ues until the fuel is burned. identification of the injectors and their respective
Fuel in excess of that required for engine
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operation is circulated through the injectors by the

fuel pump. In addition to serving as a coolant,
circulation of the surplus fuel bleeds any air or
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vapor in the system back to the fuel tank where it

is vented to the atmosphere. Surplus fuel leaving
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the injectors flows through the outlet fuel line to

the fuel return passage, through a restricted fit
ting, and back to the fuel supply tank.
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FUEL INJECTORS
DESCRIPTION
a
The GM unit fuel injector illustrated in figure

2 , is a lightweight compact unit which enables
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quick easy starting directly on Diesel fuel and per

mits the use of a simple open type combustion
chamber. The simplicity of design and operation
provides for simplified controls and easy adjust
ment. No high pressure fuel lines or complicated
air-fuel mixing or vaporizing devices are required.
The unit fuel injector performs five functions:

1. Creates the high fuel pressure required for
efficient injection.
2. Meters and injects the fuel to the exact
amount required to handle the load. Figure 1 — Fuel System For 6 V - S 3 E n g in e

ENG INE FUEL SYSTEM 6M-51
1 Follower
2 Follower Spring
3 Follower Stop Pin 1
4 Plunger
5 Gear 2
6 Gear Retainer
7 Seal Ring 3
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8 Plunger Bushing
9 Spill Deflector
4
10 Check Valve
11 Valve Spring 5
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6
12 Spring Seat
7
13 Needle Valve
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14 Spray Tip
8
15 Spring Cage ra
16 Body Nut
9
17 Check Valve Cage
18 Dowel
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19 Control Rack
2 0 Fuel Filter
10
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2 1 Injector Body 11
2 2 Gasket 12
23 Filter Cap
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13
14
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Figure 2 — Fuel Injector System

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EFFECTIVE EFFECTIVE EFFECTIVE

STROKE STROKE 5TROKE
UPPER
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PORT
NO IDLING HALF FULL END OF

INJECTION LOAD LOAD LOAD OF INJECTION INJECTION
STROKE STROKE STROKE
Fuel Metering From N o Injection To Full Injection, Produced By Rotating Phases of Injector Operation B y Vertical Travel of Plunger t p 38 1 3
Plunger with Control Rack tp 3812
Figure 3 — Fuel M e te rin g Positions From Figure 4 — P h a se s of Injector O p eration

N o L oa d to Full Load Through Vertical Travel of Plunger

Since the helix angle on the plunger determines

the output and operating characteristics of a par
ticular type of injector, it is imperative that the
correct injectors are used for each engine appli
cation. If injectors of different types are mixed,
erratic operation w ill result and may cause serious
M e t a l Id e n tific a tio n T a g P resse d
damage to the engine and to the equipment which Into R e ce ss In Injector B o d y
it drives.
CAUTION: Do not intermix the

needle valve injectors with the other
types of injectors in an engine.
Id e n tific ation M a r k o n P lu n g e r
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Each fuel injector has a circular disc pressed
into a recess at the front side of the injector body
for identification purposes (fig. 5). The identifica
tion tag indicates the nominal output of the injector
in cubic millimeters. A horizontal bar on the in
jector identification tag between the "GM" and the
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injector size identifies the current needle valve
injector. Former injectors did not have a bar on Id e n tific a tio n M a r k o n E n d of S p r a y Tip
the identification tag.
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The fuel injector combines in a single unit all
the parts necessary to provide complete and inde
pendent fuel injection at each cylinder.
Fuel, under pressure, enters the injector at
ra FORMER CURRENT
the inlet side through a filter cap and filter element INJECTOR SPRAY TIP SPRAY TIP* PLUNGER
(fig. 1). From the filter element, the fuel passes
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L40 8-.0055-165A 8-.0055-165A 4L
N 40 8-.0055-165A 6-.006 -165A 4N
through a drilled passage into the supply chamber, N45 8-.0055-165A 6-.006 -165A £n
that area between the plunger bushing and the spill N 50 8-.0055-165A 6-.006 -165A 5N
deflector, in addition to that area under the injec First numeral indicates number of spray holes, followed
tor plunger within the bushing. The plunger oper by sizes of holes and angle formed by spray from holes.
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T-3048
ates up and down in the bushing, the bore of which

is open to the fuel supply in the annular chamber
by two funnel-shaped ports in the plunger bushing.
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Figure 5 — Injector Identification

The motion of the injector rocker arm is
transmitted to the plunger by the follower which
pressure by the continued downward movement of
bears against the follower spring (fig. 6 ). In addi
the plunger.
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tion to the reciprocating motion, the plunger can

When sufficient pressure is built up, it opens
be rotated, during operation, around its axis by the
the flat, non-return, check valve. The fuel in the
gear which meshes with the rack. For metering the
check valve cage and spring cage passages, tip
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fuel, an upper helix and a lower helix are machined

passages and tip fuel cavity is compressed until
in the lower part of the plunger. The relation of the
the force acting upward on the needle valve is suf
helixes to the two ports changes with the rotation
ficient to open the valve against the downward force
of the plunger.
of the valve spring. As soon as the needle valve lifts
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As the plunger moves downward, under force off its seat, the fuel is forced through the small
of the injector rocker arm, a portion of that fuel orifices in the spray tip and is atomized in the
trapped under the plunger is displaced into the sup combustion chamber.
ply chamber through the lower port until the port When the lower land of the plunger uncovers
is closed off by the lower end of the plunger. A the lower port in the bushing, the fuel pressure
portion of the fuel trapped below the plunger is below the plunger is reduced, and the valve spring
then forced up through a central passage in the closes the needle valve, ending injection.
plunger into the recess and into the supply cham A pressure relief passage has been provided
ber through the upper port until that port is closed in the spring cage to permit bleed off of fuel leak
off by the upper helix of the plunger. With the up ing past the needle pilot in the tip assembly.
per and lower ports both closed off, the remaining A check valve, directly below the bushing,
fuel under the plunger is subjected to increased prevents leakage from the combustion chamber

On the return upward movement of the plunger,

the high pressure cylinder within the bushing is
again filled with fuel oil through the ports. The
constant circulation of fresh cool fuel through the
injector renews the fuel supply in the chamber,
helps cool the injector and, also, effectively re
moves all traces of air which might otherwise ac
cumulate in the system and interfere with accurate
metering of the fuel.
The fuel injector outlet opening, through which
the excess fuel oil returns to the fuel return pass
age and then back to the fuel tank, is directly ad
jacent to the inlet opening and contains a filter
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element exactly the same as the one on the fuel in
let side.
Changing the position of the helixes, by rotat
ing the plunger, retards or advances the closing of
1 Camshaft 5 Rocker Arm the ports and the beginning and ending of the in
2 Cam Follower Assy. 6 Injector Assy. jection period. At the same time, it increases or
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3 Push Rod 7 Cylinder Head decreases the amount of fuel injected into the cyl
4 Hold-Down Clamp________________ tpm-7182 inder. Figure 3 shows the various plunger positions
from NO-LOAD to FULL-LOAD. With the control
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Figure 6 — Fuel Injector Installed rack pulled out all the way (no injection), the upper
port is not closed by the helix until after the lower
into the fuel injector in case the valve is accident
ra port is uncovered. Consequently, with the rack in
ally held open by a small particle of dirt. The in this position, all of the fuel is forced back into the
jector plunger is then returned to its original posi supply chamber and no injection of fuel takes place.
tion by the injector follower spring. Figure 4 shows With the control rack pushed in (full injection), the
the various phases of injector operation by the upper port is closed shortly afteT the lower port has
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vertical travel of the injector plunger. been covered, thus producing a maximum effective
stroke and maximum injection. From this no in
jection position to full injection position (full rack
movement), the contour of the upper helix advances
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the closing of the ports and the beginning of in

jection.
The unit fuel injector is one of the most im
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portant and precisely built parts of the engine. On

this unit depends the injection of the correct amount
of fuel at exactly the right time into the combustion
chamber. Because the injector operates against
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high compression in the combustion chamber, ef

ficient operation demands that injector assemblies
be maintained in first-class condition at all times.
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Proper maintenance of the fuel system and the use

of the recommended type fuel filters and clean
water-free fuel are the keys to trouble-free oper
ation of the injectors.
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INJECTION TIMING
To properly time the injectors, the injector
follower must be adjusted to a definite height re l
ative to the injector body.
All injectors can be timed during one full rev
olution of the crankshaft.
1. Place the engine stop lever in the NO-FUEL
position.
2. Rotate the crankshaft in the direction of
engine rotation until the exhaust valves are fully
Figure 7— Timing Fuel Injector depressed on the particular cylinder to be timed.

3. Place the small end of injector timing gauge

in hole provided in the top of the injector body, with
the flat of the gauge toward the injector follower
as shown in figure 7. Use injector timing tool num
ber J-1242 with a timing dimension of 1.484 inch
for N45 injectors.
4. Loosen the push rod lock nut.
5. Turn the push rod and adjust the injector
rocker arm until the extended part of the gauge
will just pass over the top of the injector follower.
6 . Hold the push rod and tighten the lock nut.
Check adjustment and readjust if necessary.

7. Time the remaining injectors as outlined
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in steps 1 through 6 .
SETTING INJECTOR CONTROL RACK

The position of the injector rack control levers
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must be correctly set in relation to the governor.
Their position determines the amount of fuel in
jected into each cylinder and ensures equal dis
tribution of the load.
y.
Adjust No. 3L injector rack control lever first
to establish a guide for adjusting the remaining
injector rack control levers. The letters R or L
indicate injector location in right or left cylinder
bank, viewed from rear of engine. Cylinders are
numbered starting at the front of the engine on each
ar Figure 8 — A d ju stin g N o. 3 L Injector
Rack Control Lever
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cylinder bank. Hold the fuel control lever in the maximum
1. Disconnect any linkage attached to the gov fuel position, and press down on the injector rack
ernor fuel control lever. with a screwdriver or finger-tip causing the rack
2. Adjust idle speed adjusting screw until 1/2" to rotate.
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( 1 1 - 1 2 threads) of threads project from the lock a. The setting is sufficiently tight if the rack
nut.
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returns to its original position. If the rack does

NOTE: This adjustment lowers the tension of not return to its original position, it is too loose.
the low speed spring so that it can be compressed, To correct, back off the outer adjusting screw
while closing the low speed gap, without bending slightly and tighten the inner adjusting screw.
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the fuel rods. b. The setting is too tight if, when moving the
3. Back out buffer screw approximately 3/4” . speed control lever from the idle to the maximum
4. Remove valve rocker covers, and remove speed position, the injector rack becomes tight
clevis pin between the fuel rod and the right cylin before the speed control lever reaches the end of
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der bank injector rack control lever. its travel (stop under the governor cover). This will
5. Loosen all inner and outer injector rack result in a step up in effort to move the speed con
control lever adjusting screws on both cylinder trol lever to its maximum speed position and a de
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banks. Be sure all injector rack control levers are flection in the fuel rod (fuel rod deflection can be
free on the injector control tubes. seen in the bend). If the rack is too tight, back off
6 . Move fuel control lever in the FULL FUEL the inner adjusting screw slightly and tighten the
position; hold in that position with light finger pres outer adjusting screw.
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sure. Turn the inner adjusting screw of No. 3L NOTE: Performing steps 6 and 7 will result
injector rack control down, as shown in figure 8 , in placing the governor linkage and control tube
until a step up in effort is noted. This will place assembly in their same positions that they will
No. 3L injector in the FULL FUEL position. Turn attain while the engine is running at full load. These
down outer adjusting screw until it bottoms lightly positions are:
on the injector control tube. Then alternately tighten (1) Throttle control lever is at full speed posi
both the inner and outer adjusting screws until tight. tion.
(2) Governor low speed gap is closed.
CAUTION: Care should be used to avoid set
(3) High speed spring plunger is on its seat in
ting rack too tight causing fuel rod to bend.
governor control housing.
7. To be sure of the proper rack adjustment, (4) Injector fuel control racks in the FULL
the following check should be performed: FUEL position.

8 . Remove the clevis pin from the fuel rod and faulty one has been located.
the left bank injector control tube lever. 6 . If misfiring difficulty is attributed to the
9. Insert the clevis pin in the fuel rod and the injector, replace injector as described later in this
right cylinder bank injector control tube lever and section.
position No. 3R injector rack control levers as
previously outlined in step 6 for the No. 3L injec INJECTOR REMOVAL
tor rack control lever. Servicing an injector is not a difficult task and
10. Insert the clevis pin, the fuel rod and the may be performed by the average service man.
left cylinder bank injector control tube lever. Re However, due to the close tolerances of various
peat the check on the 3L and 3R injector rack con injector parts, extreme cleanliness and strict ad
trol lever as outlined in step 7. Carefully observe herence to service instructions is required.
and eliminate any deflection which occurs at the When servicing injectors, the following in
bend in the fuel rod where it enters the cylinder structions should be carefully followed:
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head. 1. When the fuel pipes are removed from an
11. Manually hold the No. 3L injector rack in injector, cover the filter caps with shipping caps
the FULL FUEL position and turn down the inner to keep dirt out of the injector. Also, protect the
adjusting screw of the No. 2L injector rackcontrol fuel pipes and fuel connectors from entry of dirt
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lever until the injector rack of the No. 2L injector or other foreign material.
has moved into the FULL FUEL position. Turn the 2. After the injectors have been operated in
outer adjusting screw down until it bottoms lightly an engine, the filter caps or filters should not be
on the injector control tube; then alternately tighten removed while the injectors are in the engine.
y.
both the inner and outer adjusting screws until they Filter elements should be replaced only at the
are tight. time of complete disassembly and assembly of an
12. Recheck the No. 3L injector rack to be sure injector.
r
that it has remained snug on the ball end of the ra 3. Whenever an injector has been removed
rack control lever while positioning No. 2L injec and reinstalled, or a new injector has been install
tor rack. If the rack of the No. 3L injector has be ed in an engine, the following adjustments must be
come loose, back off slightly the inner adjusting made as outlined in this section:
screw on the No. 2L injector rack control lever. a. Time the injector.
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Tighten the outer adjusting screw. b. Position the injector rack control levers.
When the settings are correct, the racks of 4. When a reconditioned injector is to be plac
both injectors must be snug on the ball end of their ed in stock, it should be filled with a quality grade
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respective rack control levers as in step 7. of rust preventative. Injector test oil J-8130 is
13. Position the No. 1L injector rack control suitable for this purpose. Install shipping caps on
lever as outlined in the two steps above. both filter caps immediately after filling. Do not
14. Position No. 2R and 1R injector racks as fill the injector with fuel oil.
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outlined above for the left cylinder bank. NOTE: Make sure that new filters have been
15. Turn idle speed adjusting screw in until it installed in a reconditioned injector which is to be
projects 3/16" from the lock nut to permit starting placed in stock. This precaution will prevent dirt
of the engine. particles from entering the injector due to a pos
si
16. Replace the engine rocker covers. sible reversal of fuel flow when installing the in
jector in an engine other than the original unit.
LOCATING A MISFIRING CYLINDER
as
1. Start the engine and run it at part load until If it becomes necessary to remove one or
it reaches normal operating temperature. more fuel injectors for inspection or replacement,
2. Remove valve cover. follow the procedure given below:
3. Run the engine at idle speed and check the 1. Remove the valve rocker cover(s).
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valve clearance. 2. Remove the fuel pipes from both the injec
4. Hold an injector follower down with a screw tor and the fuel connectors (fig. 6 ).
driver, thus preventing operation of the injector.
NOTE: Immediately after removal of the fuel
If the cylinder has been misfiring, there will be no
pipes from an injector, cover the filter caps with
noticeable difference in the sound and speed of the
shipping caps to prevent dirt from entering the in
engine. If the cylinder has been firing properly
jector. Also, protect the fuel pipes and fuel con
there will be a noticeable difference in the sound
nectors from entry of dirt or foreign material.
and operation when the follower is held down. This
procedure is similar to short-circuiting a spark 3. Crank the engine with the starting motor to
plug of a gasoline engine. bring the push rod ends - outer ends - of the in
5. If the cylinder is firing properly, repeat jector and valve rocker arms in line horizontally.
the procedure on the other cylinders until the 4. Remove the two rocker shaft bracket bolts

and swing the rocker arm assembly away from the

injector and valves.
5. Loosen the injector clamp bolt and remove
the bolt, special washer, and clamp.
6 . Loosen adjusting screws on injector rack
control lever and slide lever away from injector.

7. Free the injector from its seat and lift it
from the cylinder head (fig. 9).
8 . Cover the injector hole in the cylinder head
to keep foreign particles out of the cylinder.

9. Clean the exterior of the injector with fuel
oil and dry it with compressed air.
INJECTOR INSTALLATION
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Before installing an injector in an engine, re
move the carbon deposits from the beveled seat of
the injector tube in the cylinder head. This will
assure correct alignment of the injector and pre
vent any undue stresses from being exerted against
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the spray tip.
Use injector tube bevel reamer J-5286-9, to
clean the carbon from the injector tube. Exercise
ry
care to remove ONLY the carbon so that the proper
clearance between the injector body and the cylin
der head is maintained. Pack the flutes of the ream ra
er with grease to retain the carbon removed from
the tube.
Figure 9 — R e m o v in g Injector From C ylinder H e a d
Install the injector in the engine as follows:
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1. Refer to figure 6 and insert the injector
fuel connectors. Use socket J-8932-01 and a torque
into the injector tube. Be sure the dowel pin in the
wrench to tighten the connections to 12to 15 pound-
injector body registers with the dowel pin hole in
feet torque.
the head. Next, position the injector rack control
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lever so the lower end of the lever engages the in

CAUTION: Do not exceed the speci
jector rack.
fied torque. Excessive tightening will
2. Install the injector clamp, special washer,
twist or fracture the flared end of the
and bolt. Tighten the bolt to 20 to 25 pound feet
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fuel line and result in leaks. Lubricat

torque. Then, check to make sure the clamp does
ing oil diluted by fuel oil can cause
not interfere with the injector follower spring or
ic
serious damage to the engine bearings.

the exhaust valve springs.
NOTE: Check the injector rack for free move 5. After installing injector(s) in the engine, in
ss
ment. Excess torque can cause the injector control jector should be timed as described previously in
rack to stick or bind. this section. If necessary, set injector control rack.
3. Move the rocker arm assembly into position
INJECTOR TESTING
and tighten the rocker arm bracket bolts to 50 to
a
If inspection does not reveal any external

55 pound feet torque.
damage, then a series of tests should be made to
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CAUTION: On four valve cylinder determine the condition of the injector to avoid un
necessary overhauling.
heads, there is a possibility of damag
An injector that passes all of the tests out
ing the exhaust valves if the exhaust
lined below may be considered to be satisfactory
valve bridge is not resting on the ends
for service, other than the visual check of the
of the exhaust valves when tightening
plunger. However, an injector that fails to pass
the rocker shaft bracket bolts. There
one or more of the tests is unsatisfactory and the
fore, note the position of the exhaust
faults should be corrected.
valve bridge before, during, and after
tightening the rocker shaft bracket bolts. Pre-disassembly Inspection Check
Check to see if the plunger works freely in its
4. Remove the shipping caps. Then align the bushing and whether the control rack moves back
fuel pipes and connect them to the injector and the and forth freely.

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y.
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Figure 1 1— Sp ra y Pattern Test
Figure 1 0 — C h e ck in g Rack a n d Plunger Freeness
sure of 1600 to 2000 psi. Inspect for leaks at the
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Place the injector in the injector tester J-9787 injector filter cap gaskets, body plugs, injector
(fig. 1 0 ), with the dowel in the underside of the in nut seal ring, injector rack hole and spray tip
jector located in the proper slot or hole in the orifices.
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adapter plate J-8538-10. Position the injector sup Relieve the pressure slowly when removing
port and the handle support to the proper height. the injector from the injector tester, to avoid dam
age to the pressure gauge.
CAUTION: When testing an injector
ic
just removed from an engine, the flow Injector Pressure Holding Test
of fuel through the injector on the tester Operate the pump handle to bring the pressure
should be the same as in the engine. up to approximately 1800 psi.
s
Connections on the test head of the Close the fuel shut-off valve and note the pres
tester may be changed to obtain the sure drop. The time for a pressure drop from 1500
as
correct direction of flow (fig. 1 0 ). psi to 1 0 0 0 psi should not be less than 2 0 seconds.
If the injector pressure drops from 1500 psi
Place the handle on top of the injector follower to 1 0 0 0 psi in less than 2 0 seconds, the injector
then close the inlet and outlet clamps to hold the should be checked as follows:
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injector in the tester. With the injector control 1. Thoroughly dry the injector with compress
rack held in the NO FUEL position, push the handle ed air.
down and depress the follower to the bottom of its 2. Open the tester fuel valve and operate the
stroke. Then, very slowly release the pressure on pump handle to maintain the testing pressure.
the handle while moving the control rack back and 3. Check for a leak at the injector rack open
forth, as shown in figure 1 0 , until the follower ing. A leak indicates a poor bushing-to-body fit.
reaches the top of its travel. If the rack does not 4. A leak around the spray tip or seal ring
move freely, it indicates that the internal parts of usually is caused by a loose injector nut, a damag
the injector are damaged or dirty. ed seal ring, or a brinelled surface on the injector
With the injector still mounted in the injector nut or spray tip.
tester, thoroughly dry the injector with compressed 5. A leak at the filter cap indicates a loose
air. Then, pump up the tester and maintain a pres filter cap or a damaged filter cap gasket.

6 . A "dribble" at the spray tip orifices indi

cates a leaking valve assembly due to a damaged
surface or dirt.
Spray Pattern Test

Mount the injector in the tester (fig. 11). Place
the injector rack in the FULL FUEL position, and
operate the pump handle until the fuel pressure is
200-250 psi. Then, close the fuel shut-off valve.
CAUTION: To prevent damage to

the pressure gauge, do not exceed 250
psi during this test.
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Operate the injector several times in succes
sion by operating the tester handle at approximately
40 strokes per minute as shown in figure 11; and
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observe the spray pattern to see that all spray
orifices are open and injecting evenly. The begin
ning and ending of injection should be sharp and
the fuel injected should be finely atomized.
y.
Spray Tip Concentricity Test
The spray tip and the injector nut MUST be Figure 1 2 — C h e ck in g Injector Sp ra y Tip Concentricity
concentric within .008" to ensure correct align
ment of the spray tip in the injector tube. Check
the concentricity in the following manner:
1. Place the injector in the concentricity gauge
ar NOTE: Make sure the counter on the compara
tor is pre-set to 1,000 strokes. If for any reason,
this setting has been altered, reset the counter to
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J-5119 as shown in figure 12. 1 , 0 0 0 strokes by pulling the selector wheel to be
2. Adjust the dial indicator to "O ." Rotate the changed to the right and rotating it to its proper
injector 360° and note the total run-out as indicated position; then, release the wheel.
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on the dial.
If the total run-out exceeds .008", remove the 2. Pull the injector rack out to the NO FUEL
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injector from the gauge. Loosen the injector nut, position.

re-center the spray tip, tighten the nut to 75 to 85 3. Start the comparator by turning on the
pound-feet torque and recheck the concentricity. switch shown in figure 14.
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If, after several attempts, the spray tip cannot 4. After the comparator has started, push the
be positioned satisfactorily, check the assembly of injector rack into the FULL FUEL position and
the entire injector. allow the injector to operate for approximately 30
seconds to purge the air that may be in the system.
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Fuel Output Test 5. After 30 seconds, press fuel flow start but
When injectors are removed from an engine ton. This will start the flow of fuel into the vial.
for output testing and, if satisfactory, reinstalled The comparator will automatically stop the flow
as
without disassembly, extreme care should betaken of fuel at a pre-determined number of strokes.
to avoid reversing the fuel flow. When the flow is 6 . After the fuel stops flowing into the vial,
reversed, dirt trapped by the filters located in the pull the rack out to the NO FUEL position.
injectors is back-flushed into the injector com
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ponents.
The fuel manifolds in Series 53 cylinder heads
direct the fuel into the injector through the filter
cap located above the fuel rack. To avoid revers
ing the fuel flow when using adapter J-7041-88,
cross the fuel flow pipes as shown in figure 13. Do
not cross the pipes when using adapter J-7041-130.
Operate the injector in the comparator J-7041
to check the fuel output as follows:
1. Place the injector in the comparator, as
shown in figure 14. Then, turn the wheel to clamp
the injector and adapter J-7041-130 in position. Figure 1 3 — Position of Fuel Flo w Pipes

o m
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ry
1 Pump Cover 8 Dowel Pin
2 Valve Plug 9 Drive Gear
ra 3 Gasket 10 Drive Shaft
4 Valve Spring 11 Retaining Ball
5 R elief Valve 12 Driven Shaft
6 Pump Body 13 Driven Gear
7 Oil Seals T P M - 7 3 3 4 -1
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Figure 1 5 — Typical Fuel P u m p A sse m b ly
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lates fuel from the fuel supply tank to the fuel in
jectors. The pump circulates the excess supply of
fuel through the injectors and the unused portion
of fuel goes back to the fuel tank by means of a
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fuel return manifold located in each cylinder head

and a fuel return line.
Figure 1 4 — P la c in g Injector in C om pa rator
A spring loaded relief valve, incorporated in
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the pump body, normally remains in the closed

7. Turn the comparator off and reset the
position, operating only when pressure on the out
counter.
let side (to secondary fuel filter) becomes excess
as
8 . Observe the reading on the vial. Fuel output

ive due to a plugged filter or fuel line. The valve
for the N45 injector should be from 11 to 17 as will open at a pressure of approximately 65 to 75
indicated on the vial.
pounds per square inch, allowing fuel to return
The comparator may be used to check and se through a passage in the body from the pressure
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lect a set of injectors which will inject the same

side to suction side of the pump. A small hole in
amount of fuel in each cylinder at a given throttle
the pump body allows fuel oil back of the relief
setting, thus resulting in a smooth running engine.
valve to bleed into the gear compartment. Other
An injector which passes all of the above tests
wise, the fuel might become trapped and prevent
may be put back into service. However, an injector
the valve from opening. (Refer to figure 16.)
which fails to pass one or more of the tests must
be disassembled and rebuilt. Two oil seals are pressed into the bore in the
flanged side of the pump body with the sealing lips
FUEL SUPPLY PUMP of seals facing away from the fuel pump gears, as
shown in figure 15. Two tapped holes in the under
The fuel pump, illustrated in figure 15, is the side of pump body, between the seals, furnish a
positive displacement gear-type. The pump circu- means of attaching piping for draining off any leak-

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DRIVEN DRIVEN BODY STEEL COVER
GEAR SHAFT BALL
1 Relief Valve Vent to Suction Side
2 Passage to Head of Relief Valve
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- Pressure Side
3 Passage From Relief Valve
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- Suction Side
4 Gear Teeth Vent Cavity
ry
5 Oil Seal Vent to Suction Side
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T -3 0 5 3
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Figure 1 6 — Fuel P u m p V a lv in g a n d Rotation (Right H a n d P u m p S h o w n )
age. If leakage exceeds one drop per minute, the Checking Fuel Flow
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seals must be replaced. The fuel pump should 1. Disconnect the flexible fuel return tube
maintain a fuel pressure at the fuel inlet passage from the fitting at the fuel tank or source of supply
of 50 to 70 psi at 1800 rpm engine speed. Lift on and hold the open end of the pipe in a convenient
the suction side of pump should not exceed 48 inches.
cc
receptacle.
2. Start and run the engine at 1200 rpm (no
Fuel pumps are furnished in left- or right- load) and measure the fuel flow return for a period
hand rotation according to the engine model, and of one minute.
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are stamped "LH IN" and "RH IN ." These pumps

NOTE: Approximately one-half gallon of fuel
are not interchangeable, nor can a pump made for
should flow from the return tube per minute.
one rotation be rebuilt for the other rotation.
as
3. Be sure all pipe connections between the

NOTE: The fuel pumps used on the V-type fuel supply and the pipe are tight so that no air will
engines are mounted on the flywheel housing and be drawn into the fuel system; then immerse the
are driven by either the camshaft gear, or by an end of the fuel tube in the fuel container. Air bub
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accessory drive gear. Fuel pumps driven by the bles rising to the surface of the liquid will indicate
camshaft gears cannot be driven by the accessory a leak on the suction side of the pump.
drive gear, or vise-versa, due to the difference in 4. If the fuel flow is insufficient for satisfac
drive ratios of the gears and output of the fuel tory engine performance, then:
pumps. a. Renew the element in the primary filter.
Start the engine and run it at 1200 rpm (no load)
TESTING FUEL PUMP to check the fuel flow. If the fuel flow is still un
If engine operation indicates insufficient sup satisfactory, perform step "b” following:
ply of fuel to the injectors and the fuel level is not b. Renew the element in the secondary filter.
low in the supply tank, check the fuel flow between If the fuel flow is unsatisfactory do as instructed
the restricted fitting in the fuel return passage in in step "c " following:
the cylinder head and the fuel supply tank. c. Check fuel pump as instructed previously

d. When changing a fuel pump, clean all fuel

line fittings with compressed air and be sure all
fuel line connections are tight.
Checking Fuel Pump

If the fuel pump fails to function satisfactorily,
check for broken pump shaft, or dirt in relief valve,
before removing the pump from the engine:
1. Insert the end of a wire through one of the
pump body drain holes, then crank the engine mo
mentarily and see if wire vibrates. Vibration will
be felt if pump shaft rotates.
2. Without removing the pump from the engine,
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unscrew valve screw (fig. 16), then remove spring,
pin and valve. Wash parts and blow out valve cavity
with compressed air. Install valve parts.
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FUEL PUMP REMOVAL
1. Turn steering wheel of vehicle to extreme
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left position. Fuel pump is accessible from behind
right front wheel.
2. Disconnect fuel tubes from inlet and outlet
ry
openings of the fuel pump.
3. Disconnect drain line from fuel pump, if
used.
ra 4. Unscrew three pump attaching bolts and
Figure 1 7 — Lim iting S p e e d G ove rnor a n d D rive
washers and withdraw pump.
5. Check drive coupling and if broken, replace.
under "Checking Fuel Pump." Substitute another
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fuel pump that is known to be in good condition and
FUEL PUMP INSTALLATION
again check the flow. Follow "Removal" and "In
1. Affix a new gasket to pump body and locate
stallation" instructions given later in this section.
pump drive coupling over square end of fuel pump
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drive shaft.
2. Install fuel pump on engine and secure with
three bolt and washer assemblies.
3. Connect inlet and outlet fuel lines to the fuel
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pump.
GOVERNOR 4. Connect drain tube, if used, to pump body.
GOVERNOR
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BLOWER
Engines requiring a minimum and maximum
speed control, together with manually controlled
as
intermediate speeds, are equipped with a limiting

speed mechanical governor, such as that used on
the 6V-53 engine.
FUEL ROD
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COVER
The limiting speed mechanical governor, il
lustrated in figure 17, performs the following
functions:
1. Controls the engine idle speed.
FLYWHEEL
HOUSING 2. Limits the maximum operating speed of the
engine.
The governor assembly number, type, and idle
BLOWER DRIVE SUPPORT speed range are stamped on the name plate attach
ed to the governor housing. The letters D.W.-L.S.
stamped on the 6V-53 governor name plate denote
Figure 18— Limiting Speed Governor Mounting a double-weight limiting speed governor.
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHO P M AN UAL

The governor is mounted between the engine

blower and the flywheel housing as illustrated in
B U F FE R LO CK
figure 18. One end of the governor weight shaft is SCREW NUT
splined to a drive plate attached to the driven blow
er timing gear to provide a means of driving the
governor. The other end of the shaft is supported
by a bearing in the blower drive support (fig. 17).
A cover and lever assembly, control housing,
spring housing, and governor weight and shaft as
sembly are the basic parts of the governor.
OPERATION
The governor holds the injector racks in the
full fuel position for starting when the speed con ID L E S P E E D
om
A D J U S T IN G S C R E W
trol lever is in the idle position. Immediately after
starting, the governor moves the injector racks
to the position required for idling.
The centrifugal force of the revolving governor GOVERNO R S H IM S
H O U S IN G >
low and high speed weights is converted into linear
G ASKET.
motion which is transmitted through the riser and
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operating shaft to the operating shaft lever. One
end of this lever operates against the high and low
speed springs through the spring cap, while the
ry
other end provides a moving fulcrum on which the
differential lever pivots.
When the centrifugal force of the revolving
governor weights equal the force exerted by the
high or low speed spring (depending on the speed
ra S P R IN G \ L O W SPEED
PLU N G ER V S P R IN G
range), the governor stabilizes the engine speed ID L E S P E E D H IG H S P E E D S P R IN G
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for a given setting of the governor speed control A D J U S T IN G S C R E W S P R IN G SEA T
lever. TYPE B
In the low speed range, the centrifugal force

of the low and high speed weights operate together
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against the low speed spring. As the engine speed

increases, the centrifugal force of the low and Figure 7 9 — G o v e r n o r Sp rin g A ssem b lies
high speed weights together compress the low speed
spring until the low speed weights are against their The engine idle speed is determined by the
cc
stops, thus limiting their travel, at which time the force exerted by the governor low speed spring.
low speed spring is fully compressed and the low When the governor speed control lever is placed
speed spring cap is within .0015" of the high speed in the idle position, the engine will operate at the
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plunger. speed where the force exerted by the governor low

Throughout the intermediate speed range the speed weights will equal the force exerted by the
operator has complete control of the engine because governor low speed spring.
as
the low speed gap is closed and the low speed

The engine idle speed is adjusted by changing
weights are against their stops, and the high speed
the force on the low speed spring. This is accom
weights are not exerting enough force to overcome
plished by turning the idle speed adjusting screw
the high speed spring.
as outlined in this section.
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As the speed continues to increase, the cen

The engine maximum no-load speed is deter
trifugal force of the high speed weights increases
mined by the force exerted by the high speed spring.
until this force can overcome the high speed spring
When the governor speed control lever is placed
and the governor again takes control of the engine,
in the maximum speed position, the engine will
limiting the maximum engine speed.
operate at a speed where the force exerted by the
Fuel rods are connected between the control
governor high speed weights will equal the force
link operating lever and each injector control tube
exerted by the governor high speed spring.
lever. A vertical pin in the differential lever en
gages the slot in the control link lever fork. This The maximum no-load speed is adjusted by in
arrangement provides a means for the governor to creasing or decreasing the tension on the high
change the fuel settings of the injector rack control speed spring. This is done by turning the high
levers. speed spring retainer nut on governors with the

With the fuel rod connected to the injector

control tube lever, the mechanism should be free
from bind throughout the entire travel of the injec
tor racks. If friction exists in the mechanism, it
may be located and corrected as follows:
1. If an injector rack sticks or moves too hard,
it may be due to the injector hold down clamp being
too tight or improperly positioned. To correct this
condition, loosen the injector clamp, reposition, and
tighten to 25 to 30 foot-pounds torque.
2. A binding injector may result from internal
dirt accumulation, defective plunger and bushing,
or a bent injector rack. The injector must be re
moved and tested as outlined in this section.
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3. An injector rack may bind as the result of
an improperly positioned control rack lever. Loos
en control rack adjusting screws. If this relieves
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the bind, relocate the lever on the control tube and
position the rack as outlined in this section.
4. The injector control tube may bind in its
support brackets, thus preventing free movement
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of the injector racks to their no-fuel position due
to tension of the return spring.
Figure 2 0 — A d ju stin g I d le Speed This condition may be corrected by loosening
spring shown in type "A ,"o f figure 19, or by chang

ing the thickness of the shim pack in the governors
with the short spring shown in type "B," of figure 19.
arand realigning the control tube supporting brackets.
If the control tube support brackets were loosened,
realigned and tightened, the injector racks must
be repositioned as outlined in this section.
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Adjust high speed spring in type ” B" governor as 5. A bent control tube return spring may cause
instructed later in this section under "High Speed friction in the operation of the injector control
Spring Adjustment." tube. If a control tube return spring has heen bent
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or otherwise distorted, install a new spring.
Lubrication 6 . Check for bind in pin which connects the
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The governor is lubricated by a spray of pres fuel rod to the injector control tube lever and re
surized lubricating oil from the blower rear end place pin if necessary.
plate to the blower timing gears which distribute
If, after making the preceding checks, the
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this oil to various parts of the governor. Oil splash

governor fails to control the engine properly, the
from the gear train provides lubrication for the
governor should be removed and reconditioned.
governor weights and shaft. Excess oil overflows
into the gear train compartment and returns to the
HIGH SPEED SPRING ADJUSTMENT
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crankcase.
All governors are properly adjusted before
leaving the factory. However, if the governor has
CHECKING GOVERNOR OPERATION
been reconditioned or replaced, and to ensure the
as
Governor difficulties are usually indicated by

engine speed will not exceed the recommended no-
speed variations of the engine; however, it does not
load speed of 3,000 rpm, the maximum no-load
necessarily mean that all such speed fluctuations
speed may be set as follows:
are caused by the governor. Therefore, when im
1. Start engine and after attaining operating
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proper speed variations appear, the unit should be

temperature remove load from engine.
checked as follows:
2. Place engine throttle control lever into the
"Full Speed" position and note engine speed.
1. Make sure the speed changes are not the re
3. Stop engine and if necessary, adjust to the
sult of excessive load fluctuations.
desired No-Load speed as follows:
2. Check engine to be sure that all cylinders
a. Remove high speed spring retainer, high
are firing properly. If any cylinder is not firing
speed spring and plunger assembly.
properly, the injector must be removed, tested
and if necessary, reconditioned. CAUTION: Be careful not to jar
3. Check for bind that may exist in the gov assembly while it is being removed to
ernor operating mechanism or in the linkage be prevent the low speed spring and cap
tween the governor and injector control tube. from dropping into governor. 1 ________
GAP ADJUSTING]
SCREW FEELER
GAGE,
DIFFERENTIAL
LEVER PIN
HIGH SPEED L O W SPEED

PLUNGER j S P R IN G C A P
om
G O V E R N O R ' FEELER GAP ADJUSTING
BO SS GAGE SCREW
T-3059
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Figure 21 — A d ju stin g Buffer S c r e w
b. Remove high speed spring from high speed

plunger and add or remove shims as required to
ry
establish the desired engine No-Load speed. Figure 2 2 — C h e ck in g G ove rnor C a p (Typical)
NOTE: Shims are available in .010" and .078" NOTE: Do not increase engine idle speed more
thickness. For each .010" in shims added, the en
gine speed will be increased approximately 1 0 rpm.
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than 15 rpm with the buffer screw.
2. Recheck maximum No-Load speed. If it has
increased more than 25 rpm, back off the buffer
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c. Replace high speed spring on high speed
screw until increase is less than 25 rpm.
plunger and assemble the spring assembly into
governor housing. Install spring retainer into gov
GOVERNOR GAP ADJUSTMENT
ernor housing and tighten securely.
With the engine at operating temperature, the
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d. Start engine and recheck engine No-Load

governor gap may be set as follows:
speed. Repeat steps a, b, and c, as necessary, to
establish the No-Load speed. 1. With the engine stopped remove two bolts
and withdraw governor high speed spring retainer
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LOW SPEED SPRING ADJUSTMENT cover.

With the maximum No-Load speed properly 2. Back out buffer screw until it extends 3/4".
adjusted, the idle speed may be adjusted as follows: 3. Start engine and loosen idle speed adjusting
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screw lock nut and adjust idle screw to obtain an

1. With engine running at normal operating idle speed of 450 rpm.
temperature and with buffer screw backed out to 4. Stop engine and remove governor cover and
as
avoid contact with the differential lever, turn the engine rocker covers.
idle speed adjusting screw until the engine idles 5. Start and run engine at a speed between 800
at the recommended idle speed (refer to fig. 2 0 ). and 1 , 0 0 0 rpm by manual operation of the differ
The recommended idle speed is 450-500 rpm ential lever, as shown in figure 2 2 , and check gov
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but may vary with special applications. ernor gap between low speed spring cap and the
2. Hold idle screw and tighten lock nut. high speed spring plunger.
3. Install high speed spring retainer cover.
CAUTION: DO NOT OVERSPEED ENGINE.
BUFFER SCREW ADJUSTMENT 6 . With the engine operating at a speed of 800
With the idle speed properly adjusted the buf to 1 , 0 0 0 rpm set the gap between the low speed
fer screw may be adjusted as follows: spring cap and the high speed spring plunger at
.0015" by adjusting the gap adjusting screw in the
1. With engine running at normal operating operating shaft lever (bellerank lever).
temperature, turn buffer screw in (see fig. 2 1 ), so 7. Hold gap adjusting screw; tighten lock nut.
that it contacts the differential lever as lightly as 8 . Recheck gap and readjust if necessary.
possible and still eliminates the engine hunting. 9. Stop engine and reinstall governor cover.

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Do not intermix the needle valve
injectors with the other types of
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injectors in an engine.
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AIR COM PRESSO RS A N D GO VERNO RS 6T-1
SECTION 6T
AIR COMPRESSORS AND GOVERNORS
GENERAL INFORMATION regular production. All procedures in this section
apply to these optional compressors as well as the
Midland-Ross and Bendix-Westinghouse air standard equipment.
compressors are interchangeable as complete as Refer to the Air Compressor Model Applica
semblies on all models covered by this manual tion Chart to determine which compressor is used
except HV and JV-70 Models. The Bendix- on any specific truck.
Westinghouse compressor used as standard on HV
and JV-70 Models is flange-mounted and gear
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driven. There is no Midland-Ross compressor
available as an interchangeable assembly. Since DESCRIPTION
both Midland-Ross and Bendix-Westinghouse com
co
pressors are used in regular production on all
other vehicles, the mechanic must determine The air compressors covered in this Manual
which is used on each specific vehicle before are two-cylinder, piston type compressors. The
proceeding with adjustment or repair of any com rated capacity of an air compressor is its piston
y.
pressor. Removal and installation procedures are displacement in cubic feet per minute when oper
applicable to both Midland-Ross and Bendix- ating at 1250 rpm. Standard air compressors are
Westinghouse compressors without exception. rated at 7-1/4 cubic feet per minute and optional
Offered as optional equipment are compressors

of greater capacity than those used as standard in ar compressors are rated at 1 2 cubic feet per minute.
The compressor Model Number is shown on a
name plate which is attached to the cylinder block.
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1 Water Outlet 8 Lubricating Oil Inlet 14 Compressor Support Bracket

2 Water Inlet 9 Air Line to Tank Bolts
» 3 Air Intake 10 Compressor Support Bracket 15 Drive Belt
4 Adjusting Arm 11 Compressor to Base Bolt 16 Drive Pulley
5 Engine Air Intake Tube 12 Bracket to Base Swivel Bolt 17 Governor Tube
6 Governor 13 Power Steering Pump Bracket
7 Governor to Air Tank Line (Opt.)
Figure 1— Air Compressors Installed (HV, JV and 70)

AIR COM PRESSO RS A N D G O VERN O R S 6T-2
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RIGHT SIDE M O U N T
1 Drive Pulley 5 Swivel Bolt 9 Governor to Tank Air Line
2 Drive Belt 6 Governor ra 10 Mounting Base Bolts
3 Air Line to Tank 7 Inlet Oil Line 11 Mounting Base
4 Mounting Bracket 8 Return Oil Line 12 Intake Air Strainer T-301:
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Figure 2— Air Compressors Installed (All Models Except HV, JV and 70)
The Bendix-Westinghouse compressor used Each compressor is equipped with a governor

on HV, JV-70 Models (6V-53 engine) is flange assembly, which is attached to the cylinder head or
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mounted and gear driven (see fig. 1). A ll other cylinder block by a bracket. This governor, in con
compressors covered here are driven by a belt junction with the air compressor unloading mech
from the crankshaft pulley (see figs. 1 and 2 ). anism, controls the compression of air.
cc
The gear driven compressors are water-cool

ed from the engine cooling system. The belt driven COMPRESSOR MOUNTING AND DRIVE
compressors are either water-cooled or cooled by
air from the fan assembly.
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All compressors are lubricated by oil from On belt driven air compressors the mounting
the engine lubrication system. and drive installations vary from one model to
as
AIR COMPRESSOR MODEL APPLICATION CHART
Compressor Cubic Foot Type Type Type

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Truck Models Model Manufacturer Capacity Cooling Drive Filter
STANDARD
70 Series
TG, TJ N-6400-E M-R 7-1/4 Air Belt Hair
or 278646 B-W 7-1/4 Air Belt Paper
HG, HJ, JG, JJ N-5601-G M-R 7-1/4 Air Belt Cellulose

TM, HM, JM N-6400-G MrR 7-1/4 Air Belt Hair


AIR COM PRESSO RS A N D G O VERN O RS 6T-3
AIR COMPRESSOR MODEL APPLICATION CHART (CONT.)
Compressor Cubic Foot Type Type Type

Truck Models Model Manufacturer Capacity Cooling Drive Filter
STANDARD (CONT'D.)
7500 Series (Cont'd.)
HV, JV 280094 B-W 7-1/4 Water Gear Foam
80 Series
HM, JM, TM, WM N-6400-G M-R 7-1/4 Air Belt Hair
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OPTIONAL
70 Series
HG, HJ, JG, JJ N-6000-B M-R 1 2 Air Belt Cellulose
or (HG, JG) 279651 B-W 1 2 Air Belt Paper
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or (HJ, JJ) 280267 B-W 1 2 Air Belt Paper
TJ N-6000-F M-R 1 2 Air Belt Cellulose
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or 276110 B-W 1 2 A ir Belt Paper
HM, JM N-5903-G M-R 1 2 Water Belt Hair

Water Belt Paper
or 279580
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HV, JV 280095 B-W 1 2 Water Gear Foam

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80 Series
HM, JM, TM, WM N-5903-G M-R 1 2 Water Belt Hair
or 279580 B-W 1 2 Water Belt Paper
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another but all have the same basic principle of All belt driven compressors are equipped with
attachment and adjustment. An adjusting arm (with a proper size pulley to produce the rpm recom
cc
a slot at one end) connects the air compressor to mended by the manufacturer. When replacing a
the vehicle engine (generally at the engine front pulley, it is of the utmost importance that the cor
cover). This arm is attached solidly to the engine rect one be used.
with a bolt or a bolt and nut. The slotted end of the Some pulleys have a puller groove in the hub.
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arm is attached with a nut and bolt to an adjusting Use this groove when removing pulley to prevent
arm bracket which is fastened to the air com damage. Use extra care in removing a pulley with
pressor. out the groove.
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The air compressor is mounted on a base with For belt tension adjustment, refer to procedure
four bolts or four bolts and nuts. This base incor under "Drive Belt Maintenance and Adjustment."
porates a lubricating oil return drain hole and a Gear driven compressor models are flange-
boss which permits the use of one large pivot bolt mounted to an adapter assembly on rear of gear
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or two smaller pivot bolts as a method of fastening train cover, and are driven directly from engine
the bottom of the air compressor. This base also camshaft. A hub with internal fiber teeth is keyed
provides a pivoc point for drive belt tension adjust to compressor crankshaft and secured by a nut
ment. The pivot bolt and nut secure the air com and cotter pin (fig. 3). An internal-toothed fiber
pressor assembly to a support bracket which is drive disc is bolted to the engine camshaft gear.
attached to the vehicle engine at the cylinder block A drive coupling assembly is splined to fiber hub
or lower front engine cover (dependent on vehicle at one end and camshaft drive disc at the other end.
model).
The size, shape and relative arrangement of COMPRESSOR LUBRICATION
the adjusting arm, the adjusting arm bracket, the
base and the support bracket are determined by the Lubricating oil, under pressure from the en
requirements for each individual model. gine lubrication system, enters drilled crankshaft

AIR COM PRESSO RS A N D G O VERN O R S 6T-4
COMPRESSOR AIR INTAKE
There are four different air strainers (filters)

used on these compressors. The two used on Mid-
land-Ross air compressors are made of hair or
cellulose fibers. The two used on Bendix-Westing-
house air compressors are made of paper or poly
urethane foam. The purpose of each is to filter
incoming air and to remove impurities, moisture,
dirt, etc., from incoming air before it is com
pressed into the truck air brake system.
The compressor runs continuously while the
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engine is running but the actual compression of
air is controlled by the governor and the unloading
mechanism. During the downstroke of the piston
(inlet valve open) a slight vacuum is created, draw
co
ing atmospheric air through the filter into the cyl
inder chamber. This air is compressed by the up
ward piston stroke (inlet valve closed) and is forced
out through the discharge valve into the truck air
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brake system (reservoir).
Of the four different filter elements used,
three can be cleaned and reinstalled in the com
r
ra pressor but the fourth (paper type) CANNOT be
cleaned and reused. Refer to LUBRICATION (SEC.
0 ) for method of cleaning and interval of service.
Refer to figure 4 for illustration of the four ele

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ments.
Figure 3— Flange Mounted Compressor Drive
through the crankshaft bearing cap and lubricates AIR COMPRESSOR AND
GOVERNOR MAINTENANCE
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the connecting rod bearings. Some of the oil that

flows between sides of connecting rod bearings and
cheeks on crankshaft is sprayed upward. This oil Service compressor air strainer at intervals
lubricates the piston pin bushings and the cylinder recommended in LUBRICATION (SEC. 0). Perform
cc
walls. The oil drains from compressor into the the following inspection and maintenance oper
mounting bracket and returns directly to the engine ations at intervals determined by truck operating
crankcase. conditions.
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Figure 4 — Air Compressor Air Intake Filters

AIR COM PRESSORS A N D G O VERN O R S 6T-5
1. Remove cylinder head and clean carbon COMPRESSOR REPLACEMENT

from inlet and discharge valves. If valves are
damaged in any way, replace with new parts. REMOVAL (BELT DRIVEN)
2. Make sure compressor discharge line is 1. Exhaust compressed air from air system.
not choked with carbon.
3. Check governor cut-in and cut-out pres 2. Disconnect air, water, and oil lines from
sures and adjust, if necessary. Refer to "Governor compressor.
Adjustment” in this section. 3. Loosen pivot bolt at compressor base, then
4. Check compressor and bracket mounting loosen Compressor adjusting arm bolt. Tilt com
bolts for looseness, and tighten if necessary. pressor and remove drive belt from compressor
5. Make sure all oil, water, and air line con pulley.
nections are tight and not leaking.
6 . Check compressor drive belt tension and 4. Disconnect adjusting arm from compressor
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adjust if necessary. by removing adjusting arm bolt.
7. When draining engine cooling system to 5. Remove bolts attaching compressor crank
prevent freezing, be sure to remove drain plug from case to mounting bracket. Lift air compressor
compressor cylinder block on water-cooled models.
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assembly off mounting bracket.
DRIVE BELT MAINTENANCE REMOVAL (GEAR DRIVEN)

AND ADJUSTMENT 1. Drain engine cooling system.
.
2. Disconnect water, air, and oil lines from
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Drive belts used on models covered by this compressor.
manual are not all made of the same material.
Some are made of nylon, some dacron, and some 3. Remove bolts attaching air compressor to
fiberglass. For belt tension adjustment purposes,ra flywheel housing assembly. Pull compressor
there are two types, fiberglass and others. straight back and remove from vehicle.
MAINTENANCE INSTALLATION (A L L MODELS)

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Drive belt must be kept at proper tension. A
loose belt will lower output of compressor, while 1. Clean oil supply line to compressor and if
a tight belt will cause eventual bearing failure. A possible, run engine a few seconds to be sure oil
regular, periodic inspection is recommended to supply to compressor is flowing freely.
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check condition and tension of drive belt. Replace

belt if frayed or badly worn. 2. Clean oil return line or passage through
compressor mounting bracket to be sure oil from
ADJUSTMENT (Other Than Fiberglass) compressor crankcase can return to engine crank
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1. Loosen bolt at adjusting arm. Loosen pivot case.

bolt at compressor mounting bracket.
NOTE: On flange mounted compressor, oil
2. Position compressor so that a reading of
passage is an integral part of compressor crank
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120-130 lbs. (new belt) or 90-100 lbs. (used belt)

case.
is obtained on a strand tension gauge.
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3. Tighten adjusting arm bolt and/or nut se 3. Lubricate compressor cylinder walls and
curely. Tighten pivot bolt nut. bearings with lubricating oil before placing com
NOTE: On a new vehicle, or after a new belt pressor in position.
is installed, check belt tension twice in first 2 0 0 4. Clean or replace any damaged or dirty air
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miles of operation. lines or water lines which may be corroded before

connecting them to the compressor.
INSTALLATION (BELT DRIVEN)
ADJUSTMENT (FIBERGLASS)
1. Use new gasket and make sure mating sur
Same as for "Other Than Fiberglass” except
faces of compressor crankcase and mounting brac
belt tension is 90-100 lbs. new or used and it is
ket are clean. Position compressor on mounting
NOT necessary to recheck belt tension within first
bracket and attach with bolts. Connect compressor
200 miles. Fiberglass belts do not stretch and lose
adjusting arm to bracket on side of compressor
tension as do nylon and dacron. For identification
cylinder head or block. Do not tighten.
purposes, there are two red parallel lines drawn
across the outer circumference of the fiberglass 2. Connect air, water, and oil lines to com
belt. pressor. Check all connections for tightness.

assembly, guiding teeth on coupling into mesh with

teeth in drive disc. Install bolts and tighten.
4. Connect all water, air, and oil lines, mak
ing sure connections are tight.
5. Make sure drain plug is installed in com
pressor cylinder block, then fill cooling system.
6 . Adjust air compressor governor as direc
ted later.
UNLOADER ASSEMBLY
REPLACEMENT
Unloader assemblies on both Bendix-Westing-
house and Midland-Ross compressors can be re
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placed without removing compressor from vehicle.
Since the unloader assemblies differ by manufac
turer, a separate procedure is given for each.
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Pistoi BENDIX-WESTINGHOUSE
Parts are available in a kit for replacing un
loader assembly. Unloader parts (fig. 5) may be
y.
Figure 5— Unloader Assembly Components tB-WI changed without removing cylinder head as follows:
3. Place drive belt in compressor pulley Removal (Fig. 6 )

and adjust belt tension as previously directed. 1. Remove air inlet elbow and discard gasket.
4. On water cooled models make sure drain
plug is installed in compressor cylinder block
then fill cooling system.
ar 2. Insert screwdriver blade under unloader
spring and raise spring off unloader spring saddle.
Remove spring and spring saddle.
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5. A d j u s t air compressor governor as 3. Lift each plunger guide and remove guide
directed. and plunger. Lift pistons out of bores. If piston is
not easily removed, build up air pressure in sys
INSTALLATION (GEAR DRIVEN)
tem until governor cuts out, raising piston. If com
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1. Before installing compressor, examine hub

pressor has been removed from vehicle, use air
on compressor crankshaft and drive disc on cam pressure as shown in figure 6 .
shaft gear for worn or broken teeth.
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2. Make sure mating surfaces of air compress

Installation (Fig. 7)
or flange and flywheel housing assembly are clean.
1. Carefully insert each piston, complete with
Place new compressor to adapter gasket on studs.
O-ring and back-up ring, in bore.
3. Insert drive coupling into hub on crankshaft.
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Place compressor in position on flywheel housing 2. Slide plunger guide down over unloader
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R E M O V IN G OR REPLACING R E M O V IN G UNLO ADER R E M O V IN G UNLO ADER PISTONS

UN LO ADER SPRING PISTON USIN G AIR PRESSURE
Figure 6— Removing Unloader Components IB-W)

AIR COM PRESSORS A N D G O VERN O R S 6T-7
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IN S T A L L IN G U N LO ADER IN S T A L L IN G G U ID E AN D PLU N G ER IN S T A L L IN G U N LO ADER
P IS T O N O N UNLO ADER P IS T O N S P R IN G AN D SADD LE
Figure 7— Installing Unloader Components
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plunger. Place each guide and plunger in position Assembly and Installation (Fig. 8)
above unloader piston, then push guide down over 1. Apply thin film of light engine oil to bush
top of piston. ra ing, diaphragm, and body before assembly.
2. Install expander spring around inside of
3. Install unloader spring and spring saddle.
diaphragm, then install these two parts in body.
Make sure saddle rests squarely on top of plunger
guides, and make sure top of spring engages spring 3. Install rubber retainer on bushing.
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seat in cylinder block.
4. Place valve in recess of bushing, then in
stall in body.
4. Install new gasket at air inlet and connect
air inlet elbow. 5. Install plunger spring and inlet valve plunger.
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6. Set unloader assembly in place on cylinder

head and fasten with two bolts.
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7. Connect tube assembly from unloader to

MIDLAND-ROSS
The following procedure includes disassembly governor.
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and assembly instructions as well as removal and 8. Test assembly with air pressure. Unloader
installation. If a defective unloader is being removed should withstand a pressure of 100 psi without
and a new unloader installed in its place, omit the
ss
leaking.
unnecessary steps.
a
Removal and Disassembly (Fig. 8)

1. Disconnect both ends of tube between gov
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ernor and unloader. Remove tube assembly.

2. Remove two bolts attaching unloader as
sembly to cylinder head.
3. Remove unloader assembly. Remove inlet
valve plunger and plunger spring.
4. Remove bushing, valve, diaphragm, and
expander spring from body. Should difficulty be
encountered in removing these parts, apply air
pressure to body to force out these parts.
5. Remove rubber retainer from bushing. Figure 8— Unloader Assembly (M-R)

AIR COMPRESSOR GOVERNOR

DESCRIPTION when governor cuts-in and compression is resum
ed. Gauge reading should be within range shown
The governor, operating in conjunction with on "Governor Adjustment Chart."
air compressor unloading mechanism, automatic Before condemning or adjusting the governor,
ally controls air pressure in the air brake or air be sure the dash air gauge is registering accurate
supply system between the desired, predetermined ly. Use an accurate test gauge to check pressure
maximum and minimum pressures. The air com registered by the dash gauge. If the pressure set
pressor runs continually while the engine runs, but tings of the governor are inaccurate or it is neces
actual compression of air is controlled by the gov sary that they be changed, adjust governor as des
ernor which stops or starts compression when the cribed below under "Governor Adjustment Chart.”
maximum or minimum pressures are reached.
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LEAKAGE TEST
MAINTENANCE Leakage checks on the governor are made at
its exhaust port in both cut-in and cut-out posi
Every 500 operating hours or after every tions. In the cut-in position, check exhaust port for
15.000 miles, clean or replace governor filters. inlet valve leakage by applying a soap solution at
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Every 3,000 operating hours or after every the port. Leakage could also be past the bottom
100.000 miles, disassemble the governor and clean piston grommet (B-W only). In the cut-out position
and inspect all parts. Repair governor if necessary. check the exhaust port to determine if leakage is
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present at the exhaust valve seat or stem grommet.
GOVERNOR TESTS In this position leakage could also be past the upper
ra piston grommet (B-W only).
OPERATING TEST If there is excessive leakage, overhaul gover
Start the engine and build up air pressure in nor.
system. Observe reading on air pressure gauge in
gauge panel when governor cuts-out, stopping GOVERNOR ADJUSTMENT
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compression of air by the compressor. Reading on
gauge when governor cuts-out should be within The following procedure covers adjustment
range shown on "Governor Adjustment Chart." with compressor installed on vehicle. Governor is
With the engine still running, slowly reduce mounted on a bracket which is attached to com
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air pressure in the system by applying and releas pressor cylinder head or block, dependent upon
ing brakes. Observe pressure registered by gauge model.
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1 Adjuster Plug 7 Housing

2 Lock Nut 8 Valve Assembly
3 Spring 9 Governor Body
4 Spring Guide 10 Filter
5 Housing Lock Nut 11 End Cap
6 Housing O-ring
T-l 822
Figure 9— Compressor Governor (M-R)
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP M AN UAL

AIR COM PRESSORS A N D GO VERNO RS 6T-9
GOVERNOR ADJUSTMENT CHART REMOVAL

1. Exhaust air from system.
Governor Cut-In Cut-Out 2. Disconnect both ends of tube from gov
ernor to unloader.
All Midland-Ross 85 psi 100-107 psi
3. Remove nuts and/or bolts which fasten
governor to compressor or bracket.
All Bendix-Westing-
4. Remove governor.
house (except 6V-53 86-90 psi 103-111 psi
Gear Driven)
INSTALLATION
1. Place governor in position on compressor
B-W on 6V-53 102-108 psi 121-131 psi
or bracket.
2. Install nuts and/or bolts which fasten gov
MIDLAND-ROSS (Fig. 9) ernor.
1. Loosen lock nut. Use screwdriver at ad 3. Connect both ends of tube to governor and
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juster plug. unloader.
2. Turn adjuster plug in (clockwise) to in 4. Build up pressure in system and check for
crease cut-out setting, or out (counterclockwise) operation and leaks.
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to decrease setting. One complete turn of adjuster
plug will change cut-out pressure 20 psi. TROUBLESHOOTING
3. When cut-out pressure setting of 100-107
psi is attained, lock adjuster plug with lock nut. COMPRESSOR FAILS TO MAINTAIN
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SUFFICIENT PRESSURE
BENDIX-WESTINGHOUSE (Fig. 10) Dirty intake strainer.
1. Unscrew rubber cover and remove it from Restriction in compressor cylinder head intake
the governor.
2. Loosen adjusting screw lock nut.
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3. Using a screwdriver, turn adjusting screw
or discharge cavities or in discharge line.
Leaking or broken discharge valves.
Excessive wear.
Drive belt slipping.
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counterclockwise to raise pressure settings. Turn
adjusting screw clockwise to lower the pressure Inlet valves stuck open.
settings. Worn inlet valves.
4. When adjustment is completed, tighten ad Excessive system leakage or usage.
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justing screw lock nut.

5. Install cover on the governor. NOISY OPERATION
Loose drive pulley.
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GOVERNOR REPLACEMENT Restrictions in cylinder head or discharge line.

Worn or burned out bearings.
The following procedures apply to all governors Worn drive coupling.
on both Midland-Ross and Bendix-Westinghouse air Compressor not getting proper lubrication.
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compressors. Excessive wear.
1 Rubber Cover
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2 Cover Retaining Ring

3 Lock Nut
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4 Upper Spring Seat

5 Adjuster Screw Spring
6 Lower Spring Seat
7 Spring Guide
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8 Lower Spring Seat

9 Adjuster Screw 11 Exhaust Stem
10 Piston Grommet 12 Exhaust Stem Spring
4 13 Washer
14 Exhaust Stem Grommet
15 Piston
16 Valve
17 Valve Spring
18 Piston Grommet
19 Governor Body t p m -9398
Figure 10— Compressor Governor (B-WI

AIR C OM PRESSO RS A N D G O VERN O RS 6T-10
COMPRESSOR PASSES EXCESSIVE OIL Piston rings not properly installed.

Excessive wear. Back pressure from engine crankcase.
Dirty air strainer. (Improper air strainer
maintenance.)
COMPRESSOR NOT UNLOADING
High inlet vacuum.
Small oil return line. Defective unloader pistons or bores.
Excessive oil pressure. Intake cavity restrictions.
Oil supply or return lines to compressor Defective governor.
flooded. Unloader line or cavity to governor restricted.
Defective or worn oil seal rings in end cover. Unloader mechanism binding or stuck.
SPECIFICATIONS
AIR C O M P R E S S O R AND G O VERN OR
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(M ID L A N D -R O S S )
7!/4 CU. FT. UNIT 12 CU. FT. UNIT
(STANDARD) (OPTIONAL)
o
Air Cooled Water Cooled Air Cooled Water Cooled
C o m p r e s s o r M o d e l ................................................................................................................... N -6 4 0 0 -G N -6 3 0 0 -P N -6 0 0 0 -B N -5 9 0 3 -G
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N -5 6 0 1 -G N -6 3 0 0 -N N -6 0 0 0 -F
N -6 4 0 0 -E
T y p e ............................................................................................................................................................... 2 -c y lin d e r , E n g in e L u b r ic a te d 2 -c y lin d e r , E n g in e L u b r ic a te d
ry
C a p a c i t y ( a t 1 2 5 0 r p m ) ..................................................................................... 7 ‘/ « c u . f t . p e r m in u t e 12 c u . f t . p e r m in u te
C y l i n d e r B o r e .................................................................................................................................. 1 .9 9 9 5 " - 2 .0 0 0 0 " 2 .3 7 4 5 " - 2 .3 7 5 0 "
A ir P re s s u re S e ttin g
C u t - O u t ....................................................................................................................................... 1 0 0 -1 0 7 psi 1 0 0 - 1 0 7 psi
C u t - I n ...........................................................................................................................................
ra 85 psi 8 5 psi
AIR C O M P R E S S O R AND G O VERN OR

(6 E N D IX -W E ST IN G HOUSE)
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7H CU. FT. UNIT 12 CU. FT. UNIT
(STANDARD) (OPTIONAL)
C o m p r e s s o r M o d e l ....................................................... 279 5 8 9 2 79 5 6 6 2 76 110 280267
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279 3 18 2 8 0 0 9 4 (G ) 279 6 5 1 2 8 0 0 9 5 (G )
278 6 4 6 279 5 8 0
T y p e .................................................................................................... 2 -c y lin d e r , E n g in e 2 - c y l i n d e r , E n g in e 2 -c y lin d e r , E n g in e 2 - c y l i n d e r , E n g in e
L u b r i c a t e d , A i r C o o le d L u b r i c a t e d , W a t e r C o o le d L u b r ic a te d , A i r C o o le d L u b r i c a t e d , W a t e r C o o le d
12 c u . 12 c u .
cc
C a p a c it y ( a t 1 2 5 0 r p m ) ......................... 7>/4 c u . f t . p e r m i n u t e 7H c u . f t . p e r m in u t e f t . p e r m in u te f t . p e r m in u t e
C y l i n d e r B o r e ....................................................................... 21/ i e " 2 1/16 " 214 ' IV i"
A ir P re s s u re S e ttin g (G )
C u t - O u t ........................................................................... 1 0 3 - 1 1 1 Psi 1 0 3 -1 1 1 Psi 1 0 3 -1 1 1 Psi 1 0 3 -1 1 1 Psi
C u t - I n ............................................................................... 8 6 -9 0 P s i 8 6 -9 0 P s i 8 6 -9 0 P s i 8 6 -9 0 P s i
si
( G ) G e a r D r iv e n — C u t-in p re s s u re 1 0 2 - 1 0 8 p s i. C u t-o u t p re ss u re 1 2 1 - 1 3 1 p s i.
as
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SECTION 6Y
ENGINE ELECTRICAL
This group, covering ON-VEHICLE MAINTENANCE AND REPLACE
MENT of charging system and components, is divided into sections as
shown in the index below:
Section Page No.

Battery ......................................................................................... 6Y-1
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Starting S y s te m .............................................................................. 6Y-7
Ignition S y s t e m ............................................................................. 6Y-11
Alternating Current Generating System .......................................6Y-19
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Model Application ................................................................. 6Y-19
General D e s c rip tio n .............................................................. 6Y-20
On-Vehicle Maintenance, Tests, and A d ju stm en ts ............... 6Y-21
Generator Replacement .........................................................6Y-28
.
Voltage R e g u la to r s ....................................................................... 6Y-31
ry
Two-Unit Type (Model 1119515).............................................6Y-31
Full Transistor (Models 1116374 and 1116378). . , ............... 6Y-33
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BATTERY
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GENERAL well appears as a ring with small portions of the

circumference missing. As water is added to the
ca
Six standard and optional type storage batter cell, the surface of the rising liquid contacts the
ies are used in vehicles covered by this manual. slotted lower end of the vent well, causing a dis
Refer to "Model Application" at end of this section tortion of the reflecting surface of the liquid which
for proper battery application on each series is very noticeable. Thus, the lower end of the vent
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vehicle. well serves as a reference point in determining

The battery has three major functions to per proper electrolyte level. The cell is properly
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form on the vehicle: filled when the surface of the electrolyte touches
1. It provides a source of current for starting the bottom of the vent well. If some overfilling
the engine. occurs, the amount can be estimated readily by
as
2. It acts as a stabilizer to the voltage in the the height of liquid in the vent well. It should be
electrical system. kept in mind that the "visual level" vent wells can
3. It can, for a limited time, furnish current not prevent overfilling, but are rather an aid to
when the electrical demands of the electrical proper servicing. Overfilling should be avoided at
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equipment exceed the output of the generator. all times since it contributes to premature battery
failure by causing loss of electrolyte. Loss of
BATTERY MAINTENANCE electrolyte results in poor performance of the
battery and causes excessive corrosion of cables,
FILLING BATTERY connections, and battery hanger.
Batteries are equipped with "Visual L evel" Some vehicles are equipped with a solid top
cell covers to facilitate checking electrolyte level battery which has an electrolyte level indicator
and lessen the possibility of overfilling the battery. vent cap located in the second cell cap from the
The cell covers are molded with a long, circular, positive battery post.
tapered vent well with two small vertical slots NOTE: A dark (black) spot in the center of the
diametrically opposite. Viewed from above with vent cap is visible when electrolyte is at the norm
the vent plugs removed, the lower end of the vent al level. If at any time the electrolyte level drops

ENGINE ELECTRICAL 6Y-2
below normal, the spot changes from black to an firmly, then coat posts and clamps with petroleum
off-white color. When an off-white condition is jelly to help retard corrosion.
encountered, all cells must be adjusted to their
correct level. DO NOT ADD ANY SUBSTANCE BATTERY PRECAUTIONS
TO THE ELECTROLYTE EXCEPT COLORLESS,
ODORLESS, DRINKING WATER. 1. The electrical systems are NEGATIVE
GROUND. Installing battery with positive terminal
If the electrolyte level is found to be low, grounded will result in serious damage to gener
water should be added to each cell until the level ator, battery, and battery cables.
rises to the bottom of the vent well. DO NOT 2. When using a booster battery, be sure to
OVERFILL! Distilled water or water passed connect negative battery terminals together ^nd
through a “ demineralizer” should be used to positive terminals together.
eliminate the possibility of harmful impurities 3. When attaching battery charger leads to the
being added to the electrolyte. Many common battery, connect charger positive lead to battery
om
impurities will greatly shorten battery life. DO positive terminal and connect charger negative
NOT ADD ANY SUBSTANCE TO THE ELEC lead to battery negative terminal.
TROLYTE EXCEPT COLORLESS, ODORLESS,
DRINKING WATER. BATTERY TESTS
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CLEANING AND INSPECTION The following battery checks may be perform
The external condition of the battery and the ed to determine condition of the battery.
battery cables should be checked periodically. The
ry
top of the battery should be kept clean and the bat CAPACITY TEST
tery hold-down bolts should be kept properly tight This test is one means of determining whether
ened. For best results when cleaning battery, wash a battery is functioning efficiently to the degree
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first with a dilute solution of ammonia or soda to where it can be relied upon to perform all of its
neutralize any acid present, then flush off with duties properly in the vehicle.
clean water. Care must be used to keep vent plugs A 6 -volt battery that will maintain 4.5 volts
tight so that the neutralizing solution does not enter and a 12-volt battery that will maintain 9.0 volts
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the cells. The hold-down bolts should be kept tight or better during a capacity test should be consid
enough to prevent the battery from shaking around ered a good battery. To make this test, use equip
in its holder, but they should not be tightened suf ment that will take a heavy electrical load from the
ficiently to place a strain on the battery case. battery such as a carbon pile or other suitable
ar
To insure good contact, the battery cable means. If test equipment is not available for load
clamps should be tight on the battery posts. If the ing battery the starter may be used as a load.
posts or cable clamps are corroded, the cables 1. Connect positive voltmeter and ammeter
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should be disconnected and the posts and clamps leads to battery positive post and negative volt
cleaned separately with a soda solution and a wire meter and ammeter leads to battery negative post
ic
brush. Install clamps on battery posts and tighten (fig. 1). NOTE: Ammeter cable clips must contact
battery posts; voltmeter cable clips must contact
battery post or cable clamp, not the ammeter cable
ss
oooooo
LO AD (VARIABLE
clips.
RESISTANCE)
2. Apply a load to the battery of three times
the ampere-hour rating of the battery for 15 sec
onds. Refer to "Specifications" at end of this sec
a
tion for ampere-hour ratings of various batteries

used in vehicles covered by this manual.
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3. With ammeter reading specified load, read

voltage which should not be less than 4.5 volts for
6 -volt battery or 9.0 volts for 12-volt battery.
a. If voltmeter shows 4.5 volts for 6 -volt bat

tery or 9.0 volts for 12-volt battery or more, bat
tery has good output capacity and will readily ac
cept a normal charge.
(1) If specific gravity is 1.215 or more, no
AMMETER VOLTMETER service is required.
TPM-4251 (2) If specific gravity is below 1.215, check
charging circuit to determine the cause
Figure I — Battery Capacity Test and correct as required. The battery should

be slow-charged for city driving. With high 3. Turn on head lights (low beam). After one
way driving and a good charging system, minute, with lights still "ON" read voltage of each
the battery should charge satisfactorily. battery cell with voltmeter, compare readings with
the following:
b. If voltmeter shows a reading of less than
4.5 volts for 6 -volt battery or 9.0 volts for 12-volt Good Battery (Fig. 2, View A)
battery, proceed with the "Light Load Test" des If all cells read 1.95 volts or more and the
cribed below: difference between the highest and lowest cell is
less than .05 volt, battery is good.
BATTERY LIGHT-LOAD TEST
CAUTION: Do not attempt to perform this test Good Battery (Fig. 2, View B)
on-vehicles equipped with the solid top battery. If cells read both above and below 1.95 volts
and the difference between the highest and lowest
Check electrical condition of battery cells as
cell is less than .05 volt, battery is good but re
follows (refer to fig. 2 ):
m
quires charging. See "Charging After Light Load
1. If electrolyte level in each cell is low, ad
Test."
just to proper level by adding colorless, odorless,
drinking water. Replace Battery (Fig. 2, View C)
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2. Place load on battery by cranking engine. If any cell reads 1.95 volts or more and there
If engine starts, turn off ignition immediately. If is a difference of .05 volts or more between the
engine does not start, hold starter switch "ON" highest and lowest cell, the battery should be re
for 3 seconds, then release. placed.
.
ry
(a ) All celb read 1.95 or higher © Celb read both above and below 1.95
b ra
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Less than .05 volt

ca
l e s s than .OS volt
GOOD BATTERY Sufficiently Charged GOOD BATTERY Requires Charging

c
si
© One or more cells read 1.95 or higher (5 ) All celb read less than 1.95
as
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Mo re t h a n '
.OS volt difference
REPLACE BATTERY B00ST-CHARGE AND RETEST

T -5 0 8 -1
Figure 2— Battery Light Load Test

Discharged Battery (Fig. 2, View D) a true indication of the concentration of acid in

If all cells read less than 1.95 volts, battery the electrolyte.
is too low to test properly. FAILURE OF THE Corrections can be made for temperature by
METER TO REGISTER ON A L L CELLS DOES adding .004 (four points of gravity) to the hydrom
NOT INDICATE A DEFECTIVE BATTERY. Boost eter reading for every 10 F., that the electrolyte
charge battery and repeat "Light Load T est." (See is above 80°F., or by subtracting .004 for every
"Boost Charging For Light Load Test.") If battery 10°F., that electrolyte is below 80°F.
is found to be good after boosting, it should be
1. Adjust electrolyte to proper level in each
fully recharged for good performance. If none of
cell by adding water, then replace vent caps.
the cells come up to 1.95 volts after the first boost
2. Charge the battery in accordance with ap
charge, the battery should be given a second boost.
plicable chart under "Charging Guide For Batter
Batteries which do not respond after a second boost
ie s."
charge should be replaced.
3. Using ahydrometer, measure specific grav
NOTE: If any battery found to be good by the
m
ity of electrolyte in each cell. If any cell reads
"Light Load Test" does not perform satisfactorily
less than 1.230 (corrected to 80°F.) the battery
in subsequent service, it should again be tested by
should be replaced.
the "Light Load Test" and if it still tests "good”
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it should be removed from vehicle and tested as CAUTION: DO NOT take hydrometer readings
outlined under "F U LL CHARGE HYDROMETER immediately after water has been added. Water
TEST" later. must be thoroughly mixed with electrolyte by
charging for at least 15 minutes at a rate high
y.
BOOST CHARGING FOR THE LIGHT LOAD TEST enough to cause vigorous gassing.
Boost charge 12-volt batteries having an am
4. If any cell reads above 1.310, the battery
pere hour capacity of 100 or less at 50 amperes
may be returned to service. However, specific
for 20 minutes (50 x 20 = 1000 ampere minutes).
Boost charge batteries having an ampere hour ca
pacity of over 100 at 60 amperes for 30 minutes
(60 x 30 = 1800 ampere hour minutes). If charger
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gravities above 1.310 are harmful to the battery.
COMMON CAUSES OF BATTERY FAILURE

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When a battery fails, the cause of failure may
w ill not give this rate, charge for an equal number
lie outside the battery itself. For this reason, when
of ampere minutes at best rate available.
a battery failure is encountered, do not be satis
IMPORTANT: For purposes of this test, do not
fied to merely recharge or replace it. Find the
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boost battery more than the amount indicated.
cause of the failure and prevent recurrence of the
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trouble. Listed below are some of the common

CHARGING AFTER THE LIGHT LOAD TEST
causes of battery failure:
For best performance, a good battery should
be fully charged before being returned to service. 1. Defect in generating system such as high
cc
If batteries are to be fully charged by means of resistance, slipping generator drive belt, faulty
a quick charger, the charge rate must be "tapered" generator or regulator.
(reduced to a safe limit) when the electrolyte temp 2. Overloads caused by defective starter or
erature reaches 125°F., or when gassing becomes excessive use of accessories.
si
excessive. Failure to do so may harm the battery. 3. Dirt and electrolyte on top of battery caus
ing a constant drain.
"421 TEST" 4. Hardened battery plates, commonly called
as
This is a programmed test procedure con "sulfation," due to battery being in a low state of
sisting of a series of timed discharge and charge charge over a long period of time.
cycles. The battery should not be charged prior to 5. Physical defects such a shorted cells, loss
making this test. When using a "421" tester, follow of active material from plates, etc.
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procedures recommended by the instrument man 6 . Driving conditions or requirements under
ufacturer. which the vehicle is used only for short drives.
FULL CHARGE HYDROMETER TEST CHARGING

The specific gravity of the electrolyte varies Batteries removed from the vehicle for charg
not only with the percentage of acid in the liquid, ing should be charged continuously at a low rate
but also with temperature. As temperature increas until fully charged. Batteries may be safely slow-
es, the electrolyte expands so that the specific charged at a rate in amperes equal to 7% of the
gravity is reduced. As temperature drops, the battery's ampere-hour capacity. (Refer to "Speci
electrolyte contracts and specific gravity increas fications" at end of this section for ampere-hour
es. Unless these variations are noted, the specific rating of batteries used.) This is called the "N or
gravity obtained by the hydrometer may not give mal" charge rate. The battery is fully charged

when specific gravity readings taken at hourly in BATTERY CABLES

tervals show no increase during three consecutive
readings. Excessive resistance caused by terminal con
A very low rate — not more than one-half the nections and partial short circuits through defec
normal charging rate — should be used for charg tive cable insulation will result in abnormal volt
ing a sulfated battery. In the case of badly sulfated age drop in starter cable. Low voltage at starter
batteries, as much as 1 0 0 hours of charging time
may be required before the battery becomes fully
charged. Badly sulfated batteries may require a
continuous slow charge for 48 hours or more be CHARGING GUIDE FOR BATTERIES
fore a rise in gravity reading occurs. If the spec
Below is a suggested list of battery charging
ific gravity reading of any cell fails to reach 1.250
rates. Refer to applicable chart.
(corrected to 80°F.) or if there is a variation of
CHART 1: For dry charged batteries being ac
om
more than 25 gravity points between cells after
thorough slow charging, replace the battery. tivated with electrolyte at a temper
ature under 60°F., or with batteries
Although the slow-charge method is recom which are expected to go into immed
mended for charging all batteries, discharged bat iate operation in below freezing wea
teries in otherwise good condition (refer to "Bat ther.
.c
tery Capacity Test") may be given a boost with a Amp-Hour Dry Battery
quick charger if time does not permit complete Capacity Warm-up Charge
slow charging. When using a quick charger, it must
ry
be remembered that the battery is only receiving 100 10 Min.
a partial charge and that the battery electrolyte or
15 Amps
temperature must not be allowed to exceed 130 F. Less
must be discontinued. Refer to "Charging Guide

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If the battery heats up excessively, quick charging Over
100
10 Min.
30 Amps
For Batteries" later in this section.
CHART 2: For batteries which require a boost
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NEW VEHICLES IN STOCK charge for the "Light Load Test"
1. Check electrolyte on each new vehicle re ___________procedures._________________________
ceived; add sufficient distilled water to bring the
Amp-Hour Light Load Test
electrolyte up to bottom of vent wells. DO NOT
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Capacity Boost Charge

OVERFILL!
2. Check electrolyte and add distilled water 100 20 Min.
as necessary at weekly or semi-monthly intervals, or
50 Amps
Less
cc
depending upon the weather. Warm weather causes

greater water loss. Over 30 Min.
3. If the specific gravity of the battery is be
100 60 Amps
low 1.215 (corrected to 80°F.), remove it from
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vehicle and place it on a charging line. Charge the CHART 3: For batteries which have become
battery until the specific gravity reaches 1.260- discharged and require charging. It
1.280. should be recognized that slow charg
as
Before a new truck is placed in service, make ing is the best and only method of
sure the specific gravity of the battery electrolyte completely recharging batteries. How
is at least 1.250, preferably higher. Under no c ir ever, since time is often of import
cumstances should acid be added to a new battery, ance, two other methods are offered
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to increase the specific gravity of the electrolyte. for partial battery re-charges listed
in this chart.
CARE OF NEW BATTERIES IN STORAGE Amp-Hour Slow Fast Emergency
New batteries in storage should be stored and Capacity Charging Charging Boost Charging
cared for in accordance with instructions furnished
by the battery manufacturer. 1 0 0 24 Hours 1-1/2 Hrs. 30 Minutes
or
4 Amps 40 to 40 to 50 Amps
Less
PREPARING DRY-CHARGED 50 Amps
BATTERIES FOR SERVICE
24 Hours 3 Hours 1-1/2 Hours
Electrolyte should be added to dry-charged Over
batteries in accordance with instructions furnished 1 0 0 9 Amps 40 to 40 to 50 Amps
by the battery manufacturer. 50 AmDS

will prevent normal starter operation and will starter operating.

cause hard starting. The following tests must be 3. Check voltage drop between starter housing
made with primary wire disconnected from dis and frame with starter operating.
tributor or coil or with Diesel stop knob pulled 4. If voltage drop in any of the above tests is
out to prevent engine starting. more than 0.5 volt on gasoline models or 1.0 volt
1. Check voltage drop between grounded (-) on Diesel models, there is excessive resistance
battery terminal and vehicle frame. Place one prod in the circuit. To eliminate resistance, the cables
of test voltmeter on grounded battery post (not should be disconnected and connections cleaned. If
on cable clamp) and the other on frame. Operate cables are frayed or the clamps excessively cor
starter and note the voltage reading. roded the cables should be replaced. When select
2. Check voltage drop between ungrounded (+) ing new cables, be sure they are at least as large
battery terminal and starter terminal stud with as the old ones.
SPECIFICATIONS
om
B A T T E R Y M OD EL AP PLIC A TIO N
STA N D A RD PART NO.
H M / J M / T M / W M - 8 0 ............................................................................................................................................................................................................................................................................................... 1 9 8 0 0 3 8
H G / J G / T G - 7 0 ................................................................................................................................................................................................................................................................................................................ ...... 1 9 8 0 7 5 8
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H J / H V / J J / J V / T J - 7 0 ..................................................................................................................................................................................................................................................................................... .......... 1 9 8 0 7 6 0
H M / J M / T M - 7 0 ................................................................................................................................................................................................................................................................................................................. 1 9 8 0 0 3 0
ry
O P T IO N A L
HM /JM T M - 7 0 .......................................................................................................................................................... ...................................................................................................................... 1 9 8 0 0 3 8
H G / J G / T G - 7 0 ....................................................................................................................................................................................................................................................................................................................... 1 9 8 0 7 6 0
H J / J J - 7 0 ( 2 - S t a n d a r d B a t t e r i e s ) ...................................................................................................................................................................................................................................................... 1 9 8 0 7 6 0
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H M / J M - 7 0 ( 2 - B a t t e r i e s i n S e r i e s ) ......................................................................................... ................................................................................................................ ...... 1 9 8 0 9 2 6
H M /JM /T M /W M -8 0 ( 2 - B a t t e r i e s in S e r i e s ) ....................................................................................................................................................................................................1 9 8 0 9 2 6
H M / J M - 7 0 ; H M / J M - 8 0 ......................................................................................................................................................................................................................................................................................1 9 8 0 9 7 4
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B A T T E R Y S PECIFICATIONS
NO. OF AMP. HR. C RANKIN G

PART NO. M O D E L NO. CATALOG VOLTS PLATES CAPACITY AT A B ILITY AT
NO. PER CELL 20 HR. RATE 0° F.
ar
198003 0 9M -J3 (2 S M ) R-59 12 11 61 1.6 M in . at 300 A m p .

198003 8 9M -J6 (3 S M ) Y-71 12 11 70 2.0 M in . at 300 A m p .
1980758 4D R -15 0 758 12 19 150 6 .0 M i n . a t 3 0 0 A m p .
27 205 1 0 .5 M in . at 300 A m p .
cc
1980760 8 D R-20 5 760 12

1980926 3H-926 92 6 6 21 145 6 .5 M i n . a t 3 0 0 A m p .
1980974 9H9-974 974 12 15 85 2.8 M in . at 300 A m p .
si
as
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STARTING SYSTEM
GENERAL use emery cloth or sandpaper to seat brushes.
Make sure brush lead connections are clean and
Seven different model starting motors are tight.
used as standard or optional equipment on vehicles 3. Check brush spring tension; replace springs
covered by this manual. Starting motors used on if not within limits listed in "Specifications" at end
all models are solenoid-operated with overrunning of this section. Excessive spring tension will cause
clutch type drive. rapid brush and commutator wear. Low spring
tension will cause arcing and burning of commu
DESCRIPTION tator and brushes.
m
The overrunning clutch type starting motors, STARTING CIRCUIT TESTS
covered by this manual, are of the enclosed shift (ON VEHICLE)
lever type.
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The drive end housing is extended to enclose Although the starter cannot be checked against
the entire shift lever mechanism and solenoid specifications on the vehicle, checks can be made
plunger. The solenoid flange is mounted on drive for excessive resistance in the starter circuit.
end housing, with sealing compound used between CAUTION: To make these checks on gasoline
.
flange and field frame. A compression type shift engine models, disconnect the primary lead at the
ry
lever return spring is located inside the solenoid distributor to prevent engine starting. On Diesel
case. Primary circuit to ignition coil is fed from models, pull stop knob on instrument panel out to
the solenoid while the starter is operating. ra set the injector racks in no-fuel position to pre
Positive lubrication is provided to bronze bush vent engine starting.
ings in commutator end frame, in the drive end Referring to figure 1 and with starter crank
housing, and in the nose housing by oil saturated ing engine during each check, measure resistance
wicks that project through each bushing and contact in various parts of the circuit as follows:
b
the armature shaft.
V -l - Check V -l with voltmeter leads connected
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STARTER DRIVE OPERATION to battery positive (+) post and the battery
terminal on the starter solenoid. On vehicles
When starter circuit is energized, the solenoid
ca
operated shift lever slides the pinion into mesh

with the flywheel ring gear teeth. The rotary motion
between pinion and ring gear, provided by spiral
BATTERY
splines on clutch shaft, normally relieves tooth JCT. CONTROL
c
abutment on the first attempt to engage pinion and SW IT C H
t
ring gear. A protective sleeve located on the spiral
si
spline acts as a stop for the pinion when extreme

tooth abutment occurs. This limits the clutch travel,
preventing switch contacts in the solenoid from
as
closing. Therefore, the armature cannot rotate

before pinion is engaged properly, preventing dam
age to pinion and ring gear. A second attempt to
engage rotates pinion enough to assure proper en
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gagement.
STARTER MAINTENANCE
1. On starting motors equipped with cover STARTER
band or inspection plate, remove band or plate and S O L E N O ID
inspect commutator at regular intervals. If com
mutator is dirty, clean with No. 00 sandpaper. Do STARTER
not use emery cloth. Blow out dust after cleaning. BATTERY T -1 8 2 3
2. Replace worn brushes. New brushes should

be seated with a brush seating stone. Blow out all
particles of abrasive after seating brushes. Do not Figure 1 — Voltmeter C onnections For C h ecking Circuits

on solenoid. On vehicles equipped with a

solenoid and a magnetic switch, connect
voltmeter leads as noted previously, then
connect voltmeter leads to battery terminal
and to motor terminal on magnetic switch.
V-3 - Check V-3 with voltmeter leads connected
to battery negative (-) post and the starter
field frame.
V-4 - On vehicles equipped with a solenoid and a
magnetic switch, check V-4 with voltmeter
leads connected to motor terminal on mag
netic switch and to positive terminal (+) on
starter solenoid.
m
If voltmeter reading in any of the above checks
exceeds 0.5 volt, excessive resistance is indicated
in that part of the circuit being checked. Locate
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and eliminate the cause of excessive voltage drop
Figure 2 — Circuit For C h e ck in g Pinion C learance in these circuits in order to obtain maximum ef
ficiency from the starting system. Cause of ex
equipped with a solenoid and a magnetic cessive resistance may be loose, corroded, or
switch, connect voltmeter leads as noted dirty connections, or frayed cables.
y.
above, then connect voltmeter leads to bat If starter fails to crank engine, first make
tery positive (+) post and the battery term sure battery is not discharged, then check solenoid
inal on the magnetic switch. or magnetic switch operation. If the solenoid fails
V-2 - Check V-2 with voltmeter leads connected
to battery terminal and to motor terminal ar
to operate, the trouble may be due to excessive re
sistance in the starter control circuit. Check all
wiring and connections from ignition or control
br
switch to solenoid for loose or corroded connec
PRESS O N CLUTCH tions. If cause of excessive resistance is not ap
A S S H O W N TO parent, connect a short jumper lead across the
solenoid battery and switch terminals. If solenoid
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TAKE UP M O V E M E N T operates with jumper lead connected, trouble is in
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the control circuit. Check for defective ignition or

control switch. If solenoid does not operate with
R E T A IN ER jumper lead connected, solenoid or magnetic switch
is defective and must be replaced.
cc
STARTER REPLACEMENT
REMOVAL
si
1. Remove ground strap from battery negative

(-) post or tape end of battery cable when discon
nected from starter solenoid to prevent discharge
as
of battery by direct short.

2. Disconnect all wires from starter solenoid
terminals.
3. Remove bolts, nuts, and lock washers at
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taching starter to flywheel housing and pull starter

forward to remove.
.010" TO .140" INSTALLATION

1. Position starter at flywheel housing and
P IN IO N C L E A R A N C E secure with bolts, nuts, and lock washers. Tighten
starter to flywheel housing mounting bolts to 70-
T P M -3 5 3 9
2. Connect all wires to starter solenoid term
inals, referring to applicable Wiring Diagram to
Figure 3 — M e a su rin g Pinion C learance (Light make sure of proper connections. Tighten terminal
a n d Interm ediate Duty I (Typical) nuts firmly.

LU G R E M O V E D
S HAF T N U T
(TURN TO ADJUST
PINION CLEARANCE)
PRESS O N CLUTCH TO
UP M O V E M E N T
m
Figure 5 — Circuit For C h e ck in g M oto r Free Sp e ed
energize solenoid and shift clutch forward, This

PIN IO N CLEARANCE
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TPM-7212-1 may take a 1 2 -volt battery; if so, use one.
2. Press on clutch to take up movement and
Figu re 4 — M e a s u r in g Pinion C learan ce (H e a vy Duty) measure distance from outer edge of pinion to in
ner edge of nose housing. See figure 4. Dimension
PINION CLEARANCE CHECK should be 23/64 - 1/32 inch.
y.
3. If clearance is incorrect, remove plug and
LIGHT AND INTERMEDIATE DUTY adjust clearance by rotating nut clockwise to de
1. The drive pinion clearance should be check crease clearance or counterclockwise to increase.
ed whenever starter has been overhauled. There is
no means of adjusting the pinion clearance on the
light duty starting motors. If clearance is not with
ar STARTER FREE SPEED CHECK
(Refer to Figure 5)
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in specified limits, it may indicate excessive wear
of the solenoid linkage or shift lever yoke lugs. The free speed check is recommended after a
Clearance between the end of the pinion and pinion starting motor has been overhauled. If necessary
stop (retainer), with pinion in cranking position, test equipment is available, accomplish following
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should be 0.010"-0.140". Check as follows: steps to perform free speed check.

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a. Connect a voltage source of approximately 1. Connect a 12-volt battery in series with

6 volts between the solenoid switch terminal (S) an ammeter to "battery” terminal of solenoid on
and ground. starting motor.
2. Connect a lead from frame of starting
cc
b. CAUTION: Do not connect the voltage source

motor to negative (-) post on battery.
to ignition coil terminal (R) of the solenoid. Do not
3. Connect a voltmeter from solenoid battery
use a 1 2 -volt battery in place of the 6 volts speci
terminal to ground.
fied as this will cause the motor to operate. As a
4. Install a tachometer or any suitable rpm
si
further precaution to prevent motoring, connect a

indicator to starting motor.
heavy jumper lead from the solenoid motor term
5. Connect a jumper lead from "battery" term
inal to ground (see fig. 2 ).
as
inal to switch terminal on solenoid.

c. After energizing the solenoid with the clutch 6 . Observe ammeter, voltmeter and tachom
shifted forward, push the pinion back toward the eter, and compare readings with specifications
commutator as far as necessary to take up any listed in "F ree Speed Check" table following:
possible slack, then check the clearance with a
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feeler gauge as shown in figure 3. If not within FREE SPEED CHECK SPECIFICATIONS
0.010" to 0.140", disassemble and replace worn
parts in solenoid and shift lever linkage. MOTOR MAX. MIN. APPROX.
MODEL AMPS. RPM VOLTS
HEAVY DUTY
1107371 72 6025 1 1 .8
The pinion clearance on the heavy duty over
1107375 1 0 0 3600 1 0 .6
running clutch type starting motors is checked in
1107376 95 3800 1 0 .6
same manner as the light duty starting motors ex
1107586 1 0 0 6450 1 0 .6
cept the pinion clearance is adjustable and dimen
1113659 165 6300 11.0
sions are different.
1114101 130 5600 11.5
1. Accomplish steps under light duty starting
1114121 130 5600 11.5
motors "Pinion Clearance Check" necessary to

STARTER SOLENOID Always check action of solenoid if it has been re

moved. If unit fails to function, first check wiring
Starter solenoid is used to shift the starter before condemning the solenoid. Solenoid windings
drive pinion into engagement with flywheel teeth can be checked for current draw, open circuit, or
and to complete the circuit from battery to starter. shorts. Refer to "Specifications" at end of this
Solenoid has two windings, the pulling winding section for current values. Solenoid coil, termin
and the holding winding. When ignition switch is als, and switch plunger can be replaced if burned
turned to "START" position both windings are or otherwise damaged. Whenever solenoid is re
energized, producing a magnetic field which pulls placed on overrunning clutch type starting motors,
the plunger in. Inward movement of plunger shifts pinion clearance must be checked and adjusted, as
starter pinion into engagement with flywheel ring previously directed under "Pinion Clearance Check"
gear teeth, and closes the main contacts in the in this section.
solenoid switch to complete the circuit from bat
tery to starter.
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The pulling winding draws comparatively heavy STARTER MAGNETIC SWITCH
current for a short interval. This is required to
shift the pinion into engagement. The holding wind Switch is used to make and break the battery-
ing also aids the pulling winding. As soon as plung to-starter circuit. When control switch is turned to
er closes the main switch contacts, pulling winding "START" position, windings in magnetic switch are
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is de-energized and only the holding winding draws energized; this causes switch contacts to close,
current for the balance of the starting cycle. completing circuit from battery to starter. When
control switch is released, spring in switch causes
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SOLENOID MAINTENANCE contacts to open. Switch requires the same main
Solenoids require no periodic maintenance tenance described above for "Starter Solenoid" ex
other than keeping the terminals clean and tight. ra cept that there is no linkage adjustment.
SPECIFICATIONS
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M O D EL A P P LIC A TIO N
STAN D AR D PART NO.
H M / J M / T M - 7 0 ....................................................................................................................... 11C7375
HM JM TM W M - 8 0 .................................................................................................. 1107376
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H G / H J / J G / T G - 7 0 ................................................................................................................. 1113659
HV J V - 7 0 ........................................................................................................................................... 1114101
J J / T J - 7 0 .............................................................................................................................................. 1114121
O P T IO N A L
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H M / J M - 7 0 ; H M / J M / T M / W M - 8 0 .................................................................. 1107371
H M / J M / T M - 7 0 ............................................... 1107376
H M / J M / T M / W M - 8 0 ......................................................................................................... 1107586
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S TA R T IN G MOTOR SPECIFICATIONS
as
1114101 (b)
STARTER M O D ELS 1107371 (a) 1107375 (a) 1107376 (a) 1107586 (a) 1113659 (a) 1114121 (b)
M a k e .................................................................................................................... .............................. D elc o-R e m y D elc o-Re m y D elc o-R e m y D elc o-Re m y D elc o-Re m y Delc o-Re m y
T y p e o f D r i v e ......................................................................................... .............................. Overru nn ing O verru nn ing O verru nn ing Overru nn ing O verru nn ing Overru nn ing
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C lu tch Clutch Clutch Clutch C lutch Clutch

R o t a t i o n ( V i e w i n g D r i v e E n d ) .................................. .............................. CW CW CW CW CW CW
B r u s h S p r i n g T e n s i o n ( o z . ) ............................................. .......................... 40 35 35 35 80 80
NO LOAD TEST
V o l t s ....................................................................................................... .............................. 11 .8 10.6 10 .6 10.6 11.0 1 1.5
M i n i m u m A m p s ................................................................... — 65* 55* 75* 105* 90*
M a x i m u m A m p s .................................................................. .............................. 72 100* 95* 100* 155* 130*
M i n i m u m R . P . M .......................... .............................. 6025 360 0 3800 64 5 0 6800 5600
M a xim u m R .P .M . ........... - 5100 60 0 0 8750 10400 7600
RES ISTA N C E TEST

V o l t s ....................................................................................................... .............................. 3.5 3.5 3. 5 5.0 _ —
M i n i m u m A m p s ................................................................... ................................. 295 300 300 720* — —
M a x i m u m A m p s .............................................................. .............................. 36 5 360 360 870* — —

ENGINE ELECTRICAL 6 Y -1 1
SPECIFICATIONS (CONT.)
S TA RT ING MOTOR S PECIFIC ATION S (C o n t.)
1114101 (b )
S TA R TER M O D ELS 1107371 (a) 1107375 (a) 1107376 (a) 1107586 (a) 1113659 (a) 1114121 (b )
LOCKTEST
A m p s ......................................................................................................... — _ _ _ 600 6 00
M i n i m u m T o r q u e ( F t . L b s . ) ............................. — — — — 1 1.0 16.5
A p p r o x i m a t e V o l t s ............................................................... ............... - - - - 1.7 2.5
STARTER S O LEN O ID
M o d e l N o ......................................................................................... .......................... 1114356 1114356 1114356 1114356 1115510 1119862
R a t e d V o l t a g e ....................................................... .......................... 12 12 12 12 12 12
C u rre n t Con su m ptio n
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B oth W indings
A m p s ........................................................................... .......................... 4 1-4 7 4 1-4 7 4 1-4 7 4 1-4 7 70 .4 -7 7 .8 6 5 .3 -7 3 .3
V o l t s ............................................................................. ...................... 10 10 10 10 10 10
H o ld -ln W inding
A m p s ............................................................................ .......................... 1 4 .5 -16 .5 14 .5 -16 .5 1 4 .5 -16 .5 1 4 .5 -16 .5 18-20 1 2 .7 -1 4 .3
V o l t s ............................................................................. .......................... 10 10 10 10 10 10
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(*) Includes Solenoid .
(a) Pin ion C learance 0 .0 10 "-0 .14 0 ".
(b) P in io n Clea ra nce 23/64" p l u s or m inu s V32".
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ra
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IGNITION SYSTEM
GENERAL IMPORTANT: When repairing or replacing a
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resistance unit, always use factory recommended

The ignition system consists of the source of parts.
power (battery or generator), ignition switch, igni
tion coil, distributor, condenser, spark plugs, and IGNITION SYSTEM RESISTANCE
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high and low tension wires. WIRE OR UNIT CHECK

A special resistance wire is used in the body The resistance value of the resistance wire
wiring harness connecting the battery or ignition can be checked as follows:
terminal of the ignition switch to the ignition coil 1. Make sure the ignition switch is "O F F."
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on all vehicles equipped with the V - 6 gasoline 2. Connect ohmmeter leads to each end of the
engine. The special resistance wire is identified resistance wire.
on wiring diagrams in Section 12. 3. Resistance value of wire should not exceed
as
This resistance serves to increase ignition 1.52 ohms.

coil efficiency and lengthen distributor point life. CAUTION: When making the resistance check,
If wire becomes damaged, it should be replaced be certain that ignition switch is in "OFF"position,
with wire of same material and length. otherwise damage to ohmmeter will result.
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NOTE: The resistance value of wire can be IGNITION MAINTENANCE

checked as explained later.
By making the following inspection and adjust
CAUTION: Since the ignition coil is fed through ments on the ignition system at regular intervals,
the starter solenoid during cranking, the engine causes of lowered performance will be located and
w ill have a tendency to start any time it is cranked, corrected before they progress to a point where
even though the ignition switch may be in the "O F F” they will seriously affect engine performance.
position. To prevent this from happening and pos
sibly causing serious injury, always disconnect 1. Check condition of battery and cables as
the ignition primary wire from the coil before directed in "BATTERY" section.
making tests which require cranking the engine. 2. Check operation of centrifugal advance

angle (or point opening) requires adjustment, ad

just as directed later under "Distributor."
6 . Check ignition timing with timing light as
directed later under "Ignition Timing."

7. Inspect all ignitionwiringforbrittle,crack
ed, or oil-soaked insulation. Check all connections,
making sure they are clean and tight.
8 . Distributor must be kept properly lubri
cated. Refer to LUBRICATION (SEC. 0) for inter
vals and instructions.
9. Remove spark plugs and clean, inspect,
and adjust point gap as directed later under "Spark
Plugs."
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Figure I — D is e n g a g in g Ign itio n Sw itch Connector IGNITION SWITCH REPLACEMENT
mechanism by removing distributor cap and turn The ignition switch and harness-to-switch con
ing the rotor in clockwise direction. The cam nector features a three tang lock to secure a firm
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should rotate freely and when released, it should connection (fig. 1). The switch lock cylinder and
return to its original position without sticking or cylinder housing can be removed as follows:
binding.
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3. Wipe out distributor cap with a soft cloth REMOVAL
and clean wire sockets with a small round brush. 1. Disconnect negative cable from battery post.
Inspect cap and rotor for chips, cracks, and car ra 2. Remove lock cylinder by positioning switch
bonized short paths; look for burned metal inserts in "lock" position and inserting wire in small hole
in cap and for burned metal segment on rotor. in cylinder face. Push in on wire to depress plung
4. Inspect breaker points. Slight discoloration er and continue to turn key counterclockwise until
lock cylinder can be pulled from cylinder housing.
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and roughness is normal. Slight roughness can be
removed with a few strokes of a clean, fine-cut 3. Remove the metal ignition switch retaining
contact file. If points are badly pitted or burned, nut from the passenger side of the dash, or from
replace points as directed later under "Distributor. top of transmission control island.
4. Pull ignition switch out from under dash or
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5. Check cam dwell angle with a dwell meter.

If dwell meter is not available, point opening can transmission control island and separate wiring
be checked with a dial indicator. Never check open connectors by inserting thin blade of small screw
ing of used points with a feeler gauge. If dwell driver under each tang of wiring connector as
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shown in figure 1. Pull connector from switch.
INSTALLATION
1. Engage lock tangs of wiring connector to
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switch. Make sure lock tangs are fully engaged by

trying to separate.
2. Place the switch with wiring into position
as
from underside of dash or transmission control

island and install switch retaining nut firmly.
3. Insert switch lock cylinder in switch hous
ing and rotate clockwise to secure in lock position.
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4. Connect battery negative cable to post and

check operation of switch.
IGNITION TIMING
Timing the ignition system comprises:
(1) Initial timing — setting distributor to permit
opening of points at correct firing intervals
- and -
(2) Manual advance adjustment - - retarding or ad-
Figure 2 — T im ing M a rk s IV - 6 Engines! (Typical) vancing the point opening to compensate for

various grades of fuel which may be used. These

IG N IT IO N C O IL
timing factors require checking and adjusting D IST R IB U T O R
at regular intervals, or whenever performance
of engine necessitates such action.
IMPORTANT: Before attempting to adjust ig
nition timing, make sure carburetor is properly
adjusted. Disconnect vacuum line from distributor
vacuum advance unit and plug the open end of line.
NOTE: The following timing settings are re c
ommended settings for average nation-wide regu CAP SC REW
lar gasoline. Timing must be retarded as required
when lower octane gasoline is used.
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WITH ENGINE RUNNING
NOTE: Make sure distributor is in good con M O U N T IN G
CLAM P
dition and dwell angle is properly adjusted before
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checking ignition timing. If dwell angle requires
adjustment, adjust as directed later under "D is
tributor."
1. Figure 2 shows location of timing marks
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on the crankshaft pulley hub. Connect one lead of Figure 3 — Distributor a n d Ignition C oil Installed (Typical)
a timing light to No. 1 spark plug terminal (front
plug on left side) and connect the other lead in with rotor segment pointing to No. 1 spark plug
accordance with instructions furnished with the
instrument.
2. Start engine and run at idle.
3. Set timing to lcP before upper-dead-center
ar wire, points should just begin to open. Loosen dis
tributor mounting clamp cap screw and turn dis
tributor housing clockwise until points close. Re
move high tension wire from center socket in dis
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(BUDC). If timing mark does not align with pointer, tributor cap. Turn on ignition switch and hold end
loosen distributor mounting clamp cap screw (fig. of high tension wire (still connected to coil) 1 /4-
3) and rotate distributor body as required to syn inch from a ground; then turn distributor housing
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chronize timing light flashes with timing mark on counterclockwise until a spark jumps the gap be
engine crankshaft pulley. tween high tension wire and ground. When spark
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4. Tighten distributor mounting clamp cap occurs, points are open. Hold distributor in this
screw after adjustment is made. position and tighten mounting clamp cap screw.
Turn ignition switch off and install distributor c ap.
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WITH ENGINE NOT RUNNING Install high tension wire in center socket in cap.
1. Locate No. 1 cylinder spark plug wire on
distributor cap. Mark distributor body adjacent to MANUAL ADVANCE ADJUSTMENT
No. 1 wire socket in cap. Remove distributor cap. 1. After engine has been thoroughly warmed
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2. Intermittently operate starter until proper up, drive vehicle using grade of fuel expected to be
timing mark on crankshaft pulley is aligned with used in service. Engine should not ping or knock
pointer (fig. 2 ). excessively under load and full throttle.
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With pointer and timing mark aligned, rotor 2. If knock is evident, loosen distributor
segment should point toward mark made on dis mounting clamp cap screw (fig. 3) and turn dis
tributor body in Step 1 above. Instead, rotor seg tributor housing clockwise to retard spark until
ment may point 180 degrees away from mark; in knock is eliminated.
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this case engine must be rotated one complete NOTE: Manual advance should be set to obtain
revolution and timing mark realigned. the best possible engine performance with the par
3. With timing mark and pointer aligned and ticular grade of gasoline being used.
DISTRIBUTOR
Distributor is mounted on top center of cylin mounting clamp and cap screw (fig. 3). Drive gear,
der block at rear end and is driven by the engine secured on lower end of distributor shaft by a
camshaft by means of spiral cut gears. A gasket rivet, has a hexagonal opening in lower end which
is used between flange on distributor housing and engages end of oil pump shaft to drive the oil pump.
cylinder block. Distributor is held in place by a Model number is stamped on the housing.

LE A D CLIPS
plate and install attaching screw.
B A C K -T O -B A C K
CAUTION: Carefully wipe protective film from
C A M LU BRIC A TO R
ASSEM BLE
contact set prior to installation.
THIS CLIP FIRST
NOTE: Pilot on contact set must engage match
ing hole in breaker plate.
2. Connect primary lead and condenser lead
LEVER
to terminals (fig. 4). Lead clips must be assem
bled "back-to-back." Push clip nearest the contact
SET
lever down between the spring and locator; then
SC R EW
push the remaining clip down between the first
clip and locator. Do not push on the spring.
3. Apply a slight trace of petroleum jelly to
the breaker cam and a few drops of SAE #20 oil
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Q U IC K D IS C O N N E C T on top of the shaft.
T E R M IN A L 4. Check and adjust points for proper align
ment and breaker arm spring for proper tension
A T T A C H IN G S C R E W S (fig. 5). Use an alignment tool to bend stationary
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contact support if points need alignment.
Figure 4 — Breaker Plate a n d A tta ch in g Parts NOTE: The contact point pressure must fall
within specified limits. Weak tension will cause
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CONTACT POINT REPLACEMENT chatter resulting in arcing and burning of the points
and an ignition miss at high speed, while excess
REMOVAL ive tension will cause undue wear of the contact
1. Release distributor cap hold-down screws,
remove cap and place it out of work area.
2. Remove rotor.
3. Pull primary and condenser lead wires
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points, cam and rubbing block. Breaker arm spring
tension should be 19-23 ounces. The contact point
pressure should be checked with a spring gauge.
The scale should be hooked to the breaker lever
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from contact point quick-disconnect terminal (fig. 4). and the pull exerted at 90 degrees to the breaker
4. Remove contact set, attaching screw, lift lever as shown in figure 5. The reading should be
contact point set from breaker plate. taken just as the points separate. The pressure
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5. Clean breaker plate of oil, smudge and dirt. can be adjusted by bending the breaker lever spring.
If pressure is excessive, it can be decreased by
INSTALLATION pinching the spring carefully. To increase pres
ca
NOTE: The service replacement contact set sure, the lever must be removed from the dis
has the breaker lever spring and the point align tributor so the spring can be bent away from the
ment preadjusted. Only the dwell angle requires lever. Avoid excessive spring distortion.
adjustment after replacement.
5. Set point opening to dimension listed in
ic
1. Place new contact set assembly on breaker

"Specifications " at end of this section.
6 . Install rotor, then position and secure dis
tributor cap to housing.

s
as
SETTING DWELL ANGLE

The point opening of new points can be checked
with a feeler gauge, but the use of a feeler gauge
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on rough or uncleaned used points is not recom

mended since accurate mechanical gauging cannot
be done on such points.
Contact points must be set to the proper open
ing. Points set too close may tend to burn and pit
rapidly. Points with excessive separation tend to
cause a weak spark at high speed. Proper point
setting for these engines are listed in "Specifica
tions” at end of this section.
New points should be set to the larger opening
Figure 5 — Checking Breaker Arm Spring Tension as the rubbing block will wear down slightly while

seating to the cam. Contact points should be clean

ed before adjusting if they have been in service.
CONTACT POINT OPENING ADJUSTMENT

1. Release distributor cap hold-down screws,
remove cap and place it out of work area.
2. Check alignment of contact points. Do not
bend the breaker lever. Do not attempt to align
used points; replace them where serious mis
alignment is observed.
3. Turn the distributor shaft until the breaker
arm rubbing block is on the high point of the cam
lobe. This will provide maximum point opening.
4. Loosen the contact support lock screw.
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5. Use a screwdriver to move point support to
obtain a 0.019" opening for new points (0.016"
opening for used points) (fig. 6 ).
6 . Tighten the contact support lock screw and
recheck the point opening.
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7. After checking and adjusting the contact
point opening to specifications, the cam angle or Figure 6 — Setting Point O p e n in g
dwell should be checked with a dwell meter, if
VACUUM ADVANCE
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such equipment is available (see "Specifications"
at end of section for proper dwell angle).
NOTE: DISCONNECT AND PLUG VACUUM ra The vacuum advance control unit is mounted
to the base of the distributor housing. The vacuum
LINE WHEN CHECKING. If the cam angle is less
than the specified minimum, check for defective control unit consists of an enclosed, calibrated,
or misaligned contact points or worn distributor spring-loaded diaphragm and is linked to the mov
cam lobes. The variation in cam angle readings able breaker plate. Under part throttle operation,
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between idle speed and 1750 engine rpm should not the intake manifold vacuum is sufficient to actuate
exceed 3 . Excessive variation in this speed range the vacuum control diaphragm and cause the break
indicates wear in the distributor. er plate to move, advancing the spark and increas
ing fuel economy. During acceleration or when
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NOTE: Cam angle readings taken at speeds engine is under heavy load, the vacuum is not suf
above 1750 engine rpm may prove unreliable on ficient to actuate the diaphragm and the breaker
some cam angle meters. plate is held in the retarded position by a calibrat
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ed return spring which bears against the vacuum

CENTRIFUGAL ADVANCE diaphragm.
Distributor is equipped with centrifugal spark

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advance mechanism. Where speed variations are DISTRIBUTOR REMOVAL

encountered, spark advance, based on engine speed,
is necessary to develop maximum power. Centrif 1. Locate No. 1 cylinder spark plug wire on
as
ugal advance mechanism is located under the break distributor cap; mark this position on cap and
er plate assembly, and is a part of the shaft as mark distributor housing adjacent to No. 1 wire
sembly. It consists of an automatic cam actuated in cap.
by two centrifugal weights controlled by springs. 2. Release distributor cap hold down screws;
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As engine speed increases, the weights grad then remove cap and place clear of work area.
ually throw out and rotate the cam to provide the 3. Disconnect the distributor primary wire
desired spark advance for speed at which engine from terminal on ignition coil.
is running. The correct weights, cam contour, and 4. Intermittently operate starter until the
spring calibration have been selected to provide crankshaft pulley comes to rest with the 10° BUDC
spark advance which will give the best performance mark aligned with pointer (fig. 2). With pointer
of engine throughout its entire speed range. Cen and timing mark aligned, rotor segment should
trifugal advance mechanism can be checked for point toward mark made on distributor body in
freeness of operation as previously directed under Step 1 above. Instead, rotor segment may point
"Ignition Maintenance." A distributor tester must 180 degrees away from mark; in this case, rotate
be used to check advance action under various engine one complete revolution and realign timing
speed conditions. mark with pointer.

NOTE: Distributor can be removed and readily DISTRIBUTOR CONDENSER

reinstalled if engine remains in this position.
5. Disconnect vacuum line from distributor, Condenser, mounted on breaker plate and con
then remove cap screw and mounting clamp (fig. 3). nected across the points, reduces point arc by its
Lift distributor straight up until spiral gear dis ability to store up electrical energy.
engages camshaft gear. Rotor will rotate a few
degrees clockwise as gears disengage. Mark this REMOVAL AND INSTALLATION
position of rotor on distributor housing, also note 1. Release distributor cap hold-down screws,
position of vacuum advance mechanism relative to remove cap, and place it out of the work area.
engine. Lift distributor straight up to complete 2. Remove rotor.
removal. Remove distributor flange to cylinder 3. Disconnect condenser lead wire from con
block gasket. tact point quick-disconnect terminal.
NOTE: Always set distributor in upright posi 4. Remove condenser attaching screw, lift con
tion so oil from distributor shaft will not run out denser from breaker plate, and wipe breaker plate
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onto the breaker plate and points. clean.
5. Install new condenser, using reverse of pro
DISTRIBUTOR INSTALLATION cedure outlined above.
IF ENGINE HAS NOT BEEN CRANKED
1. If distributor is new, No. 1 firing position TEST
Four factors affect condenser operation, and
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can be determined by the mark made on the old
distributor housing prior to removal. Also, locate each must be considered in making tests.
mark made on housing after gears were disengaged. Breakdown. Breakdown is a failure of insulat
ry
2. Place new distributor to cylinder block gas ing material, causing direct short between metallic
ket on block, and lubricate distributor drive gear elements of condenser. This condition prevents
with engine oil. any condenser action.
3. Turn rotor so segment points to the mark
made after disengaging gears. As distributor is
ra Low Insulation Resistance. This condition per
mits leakage which prevents condenser from hold
inserted into place, spiral gear will cause rotor
ing its charge. A condenser with low insulation
to turn counterclockwise. It may be necessary to
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resistance is said to be weak.
insert the assembly several times to find the cor
rect position to bring rotor segment to No. 1 firing High Series Resistance. This is excessive re
position. Perform steps 3, 4, and 5 under "If sistance in condenser circuit due to broken strands
Engine Has Been Cranked" below. in condenser lead or to defective connections. This
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IF ENGINE HAS BEEN CRANKED will cause burned contact points and ignition fa il
1. Remove left-hand valve rocker arm cover. ure upon initial start and at high speeds.
Turn engine over by intermittently operating start Capacity. Capacity is built into a condenser
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er and observe movement of No. 1 intake valve and is determined by the area of the metallic ele
(second valve from front). When intake valve starts ments, and the insulating and impregnating mater
to close (raise up), continue to turn engine slowly ials. A condenser of incorrect capacity will result
until pointer on timing gear cover is at proper
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in point pitting.
timing mark on crankshaft pulley (fig. 2). Engine
is then in No. 1 firing position. IGNITION COIL
as
2. Install distributor as described in Step 1

above. It may be necessary to turn the oil pump Ignition coils are mounted on top of block near
drive shaft to permit engagement of drive shaft front of distributor (fig. 3). Ignition coil primary
with distributor drive gear. terminals are marked positive (+) and negative (-).
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3. Install distributor hold-down clamp and cap Wire from distributor primary terminal (black)
screw. must be connected to the negative (-) terminal of
4. Install distributor cap. Install spark plug coil. The light green feed wire from starter sole
wires in cap in correct firing sequence -- 1-6-5- noid and the special resistance wire must be con
4 _3 _ 2 - - starting with No. 1 wire in socket ad nected to the positive (+) terminal of coil.
jacent to No. 1 firing position mark on distributor
housing, then proceeding clockwise around the cap. IGNITION COIL TEST
Install secondary wire from ignition coil in center If there is any doubt as to the condition of the
socket in distributor cap. Connect distributor prim coil, it should be tested with conventional coil
ary wire to negative (-) terminal on ignition coil. tester, following instructions furnished by manu
5. Check and adjust ignition timing as pre facturer of testing equipment. Defects indicated
viously directed under "Ignition Timing." by test are:

1. Open primary circuit. upper insulators usually result from a poor fitting
2. Open secondary circuit. wrench or an outside blow. The cracked insulator
3. Shorted turns in primary or secondary. may not make itself evident immediately, but will
4. High voltage breakdown in secondary. as soon as oil or moisture penetrates the fracture.
5. High resistance in primary connections. The fracture is usually just below thecrimpedpart
If any of the above conditions are evident, coil of the shell and may not be visible.
must be replaced. Broken lower insulators usually result from
carelessness when regapping and generally are
SPARK PLUGS visible. This type of a break may result from the
plug operating too "Hot" such as encountered in
GENERAL INFORMATION sustained periods of high speed operation or under
Spark plug life is governed to a large extent extremely heavy loads, especially if not installed
by operating conditions, and plug life varies ac correctly. Spark plugs with broken insulators
cordingly. To insure peak performance, spark should always be replaced.
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plugs should be checked, cleaned and regapped Spark plugs, to give good performance in a
every 5,000 miles. particular engine, must operate within a certain
Worn and dirty plugs may give satisfactory temperature range (neither too hot nor too cool).
co
operation at idling speed, but under operating con If the spark plug remains too "cool," oil, soot,
ditions they frequently fail. Faulty plugs are evi carbon, and lead components will deposit on the
dent in a number of ways such as wasting gas, insulator, causing FOULING and MISSING. If the
power loss, loss of speed, hard starting, and gen plug runs too "Hot," the deposits accumulated on
y.
eral poor engine performance. the insulator surface during continuous slow or
Spark plug failure, in addition to normal wear, stop-and-go driving may become blistered, elec
may be due to dirty or leaded plugs, excessive trodes will wear rapidly, and under extreme con
gap, or broken insulator.
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Dirty or leaded plugs may be evident by black
carbon deposits, or red, brown, yellow or blistered
oxide deposits on the plugs. The black deposits
ditions, premature ignition (preignition) of the fuel
mixture result. EITHER CONDITION W ILL SER
IOUSLY AFFECT THE PERFORMANCE OF THE
ENGINE.
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are usually the result of slow speed driving and Refer to "Specifications" at end of this section,
short runs where sufficient engine operating temp as the use of spark plugs in the proper Heat Range
erature is seldom reached. Worn piston rings, is of vital importance to good engine performance.
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faulty ignition, over-rich fuel mixture and spark Frequently, the wrong type of spark plug, one with
plugs which are too "cold" will also result in car an improper Heat Range for the engine, may have
bon deposits. Red, brown, or yellow oxide deposits, been installed when replacing spark plugs origin
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a consequence of the combustion of leaded fuel, ally fitted by the engine manufacturer and such
usually result in spark plug failure under severe misapplication may lead to poor performance.
operating conditions.
The oxides have no adverse affect on plug
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operation as long as they remain in a powdery

state. But, under high speed or hard pull, the pow
der oxide deposits melt and form a heavy glaze
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coating on the insulator which, when hot, acts as

a good electrical conductor, allowing current to
as
follow the deposits and short out the plug.

Excessive gap wear on plugs of low mileage
usually indicates the engine is operating at speeds
or loads that are consistently greater than normal
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or that a plug which is too "hot" is being used. In

addition, electode wear may be the result of plug
overheating, caused by combustion gases leaking
past the threads and gaskets, due to insufficient
compression of the spark plug gaskets, dirt under
gasket, or use of old gaskets. Too lean a fuel mix
ture will also result in excessive electrode wear.
Spark plug life will also be affected by incor
rect timing of the engine which results in excess
ively high operating temperature.
Broken insulators are usually the result of
improper installation or carelessness. Broken Figure 7 — W rench Socket Installed on P lu g ITypicalI

ABNORMAL OPERATION lower insulator. Always make adjustment by bend

Where abnormal operating conditions cause ing the ground or side electrode.
chronic carbon or oil fouling of the plugs, the use
of a type with one or two numbers higher (a "hot SPARK PLUG INSTALLATION
te r" type) than recommended in "Specifications," Be certain that the old gasket is removed be
will generally remedy the trouble; and by the same fore installation of plug and that the gasket seat is
formula, where chronic preignition or rapid elec clean and smooth. Also check that the spark plug
trode wear is experienced, a type with one or iwo threads and the cylinder head threads are not dirty
numbers lower (a "cooler" type) will generally be or damaged. Dirty or damaged threads cause a
found satisfactory. faulty torque reading, resulting in incorrect in
stallation and consequent poor spark plug life and
SPARK PLUG REMOVAL faulty operation.
IMPORTANT: Before removing any sparkplug, Install spark plugs in the engine with new gas
blow all dirt out of plug sockets in cylinder head kets and tighten finger-tight. Using special spark
om
with compressed air. plug wrench socket (S-9704B) as shown in figure 7,
1. Pull wires off spark plug terminals, using and a torque wrench, tighten plugs to 23-27 foot
caution to avoid damaging wire terminals. Remove pounds torque.
wires by firm ly grasping large end of boot.
IMPORTANT: It is important that the special
2. Use special spark plug wrench socket No.
socket be used in torqueing plugs, as an ordinary
.c
S-9704B (manufactured by Snap-On Tool Co.) (fig.
socket will bind against cylinder head and give a
7) and unscrew plugs from cylinder head. Ordin
false torque reading.
ary wrenches may damage porcelain. If gaskets do
not remain on plugs, remove from cylinder head. Spark plugs which are not tightened correctly
ry
will result in too high an operating temperature
INSPECTION AND CLEANING if too loose, or distortion of the spark plug body
Inspect plugs for cracked porcelain and burn and change in gap setting or damage to the gasket
ed points, and check point gap. Also check for loose
terminals. Replace plugs which have excessively
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if too tight.
burned electrodes or cracked porcelain. Plugs HIGH AND LOW TENSION WIRES
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should be cleaned with an abrasive type cleaner.
If porcelain is badly glazed or blistered, the spark High tension wires include the wires connect
plugs should be replaced. All spark plugs must be ing the distributor cap to the spark plugs, and the
of the same make and number of heat range. Use wire connecting the center electrode of the distrib
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a wire feeler gauge when checking spark plug gap. utor cap to the center terminal of the ignition coil.
Low tension wires are the small wires connected
POINT GAP ADJUSTMENT to the primary terminals on the coil, and to the
Setting spark plug gap is a precision operation primary terminal at the distributor.
cc
and should be treated as such. Refer to "Specifica

High tension wires have a built in resistance
tions" at end of this section for proper gap dimen
of approximately 4,000 ohms per foot except coil
sions. All plugs must be set to the same dimension,
wire which is 8,000 ohms per foot. When replacing
using a standard round feeler gauge.
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wires, make sure proper wires are used.

CAUTION: Before adjusting gap, file center
electrode flat. In adjusting the spark plug gap, At regular intervals the wires should be in
as
never bend the center electrode which extends spected for damage. If insulation is cracked or
through the porcelain center as this may break the swollen, wires should be replaced.
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IGNITION SYSTEM SPECIFICATIONS
351 -C D IST R IB U T O R VACUUM CONTROL

351 - M M a k e .......................................................................................................................................................... D elc o-Re m y
401 -M M o d e l N o ................................................................................................................................................. 1 1 1 5 3 5 6
EN G IN E D IST R IB U T O R 478-M I n c h e s o f M e r c u r y t o S t a r t A d v a n c e ..........................................................3 - 5
M a k e ...............................................................................................................................................................D e l c o - R e m y Inches of M e r c u r y fo r M a x i m u m A d v a n c e 7-9
M o d e l N o ..................................................................................................................................................1 1 1 0 3 5 9 M a x im u m A d v a n c e (d is tributor d e g .) ............................................9
R o t a t i o n ( v i e w e d a t r o t o r e n d ) ................................................................................ Clockw ise
Point O p e n in g IGN ITIO N COIL
N e w .............................................................................................................................................. 0 . 0 2 0 M a k e ............................................................................................................................................................. D e l c o - R e m y
U s e d .............................................................................................................................................0 . 0 1 7 M o d e l N o ................................................................................................................................................. 1 1 1 5 1 6 1
D w e l l A n g l e ( d e g r e e s ) ( i ) ............................................................................................ 3 1 - 3 4
SPAR K PLUGS
C en trifu g al A d v a n c e ®
S t a r t ( d e g r e e s ) ................................................................................................................ 0 -3 ® M a k e ............................................................................................................................................................. A . C .
R P M ........................................................................................................................................55 0 T y p e ............................................................................................................................................................... C - 4 2 - N
om
S i z e ..................................................................................................................................................................1 4 M M
F i r s t I n t e r m e d i a t e ( d e g r e e s ) ........................................................................2 . 7 - 5 . 7 @
P o i n t G a p ................................................................................................................................................0 . 0 3 5 "
R P M ...........................................................................................................................................7 0 0
T o r q u e ( F t . L b s . ) ....................................................................................................................... 2 3 - 2 7
S e c o n d I n t e r m e d i a t e ( d e g r e e s ) ...............................................................4 . 3 - 6 . 3 @
R P M ...........................................................................................................................................8 00 (1) S e t w i t h v a c u u m in r e t a r d p o s i t i o n .
M a x i m u m ( d e g r e e s ) ...................................................................................................1 0 - 1 2 ( 5 (2) S p e c i f i c a t i o n s li s t ed are distribu tor degrees an d d istribu tor R P M
R P M ...........................................................................................................................................1 7 5 0 w h ic h are o n e -h a l f e n g in e d e g r e e s a n d e n g in e R P M .
F i r i n g O r d e r ........................................................................................................................................1 - 6 - 5 - 4 - 3 - 2
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(3) P l u s o r M i n u s 1 °
Ig n itio n T im in g P o in t 1 0°B U D C
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ALTERNATING CURRENT GENERATING SYSTEM
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The alternating current generator is used as standard equipment
on all vehicles covered by this manual. This section is divided into
sub-sections listed in the index below:
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Subject Page No.

Model A p p lic a tio n ............................................................... 6Y-19
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Generating System General Description ........................... 6Y-20

On-Vehicle Maintenance, Tests, and Adjustments ............ 6Y-21
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MODEL APPLICATION
USE WITH
as
GENERATOR REGULATOR
STD. 37-AMP. - - HM/JM/TM- 7 0 .................................... . . . . 1100688 1119515
STD. 42-AMP. -- HG/JG-70; HM/JM/TM/WM-80 . . . . . . . . 1100689 1119515
STD. 61-AMP. — HJ/JJ/TJ-70. ....................................... . . . . 1100750 1119515
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STD. 61-AMP. -- H V/JV-70............................................. • • • • 1100750 1119515

STD. 61-AMP. — T G - 7 0 ................................................... . . . . 1100750 1119515
OPT. 42-AMP. -- HM/JM/TM-7 0 .................................... . . . . 1100689 1119515

OPT. 55-AMP. — HG/HM/JG/JM/TG/TM- 7 0 .................. . . . . 1100750 1119515
OPT. 55-AMP. — HM/JM/TM/WM-80.............................. . . . . 1100750 1119515
OPT. 62-AMP. — HG/HJ/HM/JG/JJ/JM/TG/TM-70 . . . . . . . 1117754 1116378
OPT. 62-AMP. — HM/JM/TM/WM-80.............................. . . . . 1117754 1116378
♦Requires 1116895 Field Relay Unit.

G E N E R A T IN G SYSTEM G E N E R A L D ESCR IPT IO N
m
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WITH AMMETER TYPE CHARGE INDICATOR WITH VOLTMETER TYPE CHARGE INDICATOR
T -2 19 4
.
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Figure I — Schematic Diagram of A.C. Charging Circuit with 11 19515 Regulator (Typical)
The basic charging system components include Figure 1 shows schematic diagram of typical
the battery, the self-rectifying, alternating current ragenerating system with 37-, 42- or 61-amp. genera
generator, the voltage regulator, and interconnect tor and two-unit type voltage regulator. The left
ing wiring. view applies to conventional cab models equipped
An indicator lamp (tell-tale) which indicates with the standard ammeter type charge indicator,
b
only whether or not the generator is charging, is and the right view applies to vehicles equipped
used as standard equipment on all tilt cab models. with the optional voltmeter type charge indicator.
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An ammeter is used as standard equipment on all Figure 2 shows schematic diagram of gener
conventional cab models. The ammeter is avail ating system on models equipped with the full tran
able as optional equipment on tilt cab models. A sistor regulator. When ammeter or voltmeter type
voltmeter type charge indicator is available as
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charge indicator is used in this circuit, it is con

optional equipment on all vehicles covered by this
nected into circuit in same manner shown in figure 1 .
manual.
NOTE: Indicator lamp is used on Series 70
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and 80 tilt cab models only.

The alternating current generators are used
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either as standard or optional equipment on ve

hicles as indicated in "Application Chart" at be
ginning of this section. All units are self-rectify
as
ing, alternating current (A.C.) type with direct

current (D.C.) output.
The generators are air-cooled by a single fan
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attached to a drive pulley or by blades attached to

each end of the rotor assembly.
The alternating current generator consists of
two major parts, a stator and a rotor. The stator
is composed of a large number of windings as
sembled on the inside of a laminated core which is
attached to the generator frame. Two brushes are
required to carry current through the two slip
rings to the field coils wound concentric with the
rotor shaft.
Figure 2 — Schematic Diagram of A.C. Charging Circuit
with 11J 6378 Regulator (Typical) Although generators vary with respect to cur-

rent output and type of voltage regulation, the oper following precautions when performing any service
ating principles are similar. operations on the A.C. generating system:
The generator is driven from the engine and 1. Electrical system is NEGATIVE GROUND.
converts mechanical energy to electrical power. Connecting the battery with positive terminal
The alternating current produced within the gen grounded will result in severe damage to gener
erator is rectified by six diodes installed in gen ator, battery, and battery cables.
erator end frame and heat sink assembly. Direct 2. When using a booster battery, be sure to
current is produced at output (BAT) terminal on connect negative battery terminals together and
generator. positive terminals together.
3. When attaching battery charger leads to the
The 37-, 42-, and 61-amp. generator voltage
battery, connect charger positive lead to battery
is controlled by a vibrating point type regulator.
positive terminal and connect charger negative
Voltage on all other generators is controlled by a
lead to battery negative terminal.
full transistor type regulator. 4. Never operate generator with open circuit.
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The regulator controls generator voltage out Be absolutely sure all connections in the circuit
put by varying the current flow in field windings in are secure.
generator rotor assembly. No current regulating 5. Do not short across or ground any of the
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device is required in the regulator used with A.C. terminals on the generator or regulator.
generator, since the generator has inherent cur 6 . Do not attempt to polarize the generator.
rent regulation. Cut-out relay is not required with 7. Whenever working near generator or reg
A.C. generating system as the diodes will not con ulator, disconnect battery cable to prevent acci
y.
duct in reverse direction, i.e., from from battery dental grounding at generator or regulator term
to ground through the generator. inals.
8 . Never replace brown and white stripe
special resistance wire in harness connected to
P R E C A U T IO N S
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Service procedures on the self-rectifying al
ignition or control switch unless it is of same
material and of same length (approx. 60 inches
long). Generating system will not function without
br
ternating current generating system differ from this special wire. Wire is identified in applicable
those for a direct-current generator. Observe the wiring diagram in Section 12.
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O N VEH ICLE M A IN T E N A N C E , TESTS, A N D A D J U ST M E N T S

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G E N E R A T IN G SYSTEM 5. Check battery electrolyte level and replen

ish as necessary. Check specific gravity also.
M A IN T E N A N C E
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By making the following inspection on the gen

erating system at regular intervals, causes of
s
trouble may be located and corrected before they

G E N E R A T O R D R IV E BELT
progress to a point where they will seriously af
as
TENSION ADJUSTMENT
fect the generating system performance.
Because of the higher inertia and load capacity
1. Check generator drive belt tension and of rotor used with A.C. generators, PROPER BELT
adjust if necessary. See procedure later under TENSION is more critical than onD.C.generators.
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"Generator Drive Belt Tension Adjustment."

All generators are pivot-base mounted with
2. Check generator mounting and adjusting
the belt tension adjustment arm at the top. Use a
arm bolts and tighten as necessary.
3. Check all electrical connections for tight belt tension dial gauge to check tension on each
ness and corrosion. Clean and tighten connections individual belt. If tension is not within 80-90
pounds (used belts) or 1 0 0 - 1 1 0 pounds (new belts),
as necessary. Be sure wiring insulation is in good
loosen adjustment arm clamp bolt and move gener
condition, and that all wiring is securely clipped
ator to obtain recommended tension.
to prevent chafing the insulation.
4. With engine running, listen for noise and NOTE: On a new vehicle, or after having in
check generator for vibration. If generator is noisy stalled new belts, check tension of belt(s) twice in
or vibrates excessively, it should be removed for first 200 miles of operation. When making adjust
inspection and repair. ment, examine belt(s) and replace if necessary.

A loose or broken drive belt will affect oper tested before proceeding with generating system
ation of generator. A drive belt that is too tight tests. If the battery is defective or not fully charg
will place too much strain on bearings. ed, it must be replaced with a fully charged battery
IMPORTANT: When replacing dual drive belts, for test purposes.
it is essential that entire set be replaced at same NOTE: If an ammeter or voltmeter is used in
time. Belts are available in matched sets only. place of charge indicator lamp, the "Generator
Indicator Lamp Circuit Tests" described later,
will determine which unit of the generating system
is at fault.
When making tests on system, refer to applic
G E N E R A T IN G SYSTEM able schematic wiring diagram shown previously
TROUBLE S Y M P T O M S under "General Description."
Abnormal operation of the generating system
om
is usually indicated by one or more of the follow
ing symptoms:
A L L VEHICLES G E N E R A T O R C H A R G E IN D IC A T O R
1. Battery undercharged (low specific gravity L A M P CIRCUIT TEST
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of electrolyte).
2. Battery using an excessive amount of water, NOTE: This test applies to vehicles equipped
indicating an extremely high charging rate. with charge indicator lamp.
NOTE: This test will also determine if the
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3. Excessive generator noise or vibration.
generator or the regulator is defective. Refer to
VEHICLES WITH INDICATOR LAMP figure 3 for basic lead connections.
1. Failure of indicator lamp to illuminate 1. Check the indicator lamp bulb which may be
when the ignition switch is turned on - (NOTE:
Engine not running.)
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burned out. Make sure the bulb socket assembly is
fully engaged.
2. Indicator lamp continues to glow with the 2. Check wiring connections at junction.
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engine running. 3. Lift the regulator terminal latch slightly,
3. Indicator lamp fails to go out when ignition then pull the wiring harness connector from reg
or control switch is turned off. ulator terminals.
CAUTION: Do not allow any leads to contact a
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VEHICLES WITH AMMETER ground or "liv e " wire or terminal except as direc
1. Ammeter shows high charging rate with a ted. A heavy cloth taped in position below regulator
fully charged battery. terminals will assist in preventing possible contact.
2. Ammeter shows low or no charge with a 4. Referring to figure 4, insert jumper lead
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partially discharged battery. (J-9782-1) into #4 terminal socket in harness con

nector and ground the other end to regulator base
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VEHICLES WITH OPTIONAL VOLTMETER

TYPE CHARGE INDICATOR
NOTE: Voltmeter indicator should remain in
ss
center (green) segment during normal operation.

1. If indicator remains in left-hand red seg
ment, an undercharged condition is indicated.
2. If indicator goes over to the right-hand red
a
segment, an overcharged condition is indicated.

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O N VEH ICLE TESTS
Whenever trouble is indicated in the generat

ing system, the following tests should be made to
localize the cause before replacing any units in
the system. All of the test procedures should be
accomplished to determine if more than one unit Figure 3 — Basic Lead Connections For Checking
is malfunctioning. The battery should always be Indicator Lamp Circuit

as illustrated. Momentarily (not more than 10 sec

onds) turn on ignition or control switch. Indicator
lamp should light. If not, check for open circuit in r
wiring between the jumper lead and switch, switch F 2 3 4 \
and horn relay, and to the battery.
Jumper
5. If indicator lamp comes on when #4 socket Lead
in wiring harness connector is grounded (fig. 4),
connect jumper lead between wiring harness con
nector terminals " F " and #4 as shown in figure 6 .
Turn ignition or control switch on momentarily.
a. If light comes on, an open circuit exists
within the regulator. Refer to regulator tests later
b. If light does not come on, an open circuit
exists between the connector and generator or in
W I R I N G HA R N E S S
CONNECTOR
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T P M -9 7 3 4
the field circuit within generator.
c. Use a long jumper lead between the #4
socket in harness connector and the " F ” (field) Figure 5 — Connections For Checking Indicator
terminal at generator. If light then comes on, the Lamp Wiring (Typical)
generator field circuit is good and an open circuit
exists in wiring between " F " terminal on regula
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G E N E R A T IN G SYSTEM RESISTAN CE
tor and "F " terminal on generator. If light does not
come on, an open circuit exists in the generator W IR E TEST
field circuit.
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NOTE: Refer to applicable schematic wiring
6 . If, with all wiring connected normally, and
diagram to locate the resistance wire in system.
the indicator lamp comes on when ignition or con
trol switch is off, a defective diode in the generator
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is indicated. stripe - approx. 60 inches long) is installed with
in the wiring harness assembly connected to the
ignition or control switch. Purpose of the resist
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G E N E R A T O R C H A R G E IN D IC A T O R ance wire is to conduct sufficient field winding
CIRCU IT TEST current to allow the generator to "build-up" volt
age at each start of operation. Generator will not
(Vehicles With Ammeter or build-up if wire is not of proper resistance.
Voltmeter Type Charge Indicator)
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When an overcharge condition is indicated by

the ammeter or voltmeter, a defective or im
cc
properly adjusted voltage regulator is indicated.

When an undercharge condition is indicated,
perform "Generator Output Test" explained later.
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as
VOLTMETER
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Ju m p e r Lead
W IR IN G H A RN ESS W IR IN G H A RN ESS
C O N N E C T O R rm m i CONNECTOR
Figure 4 — Jumper Lead Connections For Testing Figure 6 — Testing Resistor Wire Using Voltmeter
Indicator Lamp Circuit (Typical) (37-, 42-, or 61 -Amp. System) (Typical)

G E N E R A T O R OUTPUT TEST
O N VEH ICLE
(With 1119515, 1116374 or 1116378 Regulator)
If evidence of an undercharged battery exists,
test generator output to determine if generator is
capable of producing its normal rated output.
The steps following can be taken to check gen
erator output with generator on vehicle:
1. Disconnect battery positive cable from
battery terminal.
2. Remove wire from "BAT" terminal on gen
erator, and connect an ammeter between wire and
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"BAT" terminal on generator (fig. 7).
3. Install a voltmeter between "BAT" terminal
Figure 7 — Connections For Testing Generator Output and "GRD" terminal on generator.
(with 1119515, 1116374, or 11J6378 Regulator) (Typical) 4. Pull latch on regulator upward to disengage
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latch from connector lug, then pull wiring harness
Wire is identified on applicable wiring dia connector from regulator. With jumper lead, make
gram in Section 12. connection between " F " terminal socket and #3
socket as shown in figure 8 .
.
The circuit continuity of resistance wire can CAUTION: With wiring connected as shown in
ry
be checked using a test light or a voltmeter. Figure figure 6 , the voltage regulator is taken out of the
7 illustrates the voltmeter hook-up at regulator. circuit, and causes field to be energized by full
Remove indicator lamp bulb, then turn ignition or voltage from battery. Generator output voltage
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control switch "ON." If voltmeter reads "zero ," must be controlled by loading battery with a car
resistance wire is open. bon pile (fig. 7). Do not permit voltage to exceed
setting specified for regulator. Refer to "Voltage
The resistance of wire only can also be check
Chart” later in this section.
b
ed if desired, using an ohmmeter. Resistance
NOTE: Instead of using acarbon pile, the head
should be slightly over 10 ohms (6.25 watts).
lights and heater switch can be turned on.
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CAUTION: When checking resistance, the ig 5. Connect tachometer to engine, connect bat
nition or control switch must be in "O F F" position, tery cable, then start engine. Adjust engine speed
ca
otherwise ohmmeter will be seriously damaged. and carbon pile (if used) or with accessories to
provide rated voltage. Ratings for each generator
are given in "Specifications” at end of section. If
generator does not produce current within its rated
> « ! » » » U W 1 J (V
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F 2 3 4
OR
as
F R V L
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W IR IN G H A R N E SS
C O N N E C T O R AT REG ULATOR t _641
Figure 8 — Generator Output Test— Jumper Lead Connection Figure 9 — Testing Regulator Field Relay
at Regulator (1119515, 1116374, or 1116378) (Typical) (with 1119515 or 1116378 Regulator)

generator is at fault. To determine which is at

fault, proceed as follows:
1. Make connections to the regulator and con
nector terminals as shown in figure 1 1 .
2. Start engine and operate at fast idle speed.
Observe the voltmeter reading. If reading is 5
volts or over and indicator shows no charge, the
field relay is defective and must be checked. Refer
to applicable voltage regulator system later.
3. If voltmeter reading is below 5 volts,
trouble is in generator. Refer to applicable "Gen
erator" section explained later.
4. The field relay closing voltage can be
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checked on the vehicle as follows:
NOTE: Refer to figure 12 which shows hook
up of test equipment.
Figure 10— Testing Field Relay C/os/ng Voltage

a. Connect a 100-150 ohm variable resistor
and a voltmeter to the adapter as shown.
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Iwith 1119515 or 11 16378 Regulator) (Typical)
NOTE: If the 0-50 ohms variable resistor unit
capacity, it can be considered defective and in need J-21260 is used, it will be necessary to add a 15
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of repair. and a 115 ohm resistor in same series to provide
required resistance.
NOTE: Procedures for replacing generator
are given later. b. Turn resistor to the open or "full resis
6 . Remove instruments and jumper lead, then
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tance" position. Leave ignition or control switch
off.
make connections at generator and regulator.
c. Slowly decrease resistance and note the
7. If no defects are discovered by the fore
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closing voltage. Voltage should be 1.5 to 2.7. If
going tests, yet the battery remains undercharged,
necessary, adjust by bending the armature support
the cause is probably a low voltage regulator set
heel iron.
ting. Refer to "Regulator Voltage Test (On Vehicle)"
later for procedure to test and set regulator.
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REGULATOR VOLTAGE TEST

REGULATOR UNIT FIELD RELAY (ON VEHICLE)
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TEST O N VEHICLE On all generating systems equipped with the

1119515, 1116374, or 1116378 regulator, the volt
If the generator charge indicator shows no age at which the regulator operates varies with
charge, the regulator field relay or possibly the changes in regulator ambient temperature. The
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ambient temperature is temperature of air at a

distance of 1/4-inch from the regulator.
To check and adjust voltage setting, proceed
as
as follows: NOTE: Do not remove regulator cover.
GENERATING SYSTEM WITH

1119515 REGULATOR
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1. Refer to figure 11 which shows all test

equipment connected into system. Figure 14 shows
use of special adapter and jumper lead at the reg
ulator.
2. Connect an ammeter and a 1/4 ohm resis
tor with a rating of 25 watts or more in series in
the circuit at the "BAT" terminal on the generator
(fig. 13). In the event the battery is discharged, the
1 /4 ohm resistor will limit the generator output to
Figure 11— Connections For Testing Regulator 1 0 amperes or less which is required, when check
Voltage Setting (1119515 Regulator) ing and adjusting the voltage setting.

b. Disconnect lead at #4 terminal of harness

connector momentarily, then reconnect lead.
Adapter
c. Return variable resistor to the closed or
"no resistance" position.
d. Bring engine speed up to approximately
2500 rpm and note voltage setting. Refer to "Temp
erature Voltage Chart" on next page and "Specifi
cations" at end of applicable "VOLTAGE REGU
LATOR" section.
VOLTMETER NOTE: The regulator unit should be operating

V A R IA B L E
R ESIS T O R
on the upper or shorting contacts. If it will not
JUMPER LEAD operate on the upper contacts, the battery is in
extreme state of discharge, and must be at least
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partially recharged before proceeding with test.
6 . To prevent accidental grounding and con
To Generator
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“Bat” Terminal sequent damage to internal regulator parts when
Jumper Lead removing or installing regulator cover, perform
the following steps in order listed.
a. Disconnect #4 lead at harness connector.
W IR IN G H A RN ESS b. Disconnect jumper lead at generator "BAT"
.
CONNECTOR terminal.
ry
c. Remove regulator cover.
Figure 12— Testing Voltage Setting— Equipment d. Reconnect jumper lead to generator "BAT"
Installed at Regulator 7 719515 terminal.
ra e. Connect #4 lead to harness connector.
3. Install special adapter as shown in figure 7. To adjust the voltage setting, turn adjusting
11. Use a 25 ohm 25 watt variable resistor in screw as shown in figure 13.
series with the generator field windings at the
b
regulator " F " terminal, and connect a jumper lead CAUTION: Always turn screw clockwise to
from the #3 adapter lead to the generator "BAT" make final setting to insure spring-holder being
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terminal as shown. Connect a voltmeter from the against head of adjusting screw. If necessary, pry
#3 adapter lead to ground as shown. Turn the re holder up against screw head before turning screw
sistor to the closed or "no resistance" position. clockwise.
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4. Secure a thermometer close to regulator to

establish operating temperature. With all access . After making the setting, cycle the gener
8
ories and lights off, start and operate engine for ator again as directed previously in step 5.
15 minutes at 1500 engine rpm. 9. Operate engine at approximately 2500 rpm
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5. After warm-up, cycle generator as follows: and note voltage setting. Readjust if necessary.
a. Turn variable resistor to "O F F " or "FU LL 10. Check the voltage setting while operating
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RESISTANCE" position. on the lower set of contacts as follows:

Slowly increase the resistance of the variable
resistor with the engine operating at 2500 rpm
as
until the regulator begins to operate on lower set

of contacts. Then note the change in voltage read
ing. The upper set voltage should be 0.1 to 0.4
volts higher than on lower contacts.
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The most desirable method for determining-

that the regulator is operating on the lower set of
contacts when the cover is installed is to use ear
phones (if available) connected across the regula
tor "F " terminal to ground. As the variable resistor
is turned, and operation changes from the upper set
of contacts to the lower set, the earphones sound
will fade away and stop completely and then return
when the lower set of contacts begin to operate.
The alternate method is visual observation, but this
Figure 13— Adjusting Voltage Setting is less desirable because the cover must be remov
(7 7 79575 Regulator) ITypical) ed which affects the temperature stabilization.

VOLTAGE REGULATOR SPECIFICATIONS

VS. AMBIENT TEMPERATURE
Regulator Voltage
Ambient
Temperature High Low
TWO-UNIT REGULATOR
(1119515)
65°F. 15.0 13.9
85°F. 14.8 13.8
105°F. 14.6 13.7
125°F. 14.4 13.5
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145°F. 14.2 13.4
165°F. 14.0 13.2
185°F. 13.9 13.1
* Operation on lower contacts must be 0.1-0.4
volts lower than on upper contacts.
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FULL TRANSISTOR REGULATOR
(1116378)
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65°F. 14.8 14.1
85°F. 14.7 13.9 ra
105°F. 14.5 13.7
125°F. 14.3 13.6
145°F. 14.2 13.4
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165°F. 14.0 13.2
185°F. 13.8 13.1
NOTE: If turning the variable resistor does

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not cause the regulator to operate on the lower

set of contacts, return the variable resistor to the
"no resistance" position, turn the carbon pile to
slightly load the battery, and then adjust the vari
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able resistor to cause the regulator to operate on

the lower set of contacts. Usually, turning on the
vehicle head lights can substitute for the carbon
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pile.
The difference in voltage between the oper
ation of the upper set of contacts and the lower set
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is increased by slightly increasing the air gap be

tween the armature and center of core and de
creased by slightly decreasing the air gap using
Figure 14— Connections For Testing Regulator Voltage
nylon adjusting nut. This adjustment can be made Setting on Vehicle ISystem with 1116378
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while the regulator is operating. If necessary to Regulator)

make this air gap adjustment, recheck the voltage
setting of both sets of contacts. SYSTEM WITH 1116378 REGULATOR
11. Always make final voltage test after the NOTE: On vehicles equipped with No. 1116374
regulator cover is installed. regulator, voltage is controlled by battery voltage
rather than by "R " terminal.
IMPORTANT: Observe special procedure in
Step 6 previously when installing and removing 1. Make connections as shown in View A, fig
regulator cover. ure 14.
CAUTION: Do not leave jumper lead connec
12. If necessary, the regulator can be remov ted longer than five minutes.
ed and checked as directed later under applicable 2. If voltage in step 1 is less than 0.9 volt or
"VOLTAGE REGULATOR” section. greater than 2 . 0 volts, replace the regulator.

TAILORING THE VOLTAGE SETTING

(ON VEHICLE)
Proper setting is obtained when the battery
remains fully charged with a minimum use of water.
If any circuit defects are found, yet the bat
tery remains undercharged, raise the setting by
0.3 volts, then check the battery over a period of
time to see if improvements were achieved - reset
regulator if necessary. If the system is overcharg
ing, lower the setting by 0.3 volts, then check the
battery over a period of time.
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GENERATOR REPLACEMENT
Figure 15 — Adjusting Voltage Setting
(Typical) Due to variations in design and equipment on
vehicles using A.C. generators, the replacement
3. If voltage in Step 1 was between .9 and 2.0 procedures will vary accordingly. The removal
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volts, proceed as follows: and installation instructions given below are in
tended only as a guide. Additional operations will
a. Make connections as shown in View B, Part
1, figure 14 and record the voltage drop. be required on some vehicles to remove other
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b. Make connections as shown in View B, Part equipment to permit access to generator, belts,
and/or brackets.
2, figure 14 and record the voltage drop.
c. Add voltage in step (a) to voltage instep (b)
REMOVAL
above. If total voltage (a + b) is above .25 volt,
check system wiring for high resistance.
ra 1. Disconnect cables from battery.
d. If total voltage in step (c) is below .25 volt, CAUTION: It is very important to disconnect
make connections as shown in View C, figure 14, battery before removing generator. Unless the bat
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then with switch on, operate engine at 1,275 rpm tery is disconnected, damage to generator may
for 15 minutes. Leave cover on regulator. Place a occur if wiring or terminals are accidentally
thermometer 1/4 inch from regulator cover and shorted or grounded when they are being discon
compare voltage with "Specifications" given in
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nected.
"VOLTAGE CHART" at top of this page. 2. On 37-, 42-, 61-amp., and 62-amp. gener
4. If voltage is not within specified range, re ators, depress lock on connector and pull connec
place the regulator. tor out of socket on generator. Pull rubber boot off
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5. If voltage is within specified range, remove "BAT" terminal and remove terminal nut. Discon
plug and turn slotted adjusting button inside regu nect wire from ground ("GRD") terminal and re
lator (fig. 15). Use a thin flat-bladed instrument. move wiring clip.
6 . For an undercharged battery, raise voltage 3. Loosen bolt in adjusting arm and mounting
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setting by turning one notch (clockwise), then check bracket. Move generator to loosen drive belt (or
for an improved battery condition after a service belts); remove belt (or belts) from generator pulley.
period of reasonable length. (NOTE: After two 4. Remove bolt attaching generator to mount
as
notches in each direction there is a positive stop.) ing bracket, remove adjusting arm bolt, then re
7. For an overcharged battery, lower voltage move generator from engine.
setting by turning one notch (counterclockwise)
and then check for an improved battery condition
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after a service period of reasonable length. (NOTE: GENERATOR BRUSH REPLACEMENT

After two notches in each direction, there is a (MODEL 1117754)
positive stop.)
8 . If the regulator cannot be adjusted to a NOTE: Brush replacement on other generators
value within the specified range, replace the reg requires partial disassembly of the generator and
ulator. is considered a part of the unit overhaul procedure.
NOTE: If repeated regulator failures are ex Removal (Fig. 16)

perienced on the vehicle, but no defects are found, 1. Remove screws from brush holder cover
a shorted, grounded, or open generator field wind and remove cover.
ing, or grounded leads of an intermittent nature 2. Remove nut retaining indicator light wire
should be suspected. to connector and disconnect lead from post.

frame, then secure brush and condenser leads to

terminals as shown in figure 16.
3. Install brush holder mounting screws and
tighten firmly.
4. Remove pin from brush holder and check
to be sure all leads are properly connected. Install
cover over brush holder.
INSTALLATION
CAUTION: Before beginning generator install
ation, be sure battery cables are disconnected
from battery. Failure to disconnect battery may
result in damage to generator if "HOT" wires
should touch wrong terminal.
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1. Attach generator to mounting bracket and
install adjusting arm. Tighten flange type lock nuts
to torque recommended in ’’Specifications” follow
ing.
2. Place drive belt (or belts) over generator
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drive pulley and adjust belt tension. Tighten mount
ing bolts and adjusting arm bolt when belt tension
BRUSH HOLDER G RO U N D CONDENSER
M O U N TIN G SCREW STUD LEAD T-2958
adjustment has been made. Refer to "Drive Belt
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Tension Adjustment" explained previously.
3. On 37-, 42-, 61-amp., or 62-amp. gener
Figure 16— Brush Replacement (Model 1117754)
ra ator, push wiring harness connector into socket
making sure lock on connector engages end frame.
3. Remove two screws which attach condenser
Place harness clip on ground terminal marked
and brush holder to rear end frame.
"GRD" and connect ground wire to terminal.
NOTE: Condenser lead is connected inside the
On 85- or 130-amp. generator, connect harness
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generator. Leave condenser with generator to
leads to respective generator terminals, then in
avoid excessive strain on lead wire.
stall attaching nuts and washers. Install harness
4. Remove brush holder, brushes, and brush
clip to generator.
springs from generator end frame.
4. Attach red wire to "BAT” terminal on gen
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Installation (Fig. 16) erator and fit boot on terminal. »

1. Position brush springs and brushes in brush 5. Perform "Generator Out-Put Test" des
holder and insert a pin through hole in brush hold cribed previously to determine if generator is
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er and brushes to retain in position. operating properly and that regulator is adjusted
2. Position brush holder and brushes in end correctly.
SPECIFICATIONS
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A L T E R N A T IN G C U R R EN T G E N E R A T IN G S Y S T E M
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SPECIFIC ATION S
G EN E R A T O R M O D EL 1100688 1100689 1100750 1117754

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M a k e .......................................................................................... . D elc o-R e m y De lc o -Re m y D elc o-R e m y D elc o -R e m y

Rotation (V ie w in g D riv e E n d ) . . Clockw ise Cloc kw ise Clockw ise Cloc kw ise
Brush S p rin g Te nsio n (o z.) — — — —
Field C u r re n t at 80° F.
A m p s ................................................................................... 2.2-2.6 2 .2-2.6 2 .2 -2 .6 4 .14 -4 .6 2
V o l t s .................................................................................... 12 12 12 12
Cold O u t p u t at Spec ified V olta g e
S p e c i f i e d V o l t s .................................................... 14 .0 1 4 .0 14 .0 1 4 .0
A m p s * ............................................................................ 2 5 <5 2 8 (5 3 3 (5 20(5
Generator R .P .M . ( A p p r o x .) .. . . 2000 2000 2000 1100
A m p s * ............................................................................ 35 (fl 4 0 (« 58 (a 62 <g
Generator R .P .M . (A p p ro x .) . 5000 500 0 5000 65 0 0
R a t e d H o t O u t p u t ...................................................... 37 42 61 62
* l f g e n e r a t o r o u t p u t is c h e c k e d w i t h o u t a r e g u l a t o r , t h e o u tp u t should be 5 - 1 0 % h igher tha n the va lue g iven.

TORQUE SPECI FI CATI ONS
Gene rator A d ju s tin g A r m P iv o t B olt

W ith 3 7 - , 4 2 - , 55 -, o r 6 1 - A m p G e n e r a t o r .. . .1 5 - 2 0 F t. Lb s .
W i t h 6 2 - A m p G e n e r a t o r .....................................................................2 5 - 3 0 F t . L b s .
G e n e ra to r to S u p p o rt B ra c k e t P ivo t B olt N u t
E x c e p t 6 2 - A m p G e n e r a t o r ............................................................. 1 6 - 1 8 F t . L b s .
W i t h 6 2 - A m p G e n e r a t o r .................................................................... 2 0 - 2 5 F t . L b s .
Gene rator S u p p o rt Bracket T o
M o u n t i n g B r a c k e t B o l t ........................................................................4 0 - 5 0 F t . L b s .
G e n e r a t o r M o u n t in g to E n g in e B olt
A l l G e n e r a t o r s ..................................................................................................... 4 0 - 5 0 F t . L b s .
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TWO-UNIT VOLTAGE REGULATOR

(MODEL 1119515)
GENERAL
The two-unit type voltage regulator is used
on all models equipped with 37-, 42-, or 61-amp. HORN RELAY
generating system. Operation of regulator and other

affiliated generating system units is explained
previously under "Generating System General Des J U N C T IO N BLO CK
cription," in "ALTERNATING CURRENT GENER
HORN
ATING SYSTEM" section.
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REGULATOR REPLACEMENT
NOTE: Figure 1 shows regulator installed on VOLTAGE REGULATOR
engine side of dash panel on conventional cab
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models. On steel tilt cab models, the regulator is
mounted on the radiator front support and on Series Figure 1— Regulator Installed IConv. Cab Models) (Typical)
RM/RG-7500, regulator is mounted on the rear
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electrical equipment control panel. tings. The upper contacts may develop slight cav
ities. These surfaces should be cleaned to bare
REMOVAL ra metal with #400 silicone carbide paper or equiv
1. Disconnect the negative battery cable from alent folded over, then pulled back and forth be
battery. tween contacts.
2. Carefully lift up on regulator wiring harness It is not necessary to remove the cavities en
connector with one hand and with the other, pull tirely. The lower contacts are of softer material;
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harness connector from regulator. use a piece of cloth with solvent to remove any
3. Remove regulator mounting screws, then discoloration.
remove regulator assembly. IMPORTANT: DO NOT USE AN ABRASIVE
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ON THESE POINTS.
INSTALLATION After contacts have been cleaned, they should
IMPORTANT: Make sure one battery cable is be washed with a solvent (non-toxic type) to re
disconnected from battery. move any foreign material.
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1. Place regulator-to-generator ground wire

(if used) on regulator mounting and install regula CHECKING AND ADJUSTING
tor attaching screws. CONTACT POINT OPENING
2. Lift up on regulator terminal latch and in With the lower contacts touching, measure
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sert wiring harness connector over regulator term the point opening between the upper contacts as
inals. IMPORTANT: Make sure connector is fully
engaged over terminals and locked in position.
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Check by attempting to pull connector apart.

3. Connect battery cable to battery terminal.
GENERAL INSPECTION
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With the regulator assembly on work bench,

remove the cover (fig. 2 ) and inspect various com
partments, connections, and contact points for
signs of damage.
VOLTAGE REGULATOR UNIT CHECK

CLEANING CONTACT POINTS
If the contact points are dirty or oxidized, they
must be cleaned before any adjustments are made
since the cleaning may change the mechanical set- Figure 2— Regulator with Cover Removed

Bending Tool Air G ap (Check Support Spring

Upper Contact Arm With Points (Bend if Necessary)
Point Opening (Bend To Adjust Just Touching)
(Lower Points Point Opening)
Just Touching) .015 Inch
Feeler G auge
Adjustment
.014 Inch
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Feeler G auge
Figure 5— Adjusting Field Relay Air Cap

Figure 3— Adjusting Regulator Point Opening
NOTE: Check closing voltage as explained
shown in figure 3. Point opening should measure under "Regulator Unit Field Relay Test on Vehicle”
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0.014” . Adjust by bending the upper contact arm in "A .C . GENERATING SYSTEM ” previously.
as shown.
CHECKING AND C LEAN ING CO N T ACT POINTS
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CHECKING AND ADJUSTING AIR GAP If points appear to be pitted or burned, clean
M easure air gap with a0.057-inchfeeler gauge points using a thin cut file. IMPORTANT: Re
between the armature and the core when lower move only enough material to clean points. N E VER
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contacts are just touching as shown in figure 4. To use emery cloth or sandpaper to clean points.
adjust the air gap, turn the adjustment nut located
on the contact support. CHECKING AND ADJUSTING AIR GAP
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N O TE : Only an approximate air gap setting Referring to figure 6, insert a 0.030 inch
should be made by the feeler gauge method above. gauge between the armature and core and exert
The final setting must be whatever is required to just enough pressure on the armature to allow it
obtain the specified difference in voltage between to touch the gauge. The contact set should just
ar
the upper and lower contacts. Instructions for mak close at this time. Adjust by bending the flat con
ing final setting are explained previously. See "R eg tact support spring.
ulator Voltage Test (On Vehicle)."
CHECKING AND ADJUSTING
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FIELD RELAY UNIT CHECK CO N TACT POINT GAP

Referring to figure 6, insert an 0.030 inch
Four checks are required on the field relay: feeler gauge between the contact points with the
(1) Checking and cleaning contact points, (2) Check armature in its normal rest position.
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ing and adjusting air gap, (3) Checking and adjust The point opening can be adjusted by bending
ing contact point gap, (4) Checking and adjusting the relay heel iron.
as
the closing voltage.
AIR G A P
TURN NUT TO ( L O W E R P O IN T S
SET A IR J U ST T O U C H IN G )
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.057 Inch
Feeler G auge
Figure 4— Adjusting Regulator Air Cap Figure 6— Adjusting Field Relay Contact Points

ENGINE ELECT R I^ L 6Y-33
VOLTAGE REGULATOR (MODEL 1116378)

SPECIFICATIONS
T W O -U N IT T Y P E V O L T A G E R EGULATO R
S PECIFIC ATION S
M a k e ........................................................................................................................................................................ D e l c o - R e m y
M o d e l .......................................................................................................................................................................1 1 1 9 5 1 5
Field Relay
A i r G a p ( I n . ) * .........................................................................................................................................0 . 0 1 5
P o i n t O p e n i n g ( I n . ) ................................................................................................................0 . 0 3 0
C l o s i n g V o l t a g e R a n g e .......................................................................................................1 . 5 - 2 . 7
V o lta g e Reg ula tor
P o i n t O p e n i n g ( I n . ) ................................................................................................................0 . 0 1 4
*To le ran ce Plus or M in u s 1 0 %
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T EM P E R A T U R E -V O LT A G E C H A R T*
A m b ie n t Tem pera tu re
Degrees F. 65 85 105 125 145 165 18 5
V o l t a g e S e t t i n g .............. 13 .9 -15 .0 1 3 .8 -1 4 .8 1 3 .7 -1 4 .6 1 3 .5 -1 4 .4 13 .4 -1 4 .2 1 3 .2 -1 4 .0 13 .1-13 .9
* O p e r a t i o n on lo w e r co ntacts m u s t be 0 .1 - 0 .4 V o lt lo w e r th a n o n u p p e r c o ntacts.
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FULL TRANSISTOR TYPE REGULATOR
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(MODEL 1116378)
GENERAL
ra On 62-amp systems voltage from the "R "
terminal on the generator is impressed through the
The full transistor regulator (fig. 1) is used regulator # 2 terminal and through the field relay
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on models equipped with 62-amp generator. winding, causing the relay contacts to close. This
The regulator is composed of transistors, connects the regulator #4 terminal directly to bat
diodes, capacitors, and resistors which form a tery through the field relay contacts, causing the
completely static electrical unit containing no indicator lamp to go "OUT.” Generator field cur
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moving parts. rent then flows from the generator or battery to

The function of the regulator in the charging the regulator #3 terminal, then through the field
circuit is to limit generator voltage to a pre-set relay contacts and transistor TR-1 to the gener
value by controlling generator field current. ator field winding.
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As generator speed increases, the voltage

OPERATING PRINCIPLES
A C C E S S PLUG TO
In the circuit illustrated in figure 2 in "Gen V O L T A G E A D JU ST M EN T
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erating System General Description" section, when

ignition switch is closed and engine is not running,
as
the ammeter will show a discharged condition or

the indicator lamp will "light,” to indicate the gen
erator is not charging. The current flow can be
traced from the battery to the "BAT” terminal on
the ignition switch, through the indicator lamp and
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resistor, then to No. 2 or 4 terminal on the regu

lator. From here it continues to flow through tran
sistor TR-1 to "F " terminal on the regulator and on
through the generator field winding to ground, com
pleting the circuit back to the battery.
When the engine is started and generator be
gins to operate, A.C. voltages are induced in the
generator stator windings. These voltages are
changed or rectified to D.C. voltage which appears
at the output, or "BAT" terminal on the generator.
The generator then supplies current to charge the
battery and operate vehicle accessories. Figure I — Full Transistor Type Regulator

generator are clean and tight, then remove the

wiring harness connector from the regulator and
connect the adapter between the wiring harness
connector and the regulator.
AND REPAIR
NOTE: Figure 2 shows regulator installed on
engine side of dash panel on conventional cab
models. On tilt cab models, regulator is installed
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on the radiator front support.
Removal
1. Disconnect the negative battery cable from
battery.
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2. Carefully lift up on regulator wiring harness
connector with one hand and with the other, pull
harness connector from regulator.
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3. Remove regulator mounting screws, then
remove regulator assembly.
Figure 2 — Regulator Installed IConv. Cab Model) ITypical) ra
Installation
reaches the pre-set value and components in the IMPORTANT: Make sure one battery cable is
regulator cause transistor TR-1 to alternately disconnected from battery.
"turn-off" and "turn-on" the generator field voltage. 1. Place regulator-to-generator ground wire
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The regulator thus operates to limit the generator on regulator mounting and install regulator attach
output voltage to the pre-set value. ing screws.
2. Lift up on regulator terminal latch and in
NOTE: An ammeter type charge indicator is
sert wiring harness connector over regulator term
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used as standard equipment on conventional cab

inals. IMPORTANT: Make sure connector is fully
models, and is available as optional equipment on
engaged over terminals and locked in position.
tilt cab models. A voltmeter type charge indicator
Check by attempting to pull connector apart.
is available as optional equipment on all models.
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3. Connect battery cable to battery terminal.
ANALYZING CHARGING SYSTEM REGULATOR REPAIR

With the regulator on work bench remove the
TROUBLES
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cover and inspect various components, connections,

NOTE: Procedures for analyzing or checking and field relay contact points for signs of damage.
charging system trouble are explained previously. If field relay contact points are dirty or oxi
as
Adapter (J-9782-3) may be used at the regu dized, they should be cleaned. The contact surfaces
lator to facilitate checking circuits. may oxidize and develop a slight cavity. These
If trouble is located in the generator during surfaces should be cleaned to bare metal using a
the test procedures, refer to the applicable gener riffle r file. CAUTION: Do not file excessively.
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ator section for corrective procedures. If the voltage regulator cannot be adjusted to
When analyzing the system, make sure all con within specifications listed at end of this section,
nections between the battery, junction block, and replace the regulator assembly.

SPECIFICATIONS
F U L L T R A N S IS T O R T Y P E V O L T A G E R E G U LA T O R
(M ODEL 1116378)
M a k e .............................................................................................................................................................................................................................................................. ......................................................................................D e l c o - R e m y
T E M PE R A T U R E -V O LT A G E CHART*
A m b ie n t Tem peratu re
D e g r e e s F ............................... 65 85 105 125 145 165 185
V o l t a g e S e t t i n g .............. 14 .1 -14 .8 '1 3 .9 -1 4 .7 1 3 .7 -1 4 .5 " 1 3 .6 -1 4 .3 13 .4 -1 4 .2 1 3 .2 -1 4 .0 1 3 .1-1 3 .8
"“ A l l o w a b l e r a n g e a t “ 0 ” p o s i t i o n o f a d j u s t i n g s c r e w .
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SECTION 7
TRANSMISSIONS AND CLUTCHES
Section Page No.
7A Transmission Control Linkage ............................ 7A-1
7B Transmission On-Vehicle Service Operations . . . 7B-7
7C Auxiliary Transmissions .................................... 7C-17
7D Clutch Controls ................................................... 7D-22
7E Clutches ............................................................... 7E-32
SECTION 7A
TRANSMISSION CONTROL LINKAGE
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(TILT CAB MODELS)
LINKAGE ADJUSTMENT control island or transmission end of the selector
and shift rods ( 8 ). Tighten lock nuts securely.
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NOTE: Key numbers in text refer to figure 1. 3. Check adjustment by moving gearshift lever
1. Place transmission selector and shift levers through the shift pattern. There must be no binding
(9) in "NEUTRAL" position. in the linkage.
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2. Adjust selector and shift rods ( 8 ) to provide
NOTE: At the extreme selector and shift move
90° angularity at the lower end of the gearshift
ments, clevis pins should rotate freely. Readjust
lever ( 1 ) to the control island panel ( 2 ) as shown. ra linkage, if necessary, to obtain these conditions.
NOTE: On Model TM-80 with Clark 387V
4. Replace any worn or damaged cotter pins.
transmission the angularity between the gearshift
5. Lubricate control linkage as described in
lever ( 1 ) and control island panel ( 2 ) after adjust
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LUBRICATION (SEC. 0) of this manual.
ment should be 98° 30'.
NOTE: On Model WM-80 with Spicer 7216-3B
Adjustment is accomplished by rotating the transmission (16-spd.), it will be necessary to re
adjustable clevis (see Inset, fig. 1) at either the peat above procedure for rear transmission unit.
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1 Gearshift Lever 6 Clevis

2 Island Panel 7 Shift Finger
3 Selector Finger 8 Selector and Shift Rods
4 Clevis 9 Selector and Shift Levers
5 Lock Nuts
Figure 1— Typical Tilt Cab Transmission Control Linkage

T R A N SM ISSIO N S A N D CLUTCHES 7A-2
CONTROL ISLAND SHIFT MECHANISM 4. Using hammer and punch, remove roll pin
(12), pivot pin (13), and then remove shift finger
On Tilt Cab Models with Clark, New Process (10) from control cover (4).
or Spicer transmission, if shift controls at control
island panel become worn or damaged, make re CLEANING AND INSPECTION
pairs as described in the following text: 1. Clean all parts thoroughly in cleaning sol
vent. Wipe or blow parts dry.
REMOVAL 2. Check all parts for wear, distortion, cracks,
NOTE: Key numbers in following text refer to or other damage.
figure 2 . 3. Replace all parts that would affect proper
1. At the control island panel, disconnect shift selection of transmission gears.
rod ( 6 ) from shift finger (10). Also, disconnect
selector rod (7) from selector finger (9). ASSEMBLY
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2. Remove shift mechanism assembly-to-con- NOTE: Key numbers in following text refer to
trol island panel attaching parts and then remove figure 2 .
assembly from vehicle. 1. Place gearshift lever on shift lever finger
3. Remove gearshift knob, boot retainer (1) (10) and position in control cover. Install pivot pin
and boot ( 2 ). (13) and roll pin (12).
2. Install selector finger strap andpin assem
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DISASSEMBLY bly (11), washers and two pivot screws (5). Torque
NOTE: Key numbers in following text refer to screws to 60-65 foot-pounds and install new lock
figure 2 . wires to pivot screws.
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1. Remove cotter pin and washer from selec 3. Install selector finger pin (3), selector
tor finger pin (3), then remove selector finger (9). finger (9), washer and new cotter pin.
2. Remove lockwires from pivot screws (5), ra
then remove pivot screws, washers and selector INSTALLATION
finger strap and pin assembly ( 1 1 ). NOTE: Key numbers in text refer to figure 2.
3. Remove gearshift lever (14). 1. Install boot (2), boot retainer (1) and gear
shift knob to shift mechanism assembly.
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2. Place shift assembly in proper position on
control island and install attaching parts.
3. Connect shift control linkage to selector
finger (9) and shift finger (10), then adjust control
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linkage as covered previously under "Linkage Ad

justment" procedures.
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REMOTE CONTROL ASSEMBLY

(AT TRANSMISSION)
T ilt cab vehicles have transmission remote
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control assemblies as shown in figures 4, 5 and

6 . Should parts become worn or defective, make
repairs as described in the following text:

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REMOVAL
1. Position transmission gearshift lever in
"NEUTRAL" and disconnect control rods from
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shift levers at transmission.

NOTE: On models with New Process transmis
1 Boot Retainer 9 Selector Finger
2 Boot 10 Shift Finger sion, remove selector lever bellcrank snap ring.
3 Selector Finger Pin 11 Selector Finger Strap 2. Remove remote control assembly-to-trans-
4 Control Cover and Pin Assembly mission cover attaching parts, then remove as
5 Pivot Screw 12 Roll Pin sembly from vehicle.
6 Shift Rod 13 Pivot Pin NOTE: On vehicles with Spicer transmissions
7 Selector Rod 14 Gearshift Lever (see fig. 3), in addition to removing the above at
8 Adjustable Clevis T-2983 taching parts, it is necessary to remove the re
tainer, plunger pin spring, and plunger pin. CARE
FU LLY remove remote control assembly, keeping
Figure 2 — Typical Control Island Shift Mechanism the assembly slightly tilted to the left, as shown,

so that the plunger will not fall into the transmis

sion. Remote Control
Assem bly
4. Place a clean shop cloth over the transmis
sion opening to prevent entry of dirt or other fo r
eign material.
INSTALLATION
1. Position a new gasket on transmission
cover.
2. With all parts in "NEUTRAL" position,
carefully place remote control assembly on trans
mission cover. Plunger
NOTE: On vehicles with Spicer transmissions
m
(see fig. 3), position plunger in 1st and reverse Gasket
shift finger; then carefully install remote control
assembly, as shown, keeping the assembly slightly Shift Rod
Poppet Springs
co
tilted to the left to prevent the plunger from falling
into the transmission. Install plunger pin, plunger
pin spring, and retainer.
Transmission
3. Install remote control assembly-to-trans- Shifter Housing
mission cover attaching parts. Tighten bolts firm ly.
y.
Assem bly
NOTE: On models with New Process trans
mission, install selector lever bellcrank snap ring. Retainer Plunger Pin
4. Adjust transmission control linkage as
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directed previously under "Linkage Adjustment." Figure 3— Spicer Remote Control Assembly
2. Using a hammer and punch, remove roll

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NEW PROCESS - MODELS 540 AND 541 pin (7) attaching selector lever (3) to shift rail ( 8 ).
Remove shift rail yoke (14) and selector lever (3)
Disassembly from shift rail ( 8 ).
NOTE: Key numbers in text refer to figure 4. 3. Using an Easy-Out, remove roll pin (7),
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1. Remove attaching parts retaining selector attaching shift finger ( 6 ) to shift rail ( 8 ).
lever (3) and selector lever bellcrank (15) to se 4. Drive shift rail ( 8 ) forward out of control
lector lever link assembly (4), then remove bell cover (5) forcing out the expansion plug (9).
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crank and link assembly. 5. Remove yoke guide (12) from cover (5).
s ic
as
8 9
* * &
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Nuts 10 Guide Nut

Lock Washers 11 Lock Washer
Selector Lever 12 Shift Rail Shift Yoke
4 Selector Lever Link Guide
Assembly 13 Oil Seal
5 Control Cover 14 Shift Rail Yoke
6 Shift Finger 15 Selector Lever Bell
7 Roll Pins Crank
8 Shift Rail 16 Snap Ring
9 Expansion Plug TPM-9143-1
Figure 4 — N ew Process 540 and 541 Remole Control Assembly

TRA N SM ISSIO N S A N D CLUTCHES 7A-4
Cleaning, Inspection, and Repair verse order of disassembly, referring to figure 5.

For "Cleaning and Inspection", and “ Oil
CLARK - REMOTE CONTROL ASSEMBLY
Seal Replacement” , use same procedure de
scribed for Clark Remote Control Assembly. Disassembly
Bushing Replacement NOTE: Key numbers in text refer to figure 5.
1. Press or drive shift rail yoke bushing out 1. Remove lockwire and lock screw (18), then
of bore in shift rail yoke (9, fig. 4). remove shifter shaft (5) and selector finger (16)
2. Using a suitable sleeve, press or drive from remote control housing (7).
new bushing into bore of shift yoke. 2. Remove attaching parts holding shifter shaft
Assembly collar (4) to shifter shaft (5), then remove shifter
Assemble the remote control assembly in re shaft collar.
om
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1 Bolt 11 Lever Bolt 21 Lock Washer

2 Lock Washer 12 Selector Lever 22 Retaining Screw
3 Collar Washer 13 Nut 23 Lock Washers
4 Shifter Shaft Collar 14 Spacer 24 Bolts
5 Shifter Shaft 15 Selector Arm and Shaft Assy. 25 Shift Lever Pivot Bolt
6 Oil Seal 16 Selector Finger 26 Shift Lever Assy.
7 Control Housing 17 Selector Sleeve and Ball Assy. 27 Washer
8 Washer 18 Lock Screw 28 Nut
9 Snap Ring 19 Oil Seal 29 Shift Lever Mounting Bracket
10 Lock Washer 20 Breather Assembly T-992
Figure 5— Clark Remote Control Assembly

3. Loosen lock nut (13) and remove selector NOTE: Coat outer diameter of oil seal with
lever ( 1 2 ). a light coat of sealing cement prior to installation.
4. Remove snap ring (9) and washer ( 8 ) from
selector arm and shaft assembly (15). Assembly
5. Remove retaining screw (22) and lock NOTE: Key numbers in text refer to figure 6 .
washer (21) from control housing (7). 1. Position selector sleeve and ball assembly
6 . Rotate selector sleeve and ball assembly (17) in control housing (7), then install lockwasher
(17) away from selector arm and shaft assembly (21) and retaining screw (22). Tightenscrewfirmly.
(15), then remove selector sleeve and ball assem 2. Position selector arm and shaft assembly
bly (17) from control housing (7). (15) and bushing (14) in control housing (7), then
7. Remove selector arm and shaft assembly install washer ( 8 ) and snap ring (9).
(15) and spacer (14) from control housing (7). 3. Position selector finger (16) in control hous
ing (7); then install shifter shaft in housing, align
8 . Remove attaching parts that retain shift
om
ing splines of shifter shaft with splines of selector
lever assembly (26) to shift lever mounting bracket
sleeve and ball assembly (17), and hole in shifter
(29), then remove shift lever assembly.
shaft (5) with hole in selector finger (16).
9. Remove attaching parts which retain shift
4. Install selector finger lock screw (18).
lever mounting bracket (29) to control housing (7),
Tighten screw to 25 foot-pounds torque.
then remove shift lever mounting bracket.
5. Install new lock wire through lock screw
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(18), to retain the position between selector finger
Cleaning and Inspection (16) and shifter shaft (5).
1. Clean all metal parts thoroughly in clean 6 . Install attaching parts that hold shifter
ry
ing solvent. Wipe or blow parts dry. shaft collar (4) to shifter shaft (5).
2. Check all parts for wear, distortion, 7. Install attaching parts that hold shift lever
cracks or other damage. assembly (26) to shift lever mounting bracket (29).
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3. Replace all parts that would affect proper Tighten nut (28) to 25-31 foot-pounds torque.
selection of transmission gears. 8 . Install attaching parts that hold shift lever
4. In addition, inspect the breather assembly mounting bracket (29) to control cover (7). Be sure
(2 0 , fig. 6 ) to see that it is open and not damaged.
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shift lever assembly (26) is properly seated in the
Replace if necessary. slot of shifter shaft collar (4).
9. Position selector lever (12) on selector arm
and shaft assembly (15), so that the selector lever
Oil Seal Replacement
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is perpendicular to the gasket side of the control

1. Press or drive oil seal out of remote cover (7). Tighten retaining nut (13) firmly.
control cover.
2. With a suitable sleeve, press or drive new
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SPICER - REMOTE CONTROL ASSEMBLY

o il seal into bore of cover.
Disassembly
NOTE: Key numbers in text refer to figure 6 .
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1. Loosen clamp bolt on shift lever (16), then

remove shift lever and thrust washer (14).
2. Remove selection lever (11) from selection
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cam and stud assembly ( 6 ).

3. Through opening in bottom of control hous
1 Nut
W2321 13 Bolt
ing (3), remove lockwire and shift finger screw
2 Lock W a sh e r 14 Thru st W a sh er
(21) from shift finger (4).
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3 C ontrol Housing 15 Shift F in ger Shaft 4. Remove attaching parts that hold end cover
4 Shift F in ger 16 Shift L e v e r (19) to control housing (3).
5 Shift F in ger Key 17 Bolt 5. Remove shift finger shaft (15) and end
6 Selection C a m and 18 W a sh er cover (19) from control housing (3). Remove shift
Stud A ssem b ly 19 End C o v e r
finger (4) from control housing.
7 Snap Ring 20 Selection L e v e r Shaft
6 . Rotate selection lever shaft (20) 180 de
8 T h ru st W a sh e r 21 Shift F in ger Screw
9 Gasket 22 R e v e rs e Shift F in ger grees, then remove selection lever shaft from
10 Nut Stud shift finger shaft (15).
11 Selection L e v e r 23 R e v e rs e Shift F in ger 7. Remove shift finger shaft (15) and selection
12 W a sh e r T-2985 cam and stud assembly ( 6 ) from end cover (19).
8 . Remove attaching parts holding reverse
shift finger (23) to control housing (3), then remove
Figure 6 — Spicer Remote Control Assembly reverse shift finger.

Cleaning and Inspection

Use same procedure as described previously
for Clark Remote Control Assembly.
Assembly
NOTE: Key numbers in text refer to figure 6 .
1. Install reverse shift finger (23) in control
housing (3). Tighten attaching nut firmly.
2. Install assembly ( 6 ) into end cover (19).
3. Install snap ring (7) and thrust washer ( 8 )
on shift finger shaft (15), then insert shift finger
shaft into end cover.
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4. Install shift finger key (5) on selection lever
shaft ( 2 0 ).
5. Slide selection lever shaft (20) onto shift
finger shaft (15). Rotate selection lever shaft until
selection cam and stud assembly ( 6 ) properly en
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gages selection lever shaft. Then rotate selection
lever shaft 180 degrees so that the shift finger key Figure 7 — Spicer Remote Control Assembly
(5) is pointing upward as shown.
6 . Position new gasket (9) on housing (3). using attaching bolts.
ry
7. Position shift finger (4) in control housing 9. Install shift finger screw (21) andnewlock-
(3), then while inserting the end cover (19) with wire to shift finger (4).
shafts into control housing, install shift finger (4) 10. Position selection lever (11) on assembly
on selection lever shaft ( 2 0 ).
NOTE: Make sure the shift finger (4) is in
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( 6 ), so that selection lever is parallel to the shift
finger shaft (15). Tighten attaching nut firmly.
stalled on the shaft with the longer boss facing 11. Position shift lever (16) on shift finger
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the end cover as shown. shaft (15), so that angle "A " (see fig. 8 ) is 14° 30'.
8 . Install end cover (19) to control housing (3) Tighten clamp nut firmly.
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T R A N SM ISSIO N S A N D CLUTCHES 7B-7
SECTION 7 B
TRANSMISSION ON-VEHICLE SERVICE OPERATIONS
TRANSMISSION REPLACEMENT 2. On transmissions having a conventional

gearshift lever, remove floor mat, remove trans
The procedures required to remove the trans mission floor pan cover, and then place gearshift
mission from trucks covered in this manual are lever in "NEU TRAL" position. Remove gearshift
dependent generally upon the type of cabs (i.e., lever and control tower assembly from transmis
conventional or tilt), type of body, and lifting equip sion, except on models equipped with New Process
om
ment available in the repair shop. Operations other or RT510 transmission.
than those included in this section may be neces NOTE: On conventional cab models with New
sary if the vehicle has special equipment such as Process transmission, remove gearshift lever
a power take-off unit and controls, etc. using tool (J-8109) as shown in figure 2. Press
The required operations will be obvious upon down firm ly on tool and rotate counterclockwise
visual inspection of the vehicle. The instructions to release gearshift lever.
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contained herein under "Removal" and "Install On conventional cab models with RT510 trans
ation" will serve as a guide in accomplishing mission, bleed air tanks, then remove range shift
transmission replacement. control lines at air valve on transmission. Remove
ry
It is important to note that vehicles covered gearshift lever and control tower assembly from
by this manual will have either an "Apron” or transmission. Place protective plugs or tape over
"S.A.E. #2" type flywheel housing as shown in fig air valve openings to prevent entry of dirt.
ure 1. The "Apron” type flywheel housing is easily
identified by the sheet metal pan which covers the
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covering over opening at top of transmission to
entire lower portion of the clutch housing. Also, prevent entry of dirt or other foreign material.
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note the lack of a separate clutch housing. 4. Drain lubricant from transmission.
The "S.A.E. #2" type flywheel housing com 5. Disconnect speedometer cable from trans
pletely surrounds the flywheel. A separate clutch mission adapter.
housing is used in addition to the flywheel housing. 6 . Disconnect clutch control linkage.
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Transmission replacement procedures are differ 7. Disconnect and remove parking brake lever
ent for each type flywheel housing used. and controls (if used).
8 . Disconnect propeller shaft from transmis
sion as described in "PROPELLER SHAFTS” (SEC.

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REMOVAL
1. On transmissions equipped with remote 4D) of this manual.
controls, disconnect control rods from shift levers 9. Remove engine ground strap and battery
at transmission. cable support clip if attached to transmission or
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clutch housing.
10. If vehicle is equipped with power take-off,
“A P R O N " TYPE " S A E # 2 ” TYPE remove unit and controls from transmission. Place
as
FLYW HEEL H O U S IN G FLYW HEEL H O U S IN G protective covering over opening.

E N G IN E
11. On vehicles equipped with RT510 trans
E N G IN E
mission, disconnect air-intake line from air filter
on transmission. Place protective covering over
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air filter opening to prevent entry of dirt.

12. Position a suitable dolly or jack under ve
hicle and adjust to carry weight of transmission.
NOTE: On vehicles which have the rear engine
mountings attached to the clutch housing (except
-V models equipped with "Apron" type flywheel hous
J
T R A N S M IS S IO N
ing), position a suitable dolly or jack under the
PAN CLUTCH H O U S IN G flywheel housing and adjust to carry the weight of
“A P R O N ” TYPE “SAE # 2 ” TYPE the engine. Remove rear engine mounts.
T-2989
13. Remove bolts attaching transmission to
rear crossmember support brackets (when used).
Figure 1— Flywheel Housing Identification 14. Visually inspect to determine if other

equipment, lines or brackets must be removed to

permit removal of the transmission.
15. Remove clutch housing-to-engine flywheel
housing mounting bolts, except on models with
"Apron" type flywheel housing.
NOTE: On models equipped with "Apron" type
flywheel housing, remove flywheel housing pan
and transmission-to-flywheel housing mounting
bolts. Be sure to support the clutch release bearing
and support assembly during removal of the trans
mission from the flywheel housing. This will pre
vent the bearing and support assembly from falling-
out of the flywheel housing when the transmission
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is removed.
16. Move the transmission assembly straight
away from the engine, using care to keep the trans
mission main drive gear shaft in alignment with
the clutch disc hub.
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IMPORTANT: When removing the transmis
sion, do not allow weight of the transmission to
hang on clutch disc hub, as disc will become dis Figure 2 — Replacing Gearshift Lever
torted, seriously affecting clutch operation.
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supported in the splined hub of the clutch disc.
17. When transmission is free from engine,
lower the transmission and move from under the ra 5. Install clutch housing-to-engine flywheel
vehicle. housing mounting bolts and lock washers (except
18. If desired, a careful check of clutch com models equipped with "Apron" type flywheel hous
ponents should be made after the transmission has ing). Tighten bolts to 25 to 30 foot-pounds.
been removed. If the clutch requires repair, refer 6 . On vehicles equipped with "Apron" type
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to "CLUTCHES" (SEC. 7E) in this manual before flywheel housing, install transmission-to-flywheel
transmission is reinstalled in the vehicle. housing mounting bolts and lock washers. Tighten
bolts to 60 to 65 foot-pounds.
INSTALLATION 7. If the rear engine mounts were removed,
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1. Apply a light coating of High Temperature reinstall the mounts as covered in ENGINE MOUNT
Grease (Symbol S-27), to the main drive gear bear INGS (SEC. 6 D) of this manual. Be sure all mount
ing retainer and splined portion of transmission ing bolts are properly torqued.
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main drive gear shaft to assure free movement of 8 . Install bolts attaching transmission to rear
clutch and transmission components during assem crossmember support (when used). Tighten bolts
bly. Refer to LUBRICATION (SEC. 0) in this man to 80 to 1 0 0 foot-pounds.
ual for explanation of "High Temperature Grease, 9. On vehicles equipped with RT510 transmis
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(Symbol S-27)." sion, connect air-intake line to air filter on trans

2. Shift the transmission into high gear. mission.
3. Mount transmission on dolly or jack and 10. If vehicle is equipped with power take-off,
as
move into position under the vehicle. reinstall unit and controls on transmission.
11. Install engine ground strap and battery
NOTE: On models equipped with "Apron" type cable support clip, if attached to transmission or
flywheel housing, position the clutch release bear clutch housing.
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ing and support assembly inside the flywheel hous 12. Connect propeller shaft to transmission
ing. Be sure the clutch fork properly engages the as described in "PROPELLER SHAFTS" (SEC. 4D)
clutch release bearing. of this manual.
4. Align the transmission main drive gear
13. Connect parking brake lever and controls
shaft with the clutch disc hub by rotating the trans (if used). Adjust brake as outlined in "PARKING
mission companion flange. Move the transmission
BRAKE" (SEC. 5C) of this manual.
forward, guiding the main drive gear shaft into the 14. Reconnect clutch control linkage.
clutch disc splines. 15. Connect speedometer cable to adapter at
IMPORTANT: Avoid springing the clutch when transmission.
the transmission is being installed to the engine. 16. If other equipment (exhaust pipe, support
Do not force the transmission into clutch disc brackets, etc) was removed, reinstall these parts.
splines. Do not let transmission drop or hang un~ 17. Shift the transmission into "NEUTRAL."

On models with conventional gearshift lever, re be replaced without removing transmission from
install gearshift lever and control tower assembly. vehicle. Replace rear oil seal as follows:
Tighten bolts on Spicer transmission to 40 to 50
foot-pounds. Tighten bolts on Clark transmission REMOVAL
to 25 to 30 foot-pounds. 1. Drain lubricant from transmission.
NOTE 2. Disconnect propeller shaft from transmis
sion as described in "PROPELLER SHAFTS"(SEC.
On conventional cab models with New Process
4D) of this manual.
transmission, install gearshift lever using tool
J-8109 as shown in figure 2. 3. Remove parking brake (when used) from
On conventional cab models with RT510 trans rear of transmission as described in "PARKING
mission, following installation of gearshift lever BRAKE" (SEC. 5C).
and control tower assembly, reconnect range shift 4. Disconnect speedometer cable and remove
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control lines to air valve on transmission. speedometer driven gear from mainshaft rear
bearing cap.
18. Refill transmission with lubricant rec
5. Using flange or yoke holding tool, remove
ommended in LUBRICATION (SEC. 0) of this manual.
the output yoke or companion flange nut. Pull out
19. On transmissions equipped with remote
put yoke or companion flange off mainshaft.
controls, reconnect control rods to transmission.
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20. If necessary, adjust clutch or transmis 6 . Remove mainshaft rear bearing cap and
sion control linkage to achieve proper transmis gasket. Discard gasket.
sion operation. 7. Using a suitable puller, remove oil seal
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from rear bearing cap. Discard oil seal.
REAR OIL SEAL REPLACEMENT
INSTALLATION
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The lip-type oil seal used at rear of Fuller, 1. Install new oil seal in mainshaft rear bear
Clark, New Process or Spicer transmissions can ing cap using a suitable seal installer as shown in
figure 3, with lip of seal pointing toward transmis
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sion case.
Seal Installer NOTE: Sealing cement should be used at the

outer diameter of oil seal to prevent leakage. Wipe
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off excess cement.
2. Clean all gasket surfaces, then install rear

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bearing cap and oil seal assembly with a new gas

ket to transmission case. Tighten cap screws
firmly.
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NOTE: Oil return passage in rear bearing cap

Rear must line up with oil passage in transmission case.
as
Bearinq
Cap 3. Install output yoke or companion flange on
mainshaft. Using flange or yoke holding tool, in
stall retaining nut. Refer to "Torque Specifications"
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for proper torque.

4. Install speedometer driven gear, then con
nect speedometer cable.
5. Install parking brake (when used) to trans

mission as described in "PARKING BRAKE" (SEC.
Oil Seal 5C). Adjust brake if necessary.
T PM -6 698 6 . Connect propeller shaft to transmission as
described in "PROPELLER SHAFTS" (SEC. 4D).
Figure 3— Installing Mainshaft Rear 7. Refill transmission with lubricant as des

Bearing Cap Oil Seal cribed in LUBRICATION (SEC. 0) of this manual.

TRA N SM ISSIO N S A N D CLUTCHES 7B-10
TORQUE SPECIFICATIONS
r->
„ AIR OUTLET FILTER B O D Y
Companion Flange or Output Yoke Retaining Nut R E T A IN IN G
NUT
O - R IN G
Transmission Model Nut Torque (Ft.-Lbs.)
New Process 540 or 541 ............ 125-400* SU PPO RT
Clark 282V or 2 8 5 V ................... 400-450

Clark 320V ............................... 400-450
Clark 385V or 3 8 7 V ................... 500-600*
Clark 401V ..................... .. 500-600
Fuller RT510 ............................. 450-500
Spicer 5652, 5752 or 5752C . . . . 400-450*
♦Secure with new cotter pin.
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G ASKET
AIR SYSTEM— RT510 TRANSMISSION AIR INLET FILTER ELEM EN T D R A IN PLUG
T -3 0 35
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The RT510 transmission has a five-speed front
section and a two-speed rear auxiliary or range
section which gives the transmission 1 0 forward Figure 4— RT510 Transmission Air Filter
ry
speeds.
The range shift system, shown in figure 9, is NOTE: Vehicles that operate under high humid
air-controlled and consists of: Air filter, regula ity conditions will collect water in the lower por
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tor, air valve, control valve, shift cylinder, fittings, tion of the filter body. This water should be drained
and connecting air lines. Some models may have off at regular intervals by simply loosening the
the position of the air valve inverted from that drain plug until all the water is removed. Retighten
shown. drain plug firm ly. Check filter regularly under
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Constant regulated air is supplied to the bot freezing conditions as air will not flow through an
tom port of the air valve and to the "IN " port of ice coated filter element.
the control valve. With the control button down, air
passes through the control valve and to the end SHIFT LEVER CONTROL VALVE
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port of the air valve. This permits air from the Removal (Refer to Fig. 9)
constant supply to flow through the low range port 1. Disconnect the white and black nylon air
in front side of air valve and to the shift cylinder lines from the control valve.
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air port. Air on this port moves the shift piston NOTE: Be sure to place protective caps over
and bar to the rear to engage the low range gear.
the ends of the air lines to prevent entry of dirt or
With the control button up the control valve is other foreign material.
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closed and air is removed from end port of air 2. Remove the gearshift lever knob.
valve. This permits air from the constant supply 3. Loosen the control valve mounting clamp
to flow through the high range port in rear side of and remove the control valve and mounting clamp
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air valve to the shift cylinder cover air port. Air from the gear shift lever. Remove the mounting
on this port moves the shift piston and bar forward clamp from the control valve.
to engage the high range gear.
Disassembly (Refer to Fig. 5)
When the control button is moved from one
1. Place control valve with rear housing (out
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position to another, air from the previously charged

let side) on the work bench and remove housing
line exhausts through the breather in air valve.
attaching parts. Carefully separate the front and
If the transmission fails to make a range shift rear housings.
or shifts too slow, the fault may be in the air sys 2. Remove the slide and the two position balls
tem, rather than internal components of the trans and springs.
mission. 3. Remove the valve plate and O-ring from
the rear housing.
AIR FILTER SERVICING (Refer to Fig. 4) 4. Remove valve insert from front housing
The air filter used on the RT510 transmission and remove the O-ring from valve insert.
contains a replaceable element. This element should 5. Remove the wave washer installed under
be replaced every 1 0 , 0 0 0 miles or more often the valve insert.
under high humidity conditions. 6 . Remove two felt seals from valve housings.

NOTE: It is most important that the slot at

D CONTROL BUTTON the lower end of the slide faces the OUTLET on
the rear housing.
6 . Carefully bring the front and rear housings
POSITION
BALL together and install housing attaching parts. Tighten
POSITION nuts, firmly.
SPRING Installation (Refer to Fig. 9)
FELT SEAL 1. Place control valve and mounting clamp on
gearshift lever.
2. Install the gearshift lever knob.
3. Position the control valve and mounting
W AVE O-RING
WASHER clamp so that the control button is at least 6 inches
below the gearshift lever knob. Tighten clamp
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securely.
FRONT 4. Remove protective caps from nylon air
H O USING lines. Connect the black air line to the outlet port
of the control valve and connect the white air line
REAR to the inlet port.
INLET OUTLET
1/8-27 5. Pressurize air system and check for leaks
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HOUSING
PIPE THREAD VALVE VALVE (correct as necessary).
INSERT PLATE T -24 96
6 . Road test vehicle and check for proper
range shifts.
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Figure 5 — Shift Lever Control V a lv e
AIR VALVE
7.
releases the slide from control button.
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Remove roll pin from control button which Removal (Refer to Fig. 9)
1. Disconnect all air lines from the air valve.
NOTE: Be sure to place protective caps over
NOTE: The above step should be performed
the ends of the air lines to prevent entry of dirt or
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only if the slide shows conditions of wear or scor
other foreign material.
ing, which requires replacement of the slide.
2. Remove cap screws retaining air valve and
gasket to adapter plate.
NOTE: Air valve is mounted on a special adap
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ter plate which is attached to transmission case.
3. Remove alignment sleeve shown in figure 6 .
dry with a clean lint-free cloth.
4. Remove actuating pin and spring from bore
2. Check all parts for wear, distortion, cracks,
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in adapter plate.
or other damage.
5. Remove attaching parts retaining adapter
3. Replace all parts that would affect proper
plate and gasket to transmission (if necessary).
operation of the control valve.
6 . If necessary, remove fittings from air valve.
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IMPORTANT: Be sure to use new O-rings which

Disassembly
are available in a service kit, when reassembling
Key numbers in text refer to figure 6 .
the valve. Also, the O-rings and the surfaces that
as
1. Remove attaching parts retaining side cap

operate against them are to be lubricated, SPAR
to valve housing.
INGLY, with silicone fluid lubricant prior to as
2. Remove valve insert frompiston and remove
sembly.
O-ring (2) from the valve insert.
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3. Remove the spring from piston.

Assembly (Refer to Fig. 5)
4. Remove end cap from housing andwithdraw
1. Place the O-ring, valve plate, felt seal,
piston from housing bore.
position spring, and position ball in the rear
5. Remove O-rings (1) and (4) from piston.
housing.
6 . Remove nylon plug from piston and remove
2. Install O-ring on the valve insert.
O-ring (3) from plug.
3. Place the wave washer, valve insert, felt
seal, position spring, and position ball in the Cleaning and Inspection
front housing. 1. Clean all metal parts thoroughly, using a
4. Position the slide in the control button and suitable cleaning fluid. Blow dry with air or wipe
install roll pin (if removed). dry with a clean lint-free cloth.
5. Position the control button and slide as 2. Check all parts for wear, cracks, distor
sembly on the rear housing. tion, or other damage.

3. Replace all parts that would affect proper

HIGH LO W
operation of the control valve.
RANGE RANGE
IMPORTANT: Be sure to use new O-rings which
are available in a service kit, when reassembling y i U -S ID E C AP
the valve. Also the O-rings and the surfaces that
operate against them are to be lubricated spar VA LVE INSERT
O -R IN G (2)~
ingly with silicone fluid lubricant prior to as O -R IN G (1)
SP R IN G
sembly. H O U S IN G
Assembly (Refer to Fig. 6 )
1. Install new O-rings on valve insert, piston,
and plug.
2. Position plug in piston and insert piston in O -R IN G (4)
END C AP
housing bore. Install end cap on housing. Tighten PIST O N i plug O -R IN G (3)
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end cap, securely.
3. Position spring and valve insert in the piston. A L IG N M E N T SLEEVE
Install the side cap on housing. Tighten attaching
parts securely.
Figure 6— Air Valve
Installation (Refer to Fig. 9)
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1. Install fittings on air valve (if removed). Disassembly (Refer to Fig. 7)
2. Install new gasket and adapter plate on 1. Mount the regulator valve in a vise (end-to-
transmission case. Use gasket cement SPARINGLY end) and tighten the vise lightly, to bring a slight
ry
when mounting gasket to transmission. Tighten pressure against the body and end cap.
attaching parts to 15 to 2 0 foot-pounds torque. 2. Loosen large lock ring which attaches end
cap to body.
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IMPORTANT: Use the alignment sleeve shown 3. Slowly loosen vise, releasing the pressure
in figure 6 to check the alignment of the adapter exerted by the pressure spring. Remove parts
plate to the transmission case. Readjust adapter from end cap of regulator.
plate if necessary to provide proper alignment. 4. Remove the diaphragm and piston plate
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3. Install the actuating pin and spring in the from body of regulator..
bore of the adapter plate. 5. Remove snap ring, washer and piston spring
4. Install the alignment sleeve in bore of air from the piston.
6 . Push the piston out through the input port of
ar
valve.
I M P O R T A N T : Before installing alignment
L O C K R IN G SP R IN G
sleeve, check the bore in which it is to be installed
PLATE
cc
\
APPLY
to make sure the piston in the air valve is either /
LUBRIPLATE
in the forward or rearward position. AT A S S E M B L Y
/ PRESSURE
5. Install the air valve and gasket on the adap
S P R IN G
ter plate. Use gasket cement SPARINGLY when
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SP R IN G
mounting gasket on the adapter plate. Tighten cap RETAIN ER
screws to 15 to 20 foot-pounds torque.
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6 . Reconnect all air lines to air valve.
7. Pressurize air system and check for leaks

and proper operation of the range shift system
(correct as necessary).
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REGULATOR VALVE
Removal (Refer to Fig. 9)
END
1. Disconnect air lines from regulator valve CAP
and air filter. S H IM S
2. Remove cap screws retaining the regulator ( A d d o r R e m o v e to
C h a n g e P r e s su r e )
valve and air filter bracket to the transmission
case.
PRESSU RE PORT D IA P H R A G M
3. Remove the large hexagonal nut from the
( 5 7 . 5 to 6 2 . 5 P S I) T-2497
regulator valve.
4. Unscrew regulator valve from nipple mount
ed between regulator and air filter. Figure 7— Regulator Valve

the regulator. b. Remove shims to lower air pressure.

7. Remove seal from piston bore of the body. One shim is equal to approximately 2 psi.
5. Install the attaching parts retaining the
diaphragm to the piston plate. Insert piston plate
and diaphragm assembly into the regulator body.
6 . Mount the body and end cap assemblies in
dry with a clean lint-free cloth.
a vise. Tighten lock ring firmly.
2. Check all parts for wear, cracks, distortion,
or other damage. Replace all parts that would af
fect proper operation of the regulator valve.
1. Attach regulator valve to the nipple pro
IMPORTANT: When reassembling the regulator
truding from air filter.
valve, be sure to use the regulator valve service
2. Tighten the large hexagonal nut retaining
kit which contains the following new parts: Seal,
the regulator valve to the support bracket (not
piston spring, diaphragm, snap ring, and two shims.
shown).
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The new shims should be used only if an increase
3. Connect an air pressure gauge to the outlet
in the air pressure setting of the regulator valve
port of the regulator valve. Remount regulator and
is required to reach the normal output range of
air filter bracket on the transmission case.
57.5 to 62.5 psi. (Refer to "Regulator Valve A s
4. Reconnect air lines to the air filter and
sembly" procedure for adjustment of valve output.) regulator valve.
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Assembly (Refer to Fig. 7) 5. Pressurize the air system, then check for
1. Install new seal in regulator valve body. leaks (correct as necessary).
2. Apply Lubriplate sparingly to that portion NOTE: Check the reading on the air pressure
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of the piston that comes in contact with the body gauge which should be 57.5 to 62.5 psi. If the read
bore. Insert piston into body bore. ing does not correspond to this figure, add or re
3. Install piston spring, washer, and snap move shims to the regulator as described previ
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ring. ously under "Regulator Valve Assembly."
4. Install spring retainer, shims, pressure 6 . Remove pressure gauge and reconnect air
spring and spring plate in the end cap. line to outlet port of regulator valve.
IMPORTANT: The number of shims between
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the pressure spring and spring retainer should not RANGE SHIFT CYLINDER SEAL
be changed, if the outlet pressure of the regulator REPLACEMENT (Refer to Fig. 8 )
valve was 57.5 to 62.5 psi, prior to disassembly. 1. Remove air lines from shift cylinder.
If, after cleaning the regulator and replacing NOTE: Be sure to place protective caps over
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worn parts, the regulator still does not read within the ends of the air lines to prevent entry of dirt or
limits (57.5 to 62.5 psi), pressure setting can be other foreign material into the air system.
changed by the addition or removal of shims. 2. Remove cover from shift cylinder.
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a. Add shims to raise air pressure. 3. Remove elastic stop nut retaining piston
to shift bar.
4. Use a puller or apply LIGHT amount of air
pressure at low range air port to remove piston.
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CAUTION: If using air pressure to remove

piston, do not stand in front of range shift cylinder
during removal.
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5. Remove seals (" A " and "B," fig. 8 ) from

piston and replace with new seals.
NOTE: Remove snap ring, washer and replace
seal ("C ," fig. 8 ). Reinstall washer and snap ring.
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6 . Make sure shift cylinder bore is clean. In
sert piston into cylinder bore with flat side of pis

ton facing out.
7. Install elastic stop nut on shift bar. Tighten
nut to 80-90 foot-pounds torque.
8 . Install cover and gasket on the range shift
cylinder. Use gasket cement SPARINGLY when

mounting gasket on the shift cylinder. Tighten cap
screws to 35-45 foot-pounds torque.
NOTE: Cover is installed with high range air
port facing upper left portion of range shift cylin
Figure 8— Range Shift Cylinder Seal Replacement der.

C O N T R O L BUTTON
(Install at Least 6 "
Below Center of Ball
C O N T R O L V A LV E
CONNECTORS
BLACK LINE, AIR FL O W SHIFT CYLIN D ER
W H ITE LINE, C O N S T A N T COVER
AIR T O • 'IN ” PORT O F
C O N T R O L V A LV E
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H IG H R A N G E
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AIR LINE
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BREATHER
C O N S T A N T AIR SUPPLY ra
C O N T R O L BU TTON UP
H IG H R A N G E , C O N T R O L
V A LV E IS C L O S E D A N D N O REG U LATO R
AIR P A S S E S TH R O U G H 57.5 T O 62.5 PSI
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FILTER
C O N T R O L BU TTO N D O W N
LO W RANGE, CONTROL
V A L V E IS O P E N A N D AIR
P A S S E S T H R O U G H T O EN D
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PORT O F AIR V A LV E T -2 4 8 9
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Figure 9— Range Shift System— RTS 10 Transmission
TROUBLE SHOOTING AIR SYSTEM valve if button is held in the up position (correct
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- RT510 TRANSMISSION (Refer to Fig. 9) as necessary).

If the transmission fails to make a range shift 3. If lines are crossed between the air valve
or shifts too slow, the fault is most likely in the on transmission and the air or shift cylinder, the
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air system. It is most important to check the en transmission gearing will not correspond with the
tire air system before condemning a single com button position. Low range, down position of button,
ponent. To check the air system and pin-point the w ill result in high range gear engagement in the
trouble area, the following procedures are recom transmission and vice versa(correct as necessary).
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mended, using the check points indicated by letters

in figure 9. A ir Leaks
NOTE: Checks are to be made with the engine Coat all air lines and fittings with soapy water
not running, normal vehicle air pressure, and or air leak detection fluid and check for leaks,
gearshift lever in neutral. moving control button to both positions (high and
low range).
A ir Lines - Improperly Connected 1. If there is a steady leak out the exhaust of
1. Move the control button up and down, from the control valve, there are defective parts or O-
one range to another. rings in the control valve.
2. If lines are crossed between the control 2. If there is a steady leak out the breather
valve and the air valve on transmission, there will on the air valve: There is a defective O-ring in the
be a steady flow of air from the exhaust in control air valve; or there is a leak past O-rings on the

shift cylinder piston (see Check Point "E "). port of control valve at the air valve.
3. If transmission fails to shift into low range 2. When control button is pushed down*a steady
or is slow to make the shift and the transmission blast of air will flow from the control valve (port
case is pressurized, see Check Point "E ." where black line was disconnected). Air will shut
4. Tighten loose connections and replace all off when button is pulled up. This indicates that
defective parts. control valve is operating correctly. Reconnect
air line.
Check Point "A " 3. If control valve does not operate correctly,
1. If there is a steady leak from exhaust port, check for restrictions or leaks. Leaks indicate
this indicates a ruptured diaphragm, or that dirt defective O-rings in the control valve.
and rust have clogged the regulator piston in the
input port at the seal. Inspect and replace diaphragm Check Point "C "
if necessary. Clean regulator. 1. Push the control button down to the low
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2. Cut off the vehicle air pressure and install range position, then disconnect the high range air
air gauge into the air system at the output port of line, either at fitting on shift cylinder or at side
the regulator valve. Bring the vehicle air pressure port of air valve.
to normal. Check the pressure reading which 2. Pull the control button up. There should be
should be 57.5 to 62.5 psi. a steady flow of air from the high range port on the
3. If gauge reads full line pressure, plus air valve. Push button down to shut off air.
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steady leak in regulator exhaust port, this indicates 3. With vehicle engine not running, move the
ruptured diaphragm or dirty regulator. gearshift lever to any gear position. Pull the con
4. If gauge registers less than line pressure trol button up; there should be no air at the high
ry
but above 64 psi, this indicates the V-shapedpiston range port. Move the gearshift to neutral; there
spring is weak, or that piston seal is defective. should now be a steady flow of air from the high
5. Pulsating gauge indicates loose lock ring
ra range port. Push control button down to shut off
which attaches the two sections of the air regulator. air and reconnect the high range air line.
6 . If, after cleaning regulator and replacing 4. If the air system operates incorrectly, this
worn parts, the regulator still does not read within indicates that the air valve is defective, or that
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limits, regulated pressure can be changed by the actuating parts in shifting bar housing are jammed
addition and removal of shims. or defective.
a. Add shims to raise air pressure.
b. Remove shims to lower air pressure. Check Point "D"
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7. One shim is equal to approximately 2 psi 1. Pull the control button up to high range and
pressure change. disconnect the low range air line, either at fitting
8 . Only as a last resort should an adjustment on the shift cylinder or at side port of air valve.
be made with the screw in end cap of regulator. 2. Repeat procedures under Check Point "C ,"
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This adjustment has been set for correct operating reversing the position of the control button in order
limits. Any deviation from these limits, especially to check low range operation.
on regulators which have been in operation for some
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time, will in most cases be caused by dirt or worn Check Point "E " (Refer to Fig. 8 )
parts. Adjustment of screw will give only a temp If any of the seals in the range shift cylinder
orary remedy. are defective, the range shift will be affected. The
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a. Turning screw in (clockwise) raises air degree of lost air will govern the degree of failure,
pressure. from slow shift to complete failure.
b. Turning screw out lowers air pressure. 1. Leakage at seal "A " or "B" results in fa il
ure to shift into either low or high range; steady
Check Point "B"
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leak out air valve breather in both ranges.

1. Pull the control button up to high range and 2. Leakage at seal "C " results in failure to
disconnect the black 1 / 8 " nylon air line from "out" shift into low range; pressurizing of transmission.
NOTE: See "Troubleshooter's Transmission

Check List" on next page.

TROUBLESHOOTER’S TRANSMISSION CHECK LIST

NOISE ARISING IN NEUTRAL SLIPPING OUT OF HIGH
1. Misalignment o£ transmission. 1. Misaligned transmission.
2. Worn transmission bearings. 2. Worn pinion gear teeth.
3. Scuffed gear tooth contact surfaces on gears. 3. Worn clutch sleeve gear teeth.
4. Worn, scored countershaft bearings. 4. Insufficient tension on detent balls.
5. Defective second speed mainshaft gear bushings. 5. Too much chamfer on detent ball notches.
6 . Unmatched constant mesh gears. 6 . Improper linkage adjustment.
7. Worn, rough reverse idler gear. 7. Excessive shift lever looseness.
8 . Eccentric countershaft gear assembly.
9. Sprung or worn countershaft.
10. Excessive backlash in constant mesh gear. SLIPPING OUT OF FIRST
11. Excessive end play in countershaft, or reverse
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1. First and reverse sliding gear loose on main
idler pinion.
shaft splines.
12. Worn mainshaft pilot bearing.
2. Sliding gear teeth worn or tapered.
13. Scuffed gear tooth contact surface insufficient
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3. Worn, misaligned mainshaft splines.
lubrication.
4. Worn countershaft first speed gear.
14. Incorrect grade of lubricant.
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5. Excessive end play of reverse idler.
15. Noisy main drive gear bearing.
6 . Insufficient gear mesh.
7. Too much chamfer on detent ball notch.

NOISE ARISING IN GEAR
8 . Worn shift lever lock ball notch.
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1. Worn, rough mainshaft rear bearing. 9. Improper linkage adjustment.
2. Sliding gear teeth rough, chipped, tapered.
3. Excessive second speed mainshaft end play. ra SLIPPING OUT OF SECOND
4. Noisy speedometer gears.
5. Conditions under "Noise Arising in Neutral."
1. Excessive clearance between second speed gear
and mainshaft.
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NOISE ARISING OUTSIDE
2. Excessive end play of second gear, on mainshaft.
1. Out-of-balance fan. 3. Worn second speed clutch gear teeth.
2. Defective torsional damper. 4. Excessive chamfer on detent ball notch.
3. Out-of-balance crankshaft. 5. Weak detent ball springs.
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4. Out-of-balance flywheel. 6 . Improper linkage adjustment.
5. Unbalanced clutch assembly.

6 . Loose engine mountings. LOSS OF LUBRICANT
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7. Worn universal joints.

8 . U-joints improperly installed. 1. Lubricant level too high.
9. Misaligned, sprung driveshaft. 2. Damaged or improperly installed gaskets.
10. Incorrect driveshaft assembly. 3. Damaged or defective oil seals.
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4. Defective oil throw rings.

DIFFICULT SHIFTING 5. Loose drain plug, transmission cover.
6 . Cracked transmission housing.
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1. Improperly operating clutch.

7. Use of excessively foaming lubricant.
2. Sliding gear tight on shaft splines.
8 . Stopped up transmission breather.
3. Insufficient chamfer of sliding gear teeth.
9. Worn mainshaft bearings.
4. Burred mainshaft splines.
10. Oil return holes under bearing caps plugged.
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5. Misaligned mainshaft.
6 . Damaged synchronizing unit.
7. Improper adjustment of shifting linkage. BEARING FAILURES
8 . Worn shifter rails.
1. Use of wrong type, grade lubricant.
9. Worn, sprung shifter fork.
2. Securing too tight or too loose bearing adjust
STICKING IN GEAR ments.
3. Improper assembly of the unit.
1. Improperly operating clutch. 4. Lack of cleanliness in unit overhaul.
2. Insufficient chamfer on detent ball notches. 5. Improper shifting of gears.
3. Sliding gear tight on mainshaft splines. 6 . Excessive overloading of vehicle.
4. Misaligned mainshaft. 7. Lugging of engine in too high gear.

5. Improper linkage adjustment. 8 . Foreign particles in transmission.

4
TRA N SM ISSIO N S A N D CLUTCHES 7C-17
SECTION 7C
AUXILIARY TRANSMISSIONS
SPICER MODELS 5831-B, 6041, 7041, AND 7231-A
This section covers on-vehicle service infor AUXILIARY TRANSMISSION

mation on Spicer Auxiliary Transmissions. Gear REPLACEMENT
shifting is accomplished by use of the shift lever
in the cab, which is interconnected to the auxiliary REMOVAL
transmission with control rods. The auxiliary 1. Drain lubricant from auxiliary transmis
transmission is supported at the front by a support sion.
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bracket attached to frame side rails and at the 2. Disconnect propeller shafts from input and
rear by a support beam attached to frame brackets. output ends of transmission. Refer to "PROPELLER
Hand brake (when used) and speedometer drive are SHAFTS" (SEC. 4D) in this manual.
co
assembled at the rear of transmission. NOTE: Support propeller shafts securely, to
prevent damage from dropping.
LINKAGE ADJUSTMENT 3. Disconnect shift control rods from the front
(Refer to Figure 1) of the transmission.
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4. Disconnect speedometer cable from adapter
1. Disconnect control rods from shift control at rear of the transmission.
tower under cab. 5. Disconnect parking brake linkage (when
2. Place auxiliary transmission gearshift lever
and shift rods on the transmission in NEUTRAL.
3. Adjust the length of each control rod by ro
ar used).
6 . Remove all connections to the auxiliary
transmission power take-off (when used).
7. Position a suitable dolly or jack under the
br
tating its adjustable clevis to provide a free clevis
pin fit. transmission and adjust to safely carry the weight
4. Reconnect control rods to the shift control of the transmission.
tower and shift transmission through entire shift 8 . Remove attaching parts from auxiliary
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pattern. transmission front and rear mountings. Lower
NOTE: At the extreme control rod movements, transmission away from the chassis.
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clevis pins should rotate freely. Readjust linkage

if necessary to obtain these conditions. Replace INSTALLATION (Refer to Figs. 2 and 3)
any worn or damaged cotter pins. Tighten lock nuts The procedures required to install auxiliary
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firm ly. transmission are dependent on the type of trans

5. Lubricate control linkage as described in mission mountings which vary due to different
LUBRICATION (SEC. 0) of this manual. vehicle driveline configurations.
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Crossmember
Shift Control kmm
as
Tower
Clevis
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Control Rod
Control Rod
Tower Shift
Clevis ,
Rod jH W # | Transmission
IB Shift Rod I _
i
CONTROLS AT SHIFT TOWER CONTROLS AT T RA N SM ISSIO N tp m -?i j 2
Figure 1— Typical Auxiliary Transmission Linkage Adjustment

T R A N SM ISSIO N S A N D CLUTCHES 7C-18
REFER TO PAGE 483 FOR DIMENSION "A " AND "B

C R O SSM EM B ER
IN SU LA TO RS FLAT W A SH E R
SPACER
FLAT W A SH ER
INSULATO R
INSULATO R
BRACKET
C R O SSM E M B E R
m
SPACER
FRONT M O U N T IN G
BRACKET
co
FRONT M O U N T FRONT M O U N T
VIEW A -F R O N T M OU NT SPICER 5831B,6041, A N D 7231A VIEW B-FRO NT MOUNT SPICER 6041
FRONT M O U N T IN G
y.
= i BRACKET
M O U N T IN G
CRO SS BEAM C RO SSM EM BER PLATE
SPA C ERS
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A SSEM BLY
br
\ 9 5 -1 0 5 FT. LBS SPA C ERS
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C U S H IO N A SSEM BLY
M O U N T IN G PLATE
FRAME '9 5 - 1 0 5 FT. LBS.
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FR A M E M O U N T IN G FRONT M O U N T FRONT M O U N T
BRACKET
VIEW C -F R O N T M O U N T SPICER 7041 VIEW D -F R O N T MOUNT SPICER 7041
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FRAME FRAME
C R O S S BEA M
C R O S S BEA M
s
(S e e T o rqu e
(Se e T o rqu e
S p e c ific a t io n s )
S p e c if ic a t io n s )
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/ / \ X REAR SPACER
/ SPACEr W x MOUNT SPACER IN SU LA TO RS
= 3 / IN SU LA T O R S
REAR M O U N T IN G \o -6 0 FT.-LBS. BRACKET \\Z J il
BRACKET REAR M O U N T IN G (N o t e : S p ic e r \ v— '
BRACKET 7 2 3 1 A o n ly )
VIEW E-R EA R M OU NT SPICER 5831B VIEW F-REAR M OUNT SPICER 6041 A N D 7231A
T-3065
Figure 2— Auxiliary Transmission Mountings

TRA N SM ISSIO N S A N D CLUTCHES 7C-19
REFER TO PAGE 483 FOR DIMENSION "A " AND "B
C R O SS B EA M
(Se e T o rq u e
S p e c ific a t io n s !
REAR M O U N T IN G
BRACKET
C RO SS BEAM
PLATES
SPACERS
\ SPACER
C U SH IO N
PLATES SPACER M O U N T IN G A SSEM BLY
IN SU LA T O R S
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PLATE
SPA C ER
FRAME
V IEW A -R E A R M O U N T SPICER 6041 VIEW B -R EA R M OU NT SPICER 7041
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C R O S S B EA M AU XILIA RY T R A N S M IS S IO N
TAPERED SURFACE
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M A IN S H A F T
SPA C ERS
C U S H IO N
A SSEM BLY
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M O U N T IN G
\ PLATE \
(S e e T o rq u e
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S p e c ific a t io n s )
FRO N T M O U N T
REAR M O U N T IN G
FRAME BRACKET FRONT
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VIEW C -R E A R M O U N T SPICER 7041 VIEW D-F R O N T M OU NT (TYPICAL-ALL MODELS)

T -3 0 6 6
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Figure 3 — Auxiliary Transmission Mountings
1. Be sure the tapered surface of the auxiliary 7. Reconnect shift control rods to the front of
as
transmission front mount faces the front of the the transmission and adjust linkage if necessary.
vehicle as shown in View D, figure 3. 8 . Reconnect propeller shafts to the input
2. With transmission mounted on a suitable and output ends of the transmission as described
dolly or jack move into position under the vehicle. in "PROPELLER SHAFTS" (SEC. 4D) of this manual.
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Adjust front and rear height as listed in Auxiliary 9. Refill transmission with lubricant recom
Transmission Application and Alignment Data mended in LUBRICATION (SEC. 0) of this manual.
Chart.
3. Torque attaching parts to proper specifica TORQUE SPECIFICATIONS
tions as shown in figures 2 and 3.
Nut Torque
NOTE: For proper torque on frame-to-rear Location Size Length
(Ft.-Lbs.)
mounting bracket attaching parts (if removed) refer
to torque specifications. Frame-to-Rear
4. Reconnect power take-off (when used). Mounting l/ 2 " - 2 0 1-3/4" 30-40
5. Reconnect parking brake linkage (when used).
Bracket Bolt l/ 2 " - 2 0 1-7/8" 45-55
6 . Connect speedometer cable to adapter at the
rear of the transmission. 5/8"-18 2 " 70-80

T RA N SM ISSIO N S A N D CLUTCHES 7C-20
AUXILIARY TRANSMISSION APPLICATION AND ALIGNMENT DATA CHART

(USE IN CONJUNCTION WITH FIGURES 2 AND 3)
Main Auxiliary Dimension Dimension

Trans Trans Front "A " Rear "B"
Truck Models Engine mission mission Mounting Inches Mounting Inches
JG70 DH478 NP541 SP5831-B View A, Fig. 2 4-3/16 View E, Fig. 2 3-1/8
JG70 DH478 NP541 SP5831-B View A, Fig. 2 4-7/16 View E, Fig. 2 3-5/8
JG70, JG70 DH478 CL282V SP5831-B View A, Fig. 2 4-1/4 View E, Fig. 2 3-1/16
JG70 DH478 CL282V SP5831-B View A, Fig. 2 4-5/8 View E, Fig. 2 3-9/16
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JG70 DH478 SP5652 SP6041 View A, Fig. 2 4-5/16 View F, Fig. 2 3-7/16
JM70 401M SP5652 SP6041 View A, Fig. 2 4-5/16 View F, Fig. 2 3-7/16
JM80 478M CL401V SP6041 View A, Fig. 2 4-5/16 View F, Fig. 2 3-7/16
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JG70 DH478 SP5652 SP6041 View A, Fig. 2 4-5/8 View F, Fig. 2 3-5/16
JM70 401M SP5652 SP6041 View A, Fig. 2 4-5/8 View F, Fig. 2 3-5/16
ry
JM80 478M CL401V SP6041 View A, Fig. 2 4-5/8 View F, Fig. 2 3-5/16
JG70
JG70
DH478
DH478
CL282V
NP541
SP6041
SP6041
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View A, Fig. 2
View A, Fig. 2
4-3/8
4-3/8
View F, Fig. 2
View F, Fig. 2
3-1/2
3-1/2
WM80 401M SP5652 SP6041 View B, Fig. 2 1 / 2 View A, Fig. 3 7/8
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JJ70 D637 SP5752 SP7041 View D, Fig. 2 1-3/16 View B, Fig. 3 1 -1 / 8
JJ70
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JJ70 DH637 CL385V SP7041 View D, Fig. 2 1-3/16 View B, Fig. 3 1 -1/8
JV70 6V-53 CL385V SP7041 View C, Fig. 2 1-3/16 View C, Fig. 3 1-3/16
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JV70 6V-53 CL385V SP7041 View D, Fig. 2 1-3/16 View B, Fig. 3 1-7/8
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JM80 478M CL401V SP7041 View D, Fig. 2 1-3/16 View B, Fig. 3 1-7/8
ss
JM80 478M CL401V SP7231-A View A, Fig. 2 3-3/16 View F, Fig. 2 3-1/8
a
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T R A N SM ISSIO N S A N D CLUTCHES 7C-21
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Always Be Sure The Auxiliary Transmission
Is Properly Mounted As Indicated Previously.
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T R A N SM ISSIO N S A N D CLUTCHES 7D-23
SECTION 70
CLUTCH CONTROLS

Clutch Pedal Assembly
The clutch control system is typically and Pedal-To-Floor Bumper
schematically illustrated in figures 1, 2 and 3.
This system utilizes hydraulic pressure as a Master Cylinder Assembly
means of transmitting clutch pedal movement to
the clutch release mechanism. The system con
sists of a pedal-operated master cylinder and a
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Slave Cylinder
slave cylinder, interconnected with hydraulic Assembly At Clutch
lines. Clutch pedal is connected to the master
cylinder push rod, and the slave cylinder push rod
o
is connected to the clutch release fork or lever.
When clutch pedal is depressed, hydraulic
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fluid is displaced from the master cylinder into Pedal Return Spring
the slave cylinder, forcing the slave cylinder piston
outward. Movement of piston is transmitted through Hydraulic Line-To-Clutch tp m -9 7 8 1-2
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slave cylinder push rod and clutch release fork or
lever, disengaging the clutch.
When pedal is released, return spring forces Figure 2— Clutch Hydraulic System (Tilt Cab Models— 70)
pedal and cylinder pistons to normal (clutch en
gaged) position. Fluid which was displaced into the
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slave cylinder returns to the master cylinder, and
the clutch engages.
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Master cylinders used on models covered in
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as
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Figure 1— Clutch Hydraulic System (Typical

for Conventional Cab Models)

this manual are of three types. Application of cyl slave cylinder, or clutch assembly has been re
inders to truck models is explained later under placed.
"Clutch Master Cylinders." To obtain proper clutch control operation, two
The clutch slave cylinder is mounted to side adjustment points are available: Master cylinder
of clutch housing or the transmission. push rod adjustment, and the slave cylinder push
rod adjustment. NOTE: Master cylinder push rod
MAINTENANCE adjustment is not required on tilt cab models 80.
Purpose of master cylinder push rod adjust
To maintain proper clutch operation the sys ment is to insure full return of master cylinder
tem should be checked and serviced periodically piston when foot is removed from pedal. If push
as stated below: rod is adjusted too long, piston could restrict the
1. Maintain proper level of hydraulic fluid in bypass port in cylinder, and clutch would not en
master cylinder. Refer to LUBRICATION (SEC. 0) gage fully, thereby causing clutch to slip. Too short
m
for recommended fluid and checking intervals. At a push rod would result in excessive pedal free
least once a year, drain and flush the entire clutch travel before clutch starts to disengage.
system and refill with new fluid. Purpose of slave cylinder push rod adjustment
is to provide proper position of clutch release
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2. Inspect entire clutch system regularly for
fluid leakage. Leakage must be corrected immed bearing when the clutch is engaged.
iately. NOTE: Slave cylinder push rod adjustment is
3. Make sure return spring at slave cylinder necessary when push rod clearance is reduced to
is not weak or broken. 1/4-inch. Proper clearance is 1/2-inch as shown
.
4. Check and if necessary adjust clutch pedal in figure 4.
ry
linkage. Instructions are explained later under NOTE: Before making adjustments, the hy
"Clutch Control Adjustments." draulic system must be free of air and the master
5. If clutch pedal action is springy or spongy, cylinder must be filled to 1 / 2 -inch below filler
ra
it is an indication that air needs to be bled from opening.
hydraulic system or adjustment is necessary. IMPORTANT: If clutch control adjustments
6 . Clutch release bearing, when equipped with
are to be made, ALWAYS make adjustment at
b
lubrication fitting or grease cup, must be lub
ricated at regular intervals as directed in LUB
D r iv e r 's S e a t
RICATION (SEC. 0).
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CLUTCH CONTROL ADJUSTMENTS

ca
Adjustments are generally required due to

wear of parts, or whenever the master cylinder,
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M ove R elease
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or Fork Until
as
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W edge
Force
Lever
To Bottom In
O r Fork
Slave Cylinder
1 /2 " Free Travel —►
C lu t c h a n d B r a k e
M a s te r C y lin d e r
Figure 5— Access to Master Cylinder

Figure 4— Slave Cylinder Push Rod Clearance (Tilt Cab Models— 70)

the master cylinder before making adjustment at

the slave cylinder.
Access to master cylinder fille r cap on tilt

cab models 70 is gained after removing small
access door located at front of d river’s seat riser
as shown in figure 5.
0 To 1 /1 6 " Snap Ring

Master cylinder on tilt cab models 70 is
Free-Travel
bracket-mounted below cab flooring as shown in
figure 6 . Access to pedal linkage for checking and
N
/ Pedal
adjusting purposes is made when cab is tilted com
End of push rod should
om
pletely forward. However, when checking and re just contact piston w h e n
plenishing fluid in master cylinder, the cab must pedal is fully released —
pe d al a g a in st stop
be in its lowered or operating position.
After servicing fluid system on tilt cab
models 70, examine door opening or cover seal.
Apply new caulking if necessary before installing Figure 7— Master Cylinder Push Rod Adjustment and Check
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door, otherwise dust may enter cab later at this (Tilt Cab Models— 70) (All Conventional Cab Models)
point.
MASTER CYLINDER PUSH ROD
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CHECK AND ADJUSTMENT
ra NOTE: This check and adjustment is not re
quired on tilt cab models 80.
Before making adjustment, pull the master
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cylinder boot back on push rod. Visually check to
see if the piston is seated firm ly against piston
snap ring in cylinder bore (fig. 7). If not, the
push rod is too long and should be shortened.
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cc
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as
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1 M a s t e r C y lin d e r 9 Pedal Attaching Bolt

2 Push R od Boot 10 Pedal (U p p e r Section)
3 M a s t e r C y lin d e r Push Rod 11 Pedal (L o w e r Section)
4 Push R od L o ck Nut 12 Pedal Stop (Bum per)
5 L e v e r -t o -S h a ft C la m p Bolt 13 S lee v e Attaching S c re w s
6 S p ec ial S p ac er 14 S lee v e and Bushing A s s y
7 Pedal Shaft L e v e r 15 L u b ric a tio n Fitting
8 Pedal Return S pring t p m -9985
Figure 6— Clutch Pedal and Linkage Figure 8— Making Master Cylinder Push Rod Adjustment
(Tilt Cab Models— 70) (Tilt Cab Models— 70) (All Conventional Cab Models)

IMPORTANT: It is better to have push rod ad

justed too short than for it to be too long.
1/4" THICK
A L L MODELS
While pressing clutch pedal with hand, check
for clearance between the push rod and piston. If
necessary, loosen lock nut on master cylinder push
rod assembly, then turn hex portion of push rod
(fig. 9) as necessary to provide 0 to l/ 8 -inch free-
travel measured at pedal pad before push rod con DJUSTING NUT
tacts master cylinder piston. After making adjust
ment, tighten lock nut on push rod. WEDGE
IMPORTANT: Make sure piston contacts snap
om
ring in cylinder bore when pedal is released. In
stall boot to master cylinder.
SLAVE CYLINDER PUSH ROD TOOL

CHECK A ND ADJUSTMENT
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This procedure is generally required period
ically to compensate for clutch facing wear. Pur
ry
pose of adjustment is to maintain a definite clear
ance between the release bearing and the clutch
Figure 10— Checking Push Rod Clearance
release fingers with clutch engaged. See figure 4.
Using Small End of Tool
NOTE: A tool for checking clearance or the
push rod nut position can be improvised locally.
See figure 9 which shows dimensions of tool. A
ra The following describes adjustment procedure
short ruler can be used to measure clearance if using special tool:
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tool cannot be made available. Adjustment is nec 1. Disconnect the slave cylinder return spring.
essary when this clearance at the wedge is reduced 2. With the push rod and piston seated in the
to or near 1/4-inch. The proper clearance between slave cylinder, push clutch fork and wedge on push
wedge and adjusting nut should measure 1 / 2 -inch. rod away from the slave cylinder. Insert smaller
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end of gauge on push rod between the adjusting nut

and wedge (fig. 10). If the tool will not go between
the nut and wedge the push rod needs to be adjusted.
If the small tool end fits between the adjusting nut
cc
and wedge, the rod does not require adjustment.

3. To adjust the push rod, use the thicker end
of the tool and insert between adjusting nut and
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wedge on the slave cylinder push rod (fig. 1 1 ).

Back off adjusting nut until the tool just fits be
tween the nut and wedge.
as
4. Remove the tool, lock adjusting nut with

W ELD
lock nut and install the slave cylinder return spring.
BLEEDING HYDRAULIC SYSTEM

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Use only Hydraulic Brake Fluid recommended

in LUBRICATION (SEC. 0). When other than rec
ommended fluid has been used, drain and flush the
i entire hydraulic system, using clean alcohol or a
W w ") hydraulic brake system cleaning fluid. Refill sys
tem with RECOMMENDED fluid.
C •' The need for bleeding air from system is gen
i '' erally indicated by a springy, spongy pedal action.
The presence of air in system is a result of low
"f* T-602
fluid level in master cylinder, or if some part of
system has been opened. Bleeder valve is provided
Figure-9— Push Rod Clearance Checking Tool at the slave cylinder (fig. 1 2 ).

1/ 2" THICK
W EDGE;
A D JU ST IN G nut;
TOOL!
m
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Figure J 1— U sin g Large E n d of Tool 1 Cylinder Assy. 6Cylinder Push Rod
2 Bleeder Valve 7 Wedge
3 Return Spring Bracket 8 Adjustment Nut
Clutch master cylinder is accessible under i Return Spring 9 Lock Nut
y.
the hood on conventional cab models, through ac
5 Release Fork 10 Hydraulic Line Assy
cess door on T Models, and under the dash on T T -29 80
and W Models 80.
Plain end of bleeder hose can be slipped over
end of bleeder valve.
Clutch system may be bled either manually or
with pressure bleeding equipment.
ar Figure 1 2 — Sla ve C ylinder Installed (TypicalI
and should be on downstroke as bleeder valve is
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closed.
PRESSURE BLEEDING CLUTCH PEDAL AND SHAFT
1. Make sure fluid level in fluid supply pres REPLACEMENT
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sure tank is up to pet cock above outlet and that (ALL CONVENTIONAL CAB MODELS)
tank is charged with 25 to 30 psi air pressure.
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2. Clean dirt from around master cylinder Instructions for replacing clutch pedal and
cover or cap. On units having reservoir cover in
stead of cap, remove standard cover and install
cc
special cover (J-8554). Connect pressure tank hose

to fille r cap or special cover opening. Bleed air
from hose before tightening connection. Open
valves at both ends of hose.
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CAUTION: On tilt cab models 80 with master

cylinder mounted inside of cab, use extreme care
not to spill fluid on clutch or brake pedal pads. If
as
fluid spills on pedal pads, it must be washed off so

that pads will not be slippery.
3. Slip end of bleeder drain hose over bleed
valve at slave cylinder (fig. 1 2 ) and place the other
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end in a glass jar containing enough hydraulic fluid

to cover end of hose. Open bleeder valve with
wrench and observe flow of fluid from hose. Close
bleeder valve as soon as bubbles stop and fluid
flows in a solid stream.
Push Rod Boot 6 Primary Cup
Cylinder Housing 7 Piston
MANUAL BLEEDING Cover 8 Secondary Cup
Manual bleeding is the same as pressure bleed Cover Screw 9 Snap Ring
Piston Return Spring
ing, except that the hydraulic fluid is forced through
the line by pumping the clutch pedal. Fluid in mas
ter cylinder must be replenished after bleeding. Figure 13— Clutch Master Cylinder (Typical for
Clutch pedal should be pumped up and down slowly, Conv. Cab and Tilt Cab Models— 70)

T R A N M ISSIO N S A N D CLUTCHES 7D-28
shaft on these models are explained in "HYDRAU 7. Referring to figure 6 , install clutch pedal
LIC BRAKES" (SEC. 5A) of this manual. return spring ( 8 ).
IMPORTANT: Exercise caution when installing
spring.
CLUTCH PEDAL AND BUSHING 8 . Make sure that pedal stop (12) is in good
ASSEMBLY REPLACEMENT condition and is located on pedal shaft as shown.

(TILT CAB MODELS-70)
CLUTCH MASTER CYLINDER
REMOVAL
NOTE: Key numbers in following text refer to Three different types of master cylinders are
figure 7. used on vehicles covered by this manual: Double-
1. Tilt cab forward. IMPORTANT: Make sure barrel horizontal type, single barrel horizontal
m
cab safety catch at right front pivot mounting is type, and single barrel vertical type. Description
securely engaged. and model application for each type follows:
2. Disconnect pedal return spring ( 8 ).
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3. Separate pedal upper section (10) from DOUBLE-BARREL HORIZONTAL TYPE (Fig. 13)
lower section (11) after removing attaching bolt (9). NOTE: Figure 14 shows section through clutch
4. Loosen bolt (5) which clamps pedal shaft cylinder only.
lever (7) to pedal shaft. Slide pedal and shaft as
Double-barrel master cylinder is used on
y.
sembly ( 1 1 ) from cab sill and from spacer ( 6 ), and
pedal shaft lever (7). conventional cab and tilt cab Models 70 with hy
draulic brakes. The unit consists of two cylinders
5. Through small access hole at base of cab
sill, remove the pedal shaft lubrication fitting(15). with an integral reservoir. The left side has a
6 . Remove two hex-head screws (13) which
attach the flange of pedal shaft sleeve and bushing
assembly (14) to the cab sill.
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1-1/4 inch bore brake cylinder, and the right side
has a 1-1/8 inch bore clutch cylinder. Due to the
different sized bores, the pistons and cups used in
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the two cylinders are of different sizes. Spring
7. Using a pointed tool under flange of sleeve,
and retainer assemblies are of different lengths;
pry shaft sleeve and bushing assembly (14) from
cab sill. the longer spring is used in the clutch cylinder,
the shorter spring in the brake cylinder. The
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INSTALLATION clutch cylinder does not use a residual line pres

sure check valve, as will be found in the brake
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NOTE: Key numbers in following text refer to

figure 6 . cylinder. The unit shown in figure 13 has mount
1. Temporarily install pedal shaft back into ing flange at rear of housing, and an adjustable
sleeve and bushing assembly (14) and check for push rod for adjusting pedal linkage.
cc
excessive wear. If necessary, press worn bushings SINGLE-BARREL HORIZONTAL TYPE

from sleeve and press new bushings in their place. (Fig. 13)
After installing new bushings it may be necessary Clutch master cylinder used on conventional
to ream or burnish the bushings. Original bushings cab and tilt cab models 70 having air brakes is a
si
were reamed to 0.8715” to 0.8725". single-barrel version of the unit described pre
2. Making sure that the lubrication fitting hole viously. The cylinder bore is 1-1/8 inch in
as
is at the bottom, insert sleeve and bushing assem diameter.

bly (14) into cab sill and secure with two screws
(13). SINGLE-BARREL VERTICAL TYPE
3. Install lubrication fitting (15) into tapped Clutch master cylinder used on tilt cab
hole at bottom of sleeve. models 80 is a vertical cylinder with integral
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4. Slide pedal and shaft assembly (11) through reservoir, mounting flanges, and clutch pedal sup
sleeve assembly (14), through special spacer ( 6 ), port (fig. 16). The cylinder assembly is mounted
and into the partly serrated hole of the pedal shaft on dash inside of cab. Pedal is mounted on a shaft
lever (7). Make sure shaft lever is positioned as which is secured in support by a socket-head set
shown in figure 6 . screw. Master cylinder piston push rod is
5. Remove all shaft end play, then clamp pedal attached to pedal with a clevis pin and cotter pin.
shaft lever (7) to end of shaft by tightening lever Pedal return spring, installed between cylinder
clamp bolt (5) and nut. housing and underside of pedal lever, insures full
6 . Attach pedal upper section (10) to pedal return of master cylinder piston and pedal when
lower section (11) with bolt (9), nut, and washer. pedal is released. Since the pedal-to-cylinder
IMPORTANT: Make sure that bolt is inserted relationship is fixed, no push rod adjustment is
in direction shown. required.

MAINTENANCE (ALL TYPES)

Filler cap or cover on all clutch master cyl
inders is designed to vent the fluid reservoir
without permitting loss of fluid. A small baffle is
inserted into fille r cap as shown in figure 15 on
all tilt cab model 80 cylinders only. Bypass port
between cylinder bore and reservoir and vent hole
in filler cap must be kept open to assure proper
clutch control. An obstructed bypass port will
prevent return of fluid to reservoir, preventing
full engagement of clutch. Bypass ports may be
obstructed by one of the following causes:
1. Clogged with dirt — remove master cylin
om
der and disassemble and clean all parts. Refer to
applicable section view of master cylinder when
assembling.
2. Swollen primary cup due to the use of
wrong fluid -- service the master cylinder, drain
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and flush entire clutch control system, and refill
with proper fluid.
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3. Pedal binding on shaft, preventing full re
1 Push Rod Pivot 11 Pedal Stop Set Screw turn of piston — free up and lubricate pedal.
Cotter Pin and Locknut ra 4. Improper push rod adjustment - - adjust
2 Push Rod Pivot Pin 12 Piston Return Spring push rod (if used).
3 Push Rod Boot 13 Fluid Outlet Port
4 Push Rod 14 Main Cylinder Body
Casting MASTER CYLINDER REPLACEMENT
5 Piston Retainer
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Plate Snap Ring 15 Bypass Port Instructions for replacing clutch master cyl
6 Pedal Return Spring 16 Intake Port inders on conventional or tilt cab models 70 are
7 Secondary Piston 17 Piston Retainer Plate the same as for brake master cylinders explained
Seal 18 Pedal Pivot Pin Set in “ HYDRAULIC BRAKES” (SEC. 5A) of this
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8 Piston Screw manual.

9 Primary Piston Seal 19 Pedal Pivot Pin
10 Seal Expander 2 0 Pedal Lever Tp«-7»>. CLUTCH PEDAL STOP SCREW
ADJUSTMENT
cc
(TILT CAB MODELS-80)

Figure 14— Clutch Master Cylinder
(Tilt Cab Models— 80)
To provide complete and proper release of
clutch on these vehicles, full travel of the master
si
cylinder piston must be assured. This is deter

mined by the position of pedal stop screw which
as
is located on cylinder body below the pedal (fig. 16).

The proper setting of stop screw is obtained
when head of screw is just flush with surface of
screw lock nut. After making adjustment, tighten
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lock nut firmly.
NOTE
Regardless of clutch operation be
ing obtained, the stop screw should be
PERPENDICULAR TO VENT HOLES T-1007 positioned as directed previously.
MASTER CYLINDER REPAIR

Figure 15— Master Cylinder Fillers Cap Baffle
(Tilt Cab Models— 80) The following procedures cover disassembly,

T RA N SM ISSIO N S A N D CLUTCHES 7D-30
cleaning, inspection and repair, and assembly of between piston and cylinder wall should be within
components used in the clutch cylinder bore. Refer 0 .0 0 1 " to 0.006" when checked with feeler gauge.
to applicable master cylinder illustration.

ASSEMBLY
DISASSEMBLY 1. Before assembling, coat inside of cylinder
1. Clean all dirt from outside of unit, using a bore and dip all internal parts in hydraulic brake
non-petroleum solvent. fluid.
2. Remove snap ring from groove in cylinder 2. Install components in clutch cylinder bore
bore. as follows:
3. Remove piston assembly, primary cup, a. Install return spring in cylinder bore, large
return spring and retainer assembly from clutch diameter first.
cylinder bore. b. Install primary cup in cylinder bore with
4. Remove cover from cylinder housing. lip of cup toward outlet end. Make sure end of
om
spring seats inside the cup.
CLEANING c. Insert piston and secondary cup into cyl
Immerse all parts in denatured alcohol and inder bore, with open end of piston toward open
wash thoroughly. Wipe small parts dry and blow end of cylinder.
out inside of reservoir and cylinder bore. Make d. Press piston into cylinder bore, compress
sure intake and bypass ports in cylinder housing ing spring, and install snap ring in groove in bore.
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and bleeder holes in piston are clean.
NOTE: Install piston stop plate in cylinder
CAUTION: Do not use kerosene or gasoline for used on "R " Models.
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cleaning master cylinder components. Make sure snap ring is fully seated in groove.
INSPECTION AND REPAIR 3. Check clearance between edge of primary

cup and the bypass port in each cylinder as follows:
Master cylinder repair kits are available
which contain all the parts ordinarily required
when servicing master cylinders. Refer to applic
ra a. From inside the reservoir, insert a straight
wire (tag wire or any wire of approximately0 .0 1 0 "
able parts book for part number of repair kit. In diameter) through the bypass port.
b. While moving the wire up and down in the
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addition to replacement of parts contained in repair
bypass port, push the piston in very gently until a
kit, master cylinder should be inspected and re
slight drag is felt on the wire. Check clearance
paired, if necessary, as follows:
between end of piston and snap ring. Clearance
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1. Examine cylinder bore. If scored or rust should be 0.035 inch minimum. If less than 0.035
ed, recondition by honing. Be sure to use proper inch, the wrong size cup or a swollen cup has been
size hone. Clutch cylinder bore is 1-1/8-inch. Do installed, or the parts were improperly assembled.
not hone more than necessary to remove scores and Disassemble unit and reassemble, using the cor
cc
smooth up cylinder. Remove burrs caused by rect parts.

honing from around by-pass and intake ports. 4. Install cover on cylinder reservoir.
2. Check piston fit in cylinder bore. Clearance
CLUTCH CONTROL SLAVE CYLINDER
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Clutch control slave cylinder assembly is

as
mounted at side of clutch housing or transmission.

When cylinder is pressurized it activates the mech
anical clutch release fork or lever to disengage
clutch.
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Components of cylinder consists of an alum

inum piston with two captive block-type seals (fig.
17). The return of the piston on clutch apply is
provided for by the external return spring. Cylin
der bore is of 15/16" diameter.
REMOVAL
1. Remove return spring from clutch release
fork or lever.
2. Disconnect fluid line at slave cylinder.
Figure 16— Master Cylinder Pedal Stop Adjustment 3. Remove bolts retaining slave cylinder at
(Tilt Cab Models— 80) mounting, then remove cylinder assembly.

TRA N SM ISSIO N S A N D CLUTCHES 7D-31
INSPECTION
1. Inspect slave cylinder bore, making sure
that it is smooth. A scored or damaged cylinder
body (3) must be replaced.
NOTE: Burrs at the bore side of inlet port can
be removed by honing or by use of crocus cloth.
2. Check piston seals ( 8 ) if removed. Swelling
of seals could be due to use of improper brake
fluid.
3. Check fit of the piston in the cylinder bore,
using a feeler gauge. This clearance should be
om
from 0.002” to 0.004".
1 B leeder V alv e 5 Push Rod
2 F lu id Entry Port 6 Piston Retaining Ring
3 C y lin d e r Body 7 Piston
ASSEMBLY
4 Push Rod Boot 8 Piston Seals t-io o *
1. Install seals ( 8 ) into grooves of piston (7)
with lips of seals positioned to fluid end of piston
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Figure 17— Clutch Slave Cylinder ITypicalI (fig. 19).
2. Dip piston and seals in clean brake fluid,
then carefully install piston assembly in bore of
ry
cylinder. Refer to figure 19 for proper position of
DISASSEMBLY piston in cylinder.
NOTE: Key numbers in text refer to figure 17. ra 3. Install retaining ring ( 6 ) in groove at open
1. Remove cylinder push rod (5) and push rod end of cylinder.
boot (4) from cylinder. 4. Install boot (4) over push rod (5) and install
2. Remove piston retaining ring ( 6 ) from slave rod and boot to slave cylinder.
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cylinder, using a small screwdriver.
CAUTION: Do not mar bore of cylinder body. INSTALLATION
3. Remove piston assembly (7) with seals ( 8 ) 1. Bolt slave cylinder assembly to mounting.
from cylinder body (3). 2. Adjust slave cylinder push rod clearance
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NOTE: Piston can be jarred from body or small as outlined in this section under "Clutch Control
amount of air pressure at line fitting will force Adjustments."
piston from bore. Do not allow piston to become 3. Attach hydraulic line to slave cylinder and
damaged after it is removed. bleed air from system at slave cylinder bleed fit
cc
4. If seals ( 8 ) are in good condition they ting. See "Bleeding System" previously in this
need not be removed. section.
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as
NOTE: Clutch Troubleshooting information is

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covered at rear of "CLUTCHES" (SEC. 7E).

T R A N SM ISSIO N S A N D CLUTCHES 7E-32
SECTION 7E
CLUTCHES
CLUTCH TYPE — ENGINE APPLICATION CHART
Clutch Type Engine Application
Lipe-Rollway (12-Inch) ............................... ..DH478
Long (12-Inch) ............................................. ..DH478
Lipe-Rollway (13-Inch) (Single Disc) ............401M - DH478
Long (13-Inch) (Single Disc) . ..................... ..401M - DH478
Lipe-Rollway (13-Inch) (Dual Disc) ............ ..401M - DH478
Long (13-Inch) (Dual Disc) .......................... ..401M - DH478
m
Lipe-Rollway (14-Inch) (Single Disc) ............478M - D637 - 6V-53
Long (14-Inch) (Single Disc) ..........................478M - D637 - 6V-53
Lipe-Rollway (14-Inch) (Dual Disc) ............ ..401M -478M-DH637- 6V-53
co
Long (14-Inch) (Dual Disc) ..........................401M - 478M - DH637 - 6 V-53
y.
CLUTCH REPLACEM ENT
NOTE: Following clutch replacement proced

ures apply to all vehicles with exceptions as indi
cated. ar
port assembly from clutch release fork. Disengage
bearing support return springs.
3. Disengage clutch release fork return spring
from end of fork if not previously removed.
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CLUTCH R E M O V A L 4. Secure slave cylinder push rod with push
rod wedge to slave cylinder.
1. Remove transmission assembly from ve
IMPORTANT: Do not lose wedge.
li
hicle as directed in "ON-VEHICLE SERVICE
OPERATIONS” (SEC. 7B). 5. Remove clutch release fork (if used) from
ar
2. On vehicles with 5-speed (or more) trans ball stud by prying it away from the ball with a
mission, remove clutch release bearing and sup screwdriver until it snaps loose from the ball.
cc
20 x 2V«" (12" and 13" Clutch)

16 x 2'/," (14" Clutch)
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as
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Figure I — Use of Block Between Release Lever arid Cover Figure 2— Use of Hold-Down Bolts (Typical)

T RA N SM ISSIO N S A N D CLUTCHES 7E-33
ened. If this expansion is permitted, it may not be

possible to move the cover assembly rearward
sufficiently to allow clutch disc to drop out of
clutch housing before the cover.
b. To maintain the compressed state of cover
and pressure plate, one of two methods canbe em
ployed. Carefully drive or place a small hardwood
wedge (or block) between each release lever and
cover flange as shown typically in figure 1. Wedges
or blocks of 1/4 to 1/2 inch thickness should be
adequate. When replacing a clutch cover assem
bly of type shown in figure 2 , hold-down bolts with
flat washers can be installed as shown typically in
figure 2 instead of installing blocks or wedges.
om
Figure 3— Clutch Cover Hold-Down Bolt Locations
Illustration specifies size of hold-down bolts. Re
NOTE: Some difficulty may be encountered fer to figure 3 which shows general bolt positions.
when removing the clutch release fork from ball c. After installing wedges or hold-down bolts,
stud on vehicles having 4-speed transmission. This proceed to remove clutch cover and disc from ve
condition could be the result of insufficient clear hicle.
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ance between the release fork and the clutch cover. 7. Install aligning tool or an old transmission
If the fork cannot be pried from fork ball stud, re main drive gear into the hub of the driven disc
move the ball stud first from clutch housing, then assembly to support disc during removal.
ry
if necessary, separate the fork from stud after the 8 . Mark clutch cover in relation to engine fly
assembly is removed from vehicle. wheel and the drive spacing ring and intermediate
NOTE: The reverse of these procedures is plate ( 2 plate clutch) to assure original position
necessary when fork assembly is installed later.
ra
when reassembled later if parts are to be re-used.
9. Loosen cover bolts and washers alternately
6 . To remove the clutch disc and cover as
one at a time. While supporting clutch components,
sembly more readily from vehicle with 4-speed
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remove aligning tool, then carefully remove clutch
transmission, especially on those vehicles having a
components from flywheel. If frame crossmember
frame crossmember near or directly below clutch
interferes with disc and cover removal on vehicle
opening, perform the following:
having 4-speed transmission, force the bottom of
a. After the clutch release fork has been re
ar
cover rearward and at same time push cover up

moved from vehicle and before removing the clutch
ward slightly. This will allow disc to drop down
cover-to-engine flywheel bolts, steps should be
first.
taken to prevent the clutch cover from expanding
cc
away from flywheel when attaching bolts are loos

PILOT BEARING REPLACEMENT
NOTE: Corrosion or rough spots on either the
si
race or balls can be detected by rotating bearing

inner race with finger.
Support Return
as
REMOVAL
Remove clutch pilot bearing assembly from
engine, using pilot bearing remover (J-5901-2) with
C la m p slide hammer (J-2619). With fingers on puller
cl
closed, insert fingers through bearing inner race

as far as they will go, then tighten thumb screw to
/ spread fingers. Slide weight sharply against stop
Release B ea rin g
Support on puller shaft to remove bearing.
Release Y o ke
INSTALLATION
Release Lever
Clutch H o u sin g 1. Pack clutch pilot bearing with small quan
Slave C ylind er T P M -9 09 9 tity of high temperature lubricant specified in
LUBRICATION (SEC. 0) of this manual.
2. With shielded side of bearing toward the
Figure 4— Clutch Release Mechanism (Shaft rear, drive pilot bearing into position using a suit
and Lever Type) (Typical) able driver. Bearing should be seated firmly.

T RA N SM ISSIO N S A N D CLUTCHES 7E-34
m
Figure 6— Release Bearing and Support IType
Used with Release Lever and Shaftl
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5. Install retaining springs, thfen connect lu
brication tube to top of support.
6 . Check cross shaft and yoke to make sure
y.
they are properly centered, then tighten yoke clamp
bolts.
Figure 5— Release Bearing and Support Lubrication 7. Install release lever on yoke cross shaft
Points IType Used with Release Fork)
CLUTCH RELEASE MECHANISM

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with drive key in slot of shaft. Lever should be
positioned on shaft so that it is directly in line
with center of slave cylinder push rod. Tighten
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lever clamp bolt firmly.
REPLACEMENT 8 . Fill grease cup with lubricant as specified
(SHAFT AND LEVER TYPE) in LUBRICATION (SEC. 0) and turn down cup to
REMOVAL (Refer to Fig. 4) provide initial lubrication to support. Also lubri
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1. Remove release lever from clutch release cate clutch cross shaft bushings, using fitting at
yoke cross shaft. each side of clutch housing.
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2. Disconnect flexible lubrication tube from

top of release bearing support. Remove two re CLUTCH INSTALLATION
taining springs from top of bearing support. Slide
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release bearing and support assembly off end of 1. Prior to installing cover components in
transmission bearing cap. vehicle it is recommended that cover and pres
3. Remove two cap screws which attach re sure plate be placed and maintained in a com
lease yoke to cross shaft, then drive the yoke to pressed state.
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one side to expose two drive keys. Remove keys, NOTE: Some new cover and pressure plate
then drive shaft out of yoke and remove from the assemblies when received are already in a com
housing. pressed state.
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If cover assembly is not equipped to permit

INSTALLATION (Refer to Fig. 4) the use of hold-down bolts (fig. 2 ), then carefully
1. Hold clutch release yoke in position in force each release lever downward (use pry-bar)
clutch housing, then insert release cross shaft and insert wedge or block between lever and cover
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through one side of clutch housing, through release flange as shown in figure 1 .
yoke and out through opposite side of housing. CAUTION: Exercise caution when inserting
2. Install two keys in cross shaft, then move blocks or wedges as considerable effort may be
yoke into place with keys engaging keyway in yoke. required to separate lever from cover.
Do not tighten bolts until after release bearing and IMPORTANT: Avoid bending or damaging re
support assembly is assembled to bearing cap. lease levers. If an arbor press is available, all
3. Examine contact buttons on ears of bearing release levers can be forced downward at the same
support for worn condition. Buttons can be pressed time.
out or into support if necessary. 2. Release bearing on most models is equip
4. Slide release bearing and support assem ped with a lubrication fitting (fig. 5). If installing
bly on bearing cap to contact fingers of release such a bearing, it is advisable to lubricate it be
yoke. fore installing. Use a high melting point grease
CHEVROLET SERIES 70-S0 HEAVY DUTY TRUCK SHO P MANUAL

1 Engine Crankshaft
2 Pilot Bearing
3 Driven Disc Assembly (Front)
4 Engine Flywheel
5 Drive Ring
6 Driven Disc Assembly (Rear)
7 Needle Bearing Rollers
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8 Release Lever Pin
9 Yoke Pin
10 Lock Plate
11 Adjusting Nut
12 Release Lever
13 Lubrication Fitting
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14 Release Bearing and Support Assembly
15 Transmission Bearing Cap
16 Release Fork Retainer Spring
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17 Release Fork Ball Stud
18 Release Fork
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20 Release Fork Boot
21 Pressure Spring
22 Clutch Cover
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23 Pressure Plate
24 Intermediate Plate
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T -27 76
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Figure 7— Typical 13-inch Dual Disc Clutch Installation

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as specified in LUBRICATION (SEC. 0). DO NOT

OVER-LUBRICATE as the excess lubricant may
eventually contact the clutch facings.
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NOTE: If release bearing and support assem

bly of type used with release yoke is being assem
bled, make sure the bearing indicator notch is in
full view through notch in support (fig. 6 ).
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3. If installing single disc clutch, place driven

disc against engine flywheel with larger exposed
portion of disc damper springs toward the rear.
While holding driven disc in place, move clutch
cover and pressure plate into place against driven
disc.
NOTE: If frame crossmember interferes with
the installing of disc and cover, install cover first
with top of cover forward against flywheel and bot
tom toward the rear, then raise disc into position.
Figure 8 — Release Fork Dust Boot Insert alignment tool or old transmission main
Installed ITypicalI shaft through driven disc hub and into pilot bearing.

TRA N SM ISSIO N S A N D CLUTCHES 7E-36
4. If alignment marks were made on clutch Force ball stud into fork recess until engaged by
cover and engine flywheel prior to removal, align spring.
these marks. 8 . Coat outside and inside grooves of release
5. If installing dual disc clutch, note that the fork bearing support with small quantity of high
driven discs, the spacing ring and intermediate temperature grease (fig. 5).
plate are all stamped to indicate the "pressure 9. Before installing transmission assembly,
plate side." Position all components to cover plate, release bearing must be placed in yoke portion of
then with two starting bolts through cover and ring release fork or cross shaft release yoke. Install
at opposite sides, raise components to flywheel the transmission assembly as directed in "ON-
and start the two bolts. Figure 7 shows a typical VEHICLE SERVICE OPERATIONS" (SEC. 7B) of
dual disc clutch installation. this manual.
6 . With alignment tool in position, install all 10. Before connecting the clutch linkage push
cover-to-flywheel bolts and lock washers. Tighten rod to clutch release fork, make sure that the dust
bolts alternately one turn at a time to compress boot is installed over fork and that it is installed
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clutch tension springs evenly and prevent possible properly to clutch housing opening. Either a leather
distortion of cover flange. Remove aligning tool. boot with a spring retainer holder or a rubber boot
only having channel grooves may be used. Figure
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NOTE: Remove the means of containing clutch 8 shows sectional view of rubber-type boot installed.
cover in compressed state. Shipping bolts are 11. Making sure that wedge is located on
shown in figure 2. If wooden blocks were used (fig. slave cylinder push rod, engage end of push rod
1 ), remove blocks. through hole at end of release fork or lever. Install
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release fork or lever return spring and clip (if
7. Apply a small amount of high temperature used), then adjust clutch actuating linkage as
grease to ball stud recess in release fork (when directed previously in this group under "CLUTCH
used), then install ball stud retainer spring in fork.
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CONTROLS" (SEC. 7D).
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NOTE: Refer to next page for "CLUTCH

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TROUBLESHOOTING" information.
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CLUTCH TROUBLESHOOTING
SYMPTOMS AND PROBABLE CAUSE PROBABLE REMEDY
SLIPPING
1. Improper adjustment. 1. Adjust slave cylinder travel clearance or if
control is of link type, make adjustment at
release fork or lever adjustment rod.
2. Oil soaked clutch disc. 2. Install new disc.
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3. Worn splines on transmission drive gear. 3. Replace drive gear.
4. Lining loose on clutch disc. 4. Install new disc.
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5. Warped pressure plate or engine flywheel. 5. Replace pressure plate or flywheel.
NOTE: Flywheel can be refinished.
GRABBING
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1. Oil on disc lining. 1. Install new disc.
2. Worn splines on transmission drive gear. 2. Replace drive gear.
3. Loose engine mountings.
4. Warped pressure plate or engine flywheel.
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4. Replace pressure plate or flywheel.
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NOTE: Flywheel can be refinished.
RATTLING *
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1. Weak retracting springs. 1. Replace springs.
2. Check stud and retaining spring and if
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2. Release fork loose on ball pivot stud.

necessary, replace.
NOISY
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1. Worn clutch release bearing. 1. Replace release bearing,
* A slight rattling sound, when clutch is released, is a normal characteristic for some dual disc
clutches.
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HYDRAULIC CONTROLS
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PEDAL SPONGY
1. Air in clutch hydraulic line. 1. Bleed clutch slave cylinder.
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EXCESSIVE PEDAL TRAVEL

1. Leaking slave cylinder line. 1. Tighten or replace line.
2. Fluid low in hydraulic master cylinder. 2. Fill cylinder to 1/2" below top of reservoir.
3. Clutch master cylinder push rod lever loose 3. Adjust length of clutch push rod under dash.
or not properly adjusted.
CLUTCH PEDAL RELEASES CLUTCH BUT

PEDAL GRADUALLY TRAVELS DOWNWARD
1. Clutch master cylinder leaks past primary cup. 1. Overhaul master cylinder.
2. External leaks. 2. Tighten all line fittings and check for leaks
in line.
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FUEL TANK A N D EXHAUST 8A-1
SECTION 8
FUEL TANK AND EXHAUST
Section Page No.
8 A Fuel Tank, Lines, and Gauge S ystem ................. 8A-1
8 B Exhaust S y s te m .................................................. 8B-3
SECTION 8A
FUEL TANK, LINES, AND GAUGE SYSTEM
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FUEL TANK AND LINES 2. Disconnect electrical wire from terminal
on tank unit.
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Standard fuel tank is mounted to right-hand 3. Disconnect fuel line(s) at tank unit.
frame rail or frame rail brackets and is held in 4. Position tool as shown in figure 1 to engage
place by straps. A periodic inspection should be two of the four ring lugs and turn retaining ring
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made of the fuel tank and lines to be sure tank and
lines are securely mounted and that no leaks exist.
Leaking fuel tank should be repaired or replaced.
Crimped, kinked or leaking fuel lines should be
counterclockwise to loosen ring. Lift tank unit out
of tank.
5. Carefully install new tank unit in tank. Use
tool (fig. 1 ) to turn retaining ring (clockwise) and
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replaced. secure tank unit.
6 . Connect fuel line(s). Then connect elec
trical wire to terminal on tank unit. Start engine
FUEL GAUGE SYSTEM
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and check for leaks. Also check operation of tank

unit and gauge.
TROUBLE DIAGNOSIS
Fuel gauge system tank unit is mounted in top
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of fuel tank.
Refer to following page for Trouble Diagnosis
SLO TTED
Chart on fuel gauge system.
DOW EL
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TANK UNIT REPLACEMENT (STD. TANK) SPA N N ER

ARM
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All Models
1. Turn ignition switch or engine control
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switch to "O F F" position. W IR E T E R M IN A L

2. Disconnect electrical wire from terminal
SPA N N ER W RENCH
on tank unit.
3. Disconnect fuel line(s) at tank unit.
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4. Remove screws or bolts attaching tank unit

flange to tank. Then lift tank unit out of tank.
5. Carefully install new gasket and tank unit in R E T A IN IN G
tank and align flange bolt holes. R IN G
6 . Install screws or bolts retaining flange to FUEL TANKj
tank.
7. Connect fuel line(s) at tank unit. Connect FUEL T A N K
electrical wire to terminal on tank unit. STRAP
Replace tank unit as follows:

1. Turn ignition switch or engine control Figure 1— Loosening Retaining Ring on Tank
switch to "O FF” position. Unit of Fuel Gauge System

FUEL TANK A N D EXHAUST 8A-2
FUEL GAUGE SYSTEM TROUBLE DIAGNOSIS CHART
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Fuel G a u g e System W irin g D ia g ra m
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&* y< y
PROBABLE CAUSE SUGGESTED REMEDIES
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1 . Loose connection anywhere in circuit X Inspect and, if necessary, clean and
tighten all connections in circuit
. Poor gauge calibration Install new gauge
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2 X
3. Poor tank unit calibration X Install new tank unit*

4. Circuit grounded in resistor of tank unit
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5. Circuit grounded between resistor X Insulate grounded circuit

and gauge
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6 . Circuit in gauge grounded prematurely X Install new gauge
7. Circuit grounded between battery and X Insulate grounded circuit

gauge
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8 . Open circuit between ignition switch X Clean and tighten appropriate

and sending unit terminal on gauge terminals or repair broken wire
9. Open circuit between ground terminal X Clean and tighten mounting bracket
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on gauge and ground where contact is made between

gauge and ground
1 0 . Open circuit between sending unit X Clean and tighten appropriate

terminals, or repair broken wire
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terminal on gauge and resistor

terminal on tank unit
1 1 . Open circuit in resistor of tank unit at X Install new tank unit*
as
1/4 full position

12. Open circuit between tank unit slider X Install new tank unit *
mechanism and ground
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13. Needle rubbing on face of gauge X X X X X Position needle to prevent contact

with face or install new gauge
14. Fuel tank float hang-up X X X X X X Free binding float or install new
tank unit*
15. Top of fuel tank deformed X Straighten tank top or replace tank
16. Bottom of fuel tank deformed X Straighten bottom of tank or replace

tank
17. Tank unit mounting flange bent X X X Straighten mounting flange or re

place tank unit*
* Ignition switch must be "O F F" before removing tank sending unit, otherwise full battery voltage may des
troy unit or ignite fuel vapors.
FUEL TANK A N D EXHAUST 8B-3
SECTION 8B
EXHAUST SYSTEM
MAINTENANCE to be non-toxic; however, Diesel exhaust will dis
place air and cause various physical discomforts.
EXHAUST LEAKS If it is absolutely necessary to operate vehicle
Exhaust system should be inspected periodic while an exhaust leak exists, use extreme caution
ally for leaks. Exhaust leaks should be repaired and keep cab well ventilated.
without delay.
EXHAUST RESTRICTION
Excessive exhaust back pressure is caused by
CAUTION exhaust restrictions. Such restrictions are usually
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If gasoline engine model is oper the result of a kinked or crimped tailpipe. If there
ated with a faulty exhaust system, is suspicion that an exhaust restriction exists, the
poisonous (carbon monoxide) gas may system should be inspected immediately and re
enter cab and cause serious or fatal paired as soon as possible. The following are
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injury to personnel. Carbon monoxide symptoms that can occur with excessive exhaust
may or may not have a detectable odor back pressure:
and is tasteless and colorless. In the
presence of carbon monoxide, physical 1. Power loss.
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symptoms such as headache, eye smart 2. Encouraged exhaust leaks.
ing and/or drowsiness may or may not 3. Increased fuel consumption.
be experienced. 4. High engine temperature.
Exhaust gas from Diesel engines is considered ar 5. Possible severe damage to engine combus
tion chamber components.
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FUEL TANK A N D EXHAUST 8B-4
When working on fuel system, fire fighting and

appropriate safety equipment should be provided
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in accordance with local fire and safety regulations.
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Before making adjustments on Fuel System Units,
be sure Electrical System is functioning properly.
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WARNING - CARBON MONOXIDE

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Keep cowl vent and heater intakes closed when

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operating in congested traffic to prevent deadly

exhaust gases from entering cab.
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SECTION 9
STEERING SYSTEM
This group is divided into two separate sections as shown in the following index:
Section Subject Page No.
9A Mechanical Steering ...................................................... 9A-1
Steering Linkage ................................................... 9A-6
Steering Wheel and Steering C o lu m n ..................... 9A-10
Mechanical Steering Gear Replacement ............... 9A-15
9B Power S t e e r in g .............................................................. 9B-17
Power Steering Gear and Control Valve ............... 9B-20
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Trouble Shooting the Power Steering Gear . . . . . 9B-22
Power Steering Hydraulic Pump ........................... 9B-23
Trouble Shooting the Hydraulic Pump .................. 9B-27
Power Steering Power C y lin d e r .............................. 9B-28
Trouble Shooting the Power C y lin d e r ..................... 9B-29
Tie Rod Anti-Rotation Bushing .............................. 9B-29
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Oil C o o l e r .............................................................. 9B-31
Quick Reference Trouble Shooting C h a r t ............... 9B-32
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SECTION 9A
MECHANICAL STEERING
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Rotation of the steering wheel is transmitted and retainer is used in gear housing at Pitman
to the front axle right and left steering arms from shaft end. "Stops" are countersunk at each end of
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the steering gear Pitman arm by linkage consist the worm portion of the shaft to prevent worm nut
ing of rods and levers. from bottoming on extreme turns. A back-up ad
A recirculating ball bearing and sector nut juster is used to keep the worm shaft from flexing
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type steering gear, mounted on left frame side up and down.

rail forward of front wheels, is used on all vehicles
covered by this manual. STEERING GEAR MAINTENANCE
Steering gear assemblies, while similar in
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construction, vary in size and mounting, depending The following maintenance operations may be
on truck model application. Refer to "Model Ap accomplished with the steering gear assembly in
plication Chart" at end of this section for proper stalled in the vehicle.
steering gear application on each truck series. 1. At regular intervals, check and if neces
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The major differences in the steering gear sary tighten all steering gear mounting bolts,
assemblies are described in the following text. Pitman arm nut, and gear housing upper cover and
NOTE: Refer to "Steering Gear Adjustments” side cover attaching bolts.
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later in this section for adjustment of Pitman shaft 2. Lubricate the steering gear and related
lash, back-up adjuster, and worm thrust bearings. linkage as described in LUBRICATION (SEC. 0)
The type 553-D and 554-D steering gear as of this manual.
semblies shown in figure 1 have an adjuster as 3. Adjust linkage and steering gear assembly
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sembly at shaft end of gear housing for adjustment whenever looseness in steering gear indicates
of worm thrust bearing; lip type oil seals at steer adjustment is required. Refer to "Steering Gear
ing worm and Pitman shaft; shims for adjustment Adjustments" and "Steering Linkage" later in this
of Pitman shaft lash, and bushings in gear housing section.
and side cover. A back-up adjuster is used on the
553-D-17 and 554-D-2 type steering gear to pre STEERING GEAR ADJUSTMENTS
vent the worm shaft from flexing up and down.
The 568-D type steering gear assemblies shown The steering gear assembly is designed to
in figure 2 have needle bearings in the gear hous provide adjustment to compensate for normal wear
ing and side cover. Shims are provided between at worm bearings, Pitman shaft, and mating parts.
the housing and end cover or housing and top cover Before adjustments are made to the steering
for adjustment of worm thrust bearings. Packing gear in an attempt to correct such conditions as

STEERING SYSTEM 9A-2
shimmy, loose or hard steering and road shocks, NOTE: Before making any adjustments on the
a careful check should be made of front end align steering gear, loosen back-up adjuster lock nut
ment, shock absorbers, wheel balance, and tire (if used); then loosen back-up adjuster.
pressure for possible causes.
NOTE: Before making any steering gear ad CHECKING WORM BEARING ADJUSTMENT
justment, check lubricant in gear housing and fill
1. Disconnect drag link, idler link, or con
to proper level, if necessary, as directed in LU
necting rod from Pitman arm. Note relative posi
BRICATION (SEC. 0) of this manual. Tighten all
tion of linkage and Pitman arm so parts may be
mounting bolts to torque recommended in "Speci
reassembled in same relative position. Refer to
fications" at end of this section.
"Steering Linkage" later in this section for cor
Procedures for checking and adjusting the
rect procedures.
steering gear must be performed in sequence given
in the following paragraphs: 2. Loosen lock nut and turn lash adjuster (fig.
Always check worm bearing adjustment first, 3) a few turns counterclockwise to relieve load
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and adjust if necessary, before making Pitman shaft from worm bearings and to provide clearance be
lash adjustment. tween the sector gear and worm ball nut.
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TYPE 5530 STEERING GEAR

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TYPE 554D STEERING GEAR

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1 Lash Adjuster Lock Nut 12 Housing Bushing 22 Adjuster Lock Nut

2 Side Cover 13 Steering Gear Housing 23 Cup and Adjuster Assembly
3 Side Cover Bolt 14 Pitman Shaft Sector Gear 24 Adjuster Worm Thrust
4 Lock W asher 15 Side Cover Bushing Bearing Oil Seal
5 Clamp Retainer Screw 16 Side Cover Gasket 25 Steering Shalt
6 Back-up Adjuster 17 Lash Adjuster Shim 26 Upper Worm Thrust Bearing
7 Back-up Adjuster Lock Nut 18 Lash Adjuster 27 Filler Plug
8 Pitman A rm Nut 19 Expansion Plug 28 Worm Balls
9 Lock Washer 20 Worm Thrust Bearing 29 Pitman Shaft Sector Gear
10 Pitman Shaft 21 Ball Guide 30 Ball Nut
11 Pitman Shaft Oil Seal 31 Worm Shaft t-2 9 3 6
Figure 1— Type 553-D and SS4-D Steering Gear (Typical)

3. Turn steering wheel GENTLY in one direc probably damaged. Steering gear should then be
tion until stopped by gear "stops" or by reaching removed, disassembled and bearings examined. If
end of travel, then back away one full turn. worm bearings do not require adjustment, adjust
CAUTION: Do not turn steering wheel hard Pitman shaft lash as described later in this section.
against "stops" when linkage is disconnected from Adjust worm bearings as follows:
Pitman arm as damage to ball guides may result.
4. Attach spring scale (J-544-01) at rim of WORM BEARING ADJUSTMENT
wheel as shown in figure 4. Pull on scale in a line
at right angle to wheel spoke and measure the Type 553-D and 554-D Steering Gear
amount of pull required to keep the wheel moving. 1. Loosen adjuster lock nut at shaft end of
If worm bearings are properly adjusted, reading steering gear and turn worm bearing adjuster
on spring scale should be between 1 - 1 / 2 and 2 screw clockwise until there is no perceptible end
pounds. play in the worm.
If pull is not within 1-1/2 to 2 pounds, worm 2. Using spring scale (J-544-01), check steer
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bearings require adjustment. If "rough" or "lumpy" ing wheel rim pull as outlined previously. Turn
action is noted during check, worm bearings are adjuster screw until a pull of 1 - 1 / 2 to 2 pounds is
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14 I S 16
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1 Housing End Cover Bolts 12 Steering Gear Housing

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2 Housing End Cover 13 Steering Shaft

3 Adjustment Shims 14 Pitman Arm Nut
15 Pitman Arm Nut Washer
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16 Pitman Arm
17 Packing and Retainer
18 Housing Bearings
19 Side Cover Bolt
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Lower Worm Bearing 20 Side Cover

Ball Nut Stop 21 Side Cover Bearing
Worm Shaft 22 Lash Adjuster Lock Nut
Ball Guide Clamp 23 Lash Adjuster
Back-up Adjuster 24 Lash Adjuster Retainer
Back-up Adjuster Lock Nut 25 Lash Adjuster Washer
10 Filler Plug 26 Pitman Shaft
11 Worm Upper Bearing 27 Drain Plug T-2953
Figure 2— Type 568-D Steering Gear (Typical)

STEERING SY STEM 9 A -4
Figure 5 — Installing End Cover Shims IS68-DIITypicalI
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in LUBRICATION (SEC. 0); then check wheel pull.
PITMAN SHAFT LASH ADJUSTMENT

1. Center steering gear by turning steering
Figure 3 — Adjusting Sector Gear Lash (Typical) wheel from extreme right to extreme left positions,
counting the exact number of turns. Turn wheel
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obtained on spring scale at steering wheel. back exactly half way, to center position. Mark
3. Tighten adjuster lock nut to torque recom wheel at top or bottom center with a piece of tape.
mended in "Specifications." 2. Loosen lash adjuster lock nut and turn ad
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juster screw (fig. 5 or 6 ) clockwise to remove all
Type 568-D Steering Gear back lash between gear teeth. Tighten lock nut to
Proper adjustment of worm bearings is ob 25-35 foot-pounds torque, then check steering
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tained by adding or removing shims between steer wheel rim pull as outlined previously. Measure
ing gear housing and top cover or end cover (fig. 2 ). greatest pull as wheel is pulled through center
Shims are available in thicknesses of 0.002", position. Rim pull should be 2-3/4 to 3-1/4pounds.
0.005", 0.010", and 0.030". 3. If rim pull is not within specified limits,
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1. Drain lubricant from gear housing, then re loosen lock nut and turn lash adjuster to obtain
move top cover or end cover and shim pack. Dis proper wheel rim pull. Always check wheel rim
card one thin shim and reinstall balance of shims. pull after lock nut has been tightened.
2. Check steering wheel rim pull as previously 4. If steering gear is equipped with a back
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described. Reading on scale should be within 1-1/2 up adjuster, turn adjuster in until it bottoms, then
to 2 pounds. Readjust worm bearing by adding or back off 1/ 8 to 1/4 turn and tighten lock nut.
removing shims until correct adjustment is ob 5. After all adjustments have been completed,
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tained (fig. 5 or 6 ). reconnect linkage to Pitman arm; adjust linkage.

3. Refill gear housing with lubricant specified
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Figure 6— Steering Gear Adjustment Points

Figure 4 — Checking Steering W heel Rim Pull ITypicalI (Type 568-D) (Typical)
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHO P M AN UAL

4 3 2
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TYPE A
5 3 2
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8 5 3 9 16
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TYPE B
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2 3 4 ‘■ 'H
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TYPE C
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16 3
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TYPE D
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1 Drag Link Tube 5 Ball Seats 9 Safety Plug 13 Bolt

2 Housing Plug 6 Ball Stud 10 Stud Nut 14 Clamp
3 Spring 7 Lubrication Fitting 11 Bearing 15 Nut
4 Spring Seat 8 End Plug 12 Dust Cover 16 Safety Plug Seat
T- 1 7 3 0
Figure 7 — Steering D ra g Link Assemblies (Typical)

STEERING SYSTEM 9 A -6
STEERING LINKAGE
Turning motion from the steering wheel is 2. At opposite end of drag link, remove end
transmitted through the steering gear and linkage plug ( 8 ), one ball seat (5), ball stud, second ball
to steering arms at right and left front wheels. seat (5), spring (3) safety plug (9), and safety plug
Steering linkage, although similar, is not the same seat (16).
for all series vehicles covered in this manual.
Refer to applicable text and illustrations for each INSPECTION
series vehicle. 1. Using suitable solvent, clean all drag link
parts thoroughly. Wash or blow parts dry.
Steering linkage between steering gear and
2. Inspect parts for wear or damage. Dis
front wheels affects steering action. If parts are
card all parts that are not in first class condition.
out of adjustment, bent, damaged, or twisted, poor
3. Check springs for free length, compressed
steering will result. Steering linkage should be
length, distortion, and collapsed coils.
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properly adjusted at all times.
NOTE: Whenever any steering linkage com ASSEMBLY
ponents have been repaired or replaced, check Key numbers in text refer to figure 7.
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steering geometry and front end alignment as des
cribed in FRONT SUSPENSION (SEC. 3) of this Type B and D, Figure 7
manual. 1. At socket end of the drag link, if end socket
was removed during overhaul procedures because
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DRAG LINK of damage or wear, a complete new socket end as
sembly must be installed.
There are several type drag link assemblies 2. At opposite end of drag link, install safety
used on vehicles covered in this manual (fig. 7).
NOTE: Series 7500 " T " models use a non-
adjustable connecting rod in place of the drag link.
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plug seat (16), safety plug (9), spring (3), one ball
seat (5), ball stud, second ball seat (5), and end
plug ( 8 ) loosely.
3. If previously removed, install lubrication
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REMOVAL fittings (7).
Type A and C, Figure 7 INSTALLATION

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1. Remove cotter pin at each end of drag link.

Discard cotter pins. Type A and C, Figure 7
2. Tap each ball stud until drag link is loose, 1. Position drag link to Pitman arm or idler
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using a soft hammer. Remove the drag link. lever and linkage. Install ball stud nut at both ends.
Tighten nuts firm ly. NOTE: This initial tightening
Type B and D, Figure 7 will fit tapered studs snugly and prevent movement
1. At one end of drag link, remove cotter pin when nuts are torqued.
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and nut from ball studs. Discard cotter pin. 2. Using a torque wrench, tighten stud nut to
2. Using a rawhide or plastic hammer, tap torque listed in "Specifications," then advance to
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ball stud until drag link is loose. next cotter pin hole and install cotter pinto secure
3. At opposite end of drag link, remove cotter stud nut.
pin and discard.
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4. With a suitable tool, loosen end plug far Type B and D, Figure 7
enough to clear ball stud. Remove drag link from 1. Position drag link over ball stud at Pitman
vehicle. arm or idler lever end. Refer to drag link end
adjustment later for adjustment of end plug.
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DISASSEMBLY 2. With ball stud disconnected from linkage

Key numbers in text refer to figure 7. and socket at Pitman arm properly adjusted, locate
The drag links Type A and C, in figure 7, can center of steering gear movement. Turn steering
not be disassembled. Complete assembly must be wheel GENTLY from extreme right to extreme
replaced if worn or damaged. Overhaul other type left, counting exact number of turns. Turn steer
drag links as follows: ing wheel back exactly half-way.
3. Set front wheels in straight-ahead position.
Type B and D, Figure 7 If drag link is properly adjusted, end stud should
1. The socket end assembly which is clamped fit into linkage without changing position of front
to the drag link cannot be repaired if worn or wheels or steering gear.
damaged. It is recommended that new end assem 4. If it becomes necessary to adjust drag link,
bly be used when overhauling the drag link. loosen clamp bolts and turn socket end to lengthen

or shorten the drag link. When proper length is cation and inspection to see that ball studs are
obtained, install ball stud into linkage and install tight. Socket ends should be replaced when excess
stud nut. ive up and down motion or any lost motion or end
5. With a torque wrench, tighten stud nut to play at ball end of stud exists.
torque listed in "Specifications"; then advance nut On vehicles equipped with F-110, F-120, F-150
to next cotter pin hole and install a new cotter pin. or F-160 front axle, tie rod ends (fig. 8 ) are con
6 . When adjustments have been made, check structed to automatically compensate for wear at
clearance around Pitman arm ball stud neck with bearing surfaces. Tie rod end parts are replace
wheels in the straight-ahead position. Clearance able. Snap ring and plug can be removed from
around ball stud should be uniform. If necessary socket end to permit removal of end stud, bearing,
to obtain uniform clearance, turn steering arm end and seat. Tie rod socket ends are self-adjusting
of link slightly; then tighten clamp bolt to torque and require no attention in service other than per
listed in "Specifications" at end of this section. iodic lubrication and occasional inspection to check
m
Drag link must not bind on ball studs as front end studs in steering arms. If stud is allowed to
wheels are turned to extreme right and left posi work loose, excessive play will enlarge holes in
tions. steering arms.
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DRAG LINK END ADJUSTMENT MAINTENANCE
1. Clamp bolt nuts should be periodically
Type B and D, Figure 7 checked for tightness.
Pitman arm or idler lever end on Type B and 2. Inspect tie rod for bent condition. If tie rod
y.
D can be manually adjusted. Adjustment is requir is bent more than 5 degrees, replace assembly. If
ed whenever drag link has been overhauled, or tie rod is bent less than 5 degrees, tie rod may be
whenever Pitman arm ball or linkage ball is found straightened provided cold straightening method is
to have end play in drag link socket. Adjust drag
link as follows:
1. Remove cotter pin from end of socket;
ar used.
3. Lubricate tie rod ends as directed in LU
BRICATION (SEC. 0) of this manual.
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then using a drag link bit in screw plug slot, tighten
TIE ROD REPLACEMENT
plug snugly to remove all end play of ball.
2. Back off screw plug 1/4 to 1/2 turn and
Removal
insert NEW cotter pin to lock adjustment. Ball
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1. Remove cotter pins and stud nuts attaching

joints must be tight enough to prevent end play,
tie rod to right or left steering arm.
yet loose enough to allow free movement. Thor
2. Remove ball stud from steering arm by
oughly lubricate end sockets as described in LUB
ca
tapping on steering arm with a hammer while using

RICATION (SEC. 0) of this manual.
a heavy hammer as a backing at the steering arm.
Push upward on tie rod to remove from steering
STEERING CONNECTING ROD arm.
ic
NOTE: If tie rod end assemblies are damaged

A non-adjustable connecting rod is used on
in any way, they must be replaced.
Series 7500 steel tilt cab models to connect Pitman
arm to left steering arm. No periodic maintenance
s
Installation
is required other than keeping stud nuts properly
1. If socket end assemblies were removed
as
torqued. If connecting rod becomes worn or dam

from tie-rod, install socket ends on tie rod. Be
aged, replace complete assembly in same manner
sure both ends are threaded an equal distance into
as non-adjustable drag link explained previously.
the tie rod.
2. Make sure threads on stud and in stud nut
TIE ROD
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are clean and not damaged.

3. Place clamps over socket ends, then posi
Vehicles covered in this manual have a three-
tion ball studs on socket ends in holes in steering
piece tie rod connecting left and right steering
arm.
arms. The tie rod consists of atubeand two socket
4. Install stud nuts and tighten to torque speci
end assemblies. Tube is threaded into socket ends
fied in "Specifications" at end of this section. In
and locked with clamp bolts. Right and left threads
stall new cotter pins and lubricate end sockets as
are provided to facilitate toe-in adjustments and
described in LUBRICATION (SEC. 0).
steering gear centering.
5. Adjust toe-in as described in "FRONT
On vehicles equipped with F-070 or F-090 END ALIGNMENT” (SEC. 3A).
front axles, tie rods are self-adjusting and require 6 . Before tightening tie rod clamp bolts, make
no attention in service other than periodic lubri sure tie rod ends are in alignment with ball studs.

Pitman Arm
1 L u b e F it t in g 10 C la m p Bolt
om
2 D ust C o rk W a sh e r 11 T ie R od
3 D u s t S e a l S p rin g 12 Bolt Nut
4 S t e e r in g A r m 13 T ie R o d End
5 Stud Nut 14 G r e a s e S ea l
6 Stud 15 L o c k R in g
7 D ust C o rk 16 T i e R o d E nd P lu g
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8 D u s t C o r k S h ield 17 Seat S p rin g
9 Stud B e a r in g 18 S p rin g Seat r.n«
ry
Figure 8— Tie Rod Construction (FI 10, F I20, F I 50,
and F I 60 Front Axle) (Typical)
If tie rod is not in alignment with the stud, binding

will result.
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TOE-IN ADJUSTMENT
b
1. Loosen clamp bolts at each tie rod end.
2. Using a pipe wrench, turn tie rod center
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tube as required to set toe-in to dimension given

in "FRONT END ALIGNMENT" (SEC. 3A).
a
TIE ROD REMOVAL AND DISASSEMBLY

NOTE: Key numbers in text refer to figure 8 . Steering Arm
cc
1. Remove cotter pins and nuts (5) from tie

rod end studs, support steering arm to prevent
bending; then drive tie rod end tapered stud ( 6 ) out
of steering arms. Remove dust cork spring (3)
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dust cork shield ( 8 ), dust cork (7), and dust cork

washer ( 2 ).
2. Loosen clamp bolts; then remove each tie
as
rod socket end assembly from tie rod tube ( 1 1 ). Figure 9— Steering Linkage (TM/W M80) (Typical)
3. Pry out retaining lock ring (15); then re
move retaining washer (16), seat spring (17), spring 3. Install stud ( 6 ), place grease seal (14) on
seat (18), grease seal (14), stud ( 6 ), and stud bear spring seat (18), then install spring seat.
cl
ing (9). 4. Position seat spring (17) and retaining

washer (16), then install lock ring (15).
INSPECTION 5. Install tie rod socket ends on tube, thread
Clean all tie rod parts; then inspect for wear ing each end the same number of turns on tube,
and other damage. Discard worn parts and replace then install clamp bolts but do not tighten clamp
springs if found to be weak. bolt nuts at this time.
6 . Install dust cork washer (2), dust cork (7),
ASSEMBLY AND INSTALLATION (Fig. 8 ) dust cork shield ( 8 ), and dust cork spring (3) on
1. Lubricate tie rod end parts with lubricant tapered stud in order listed.
specified in LUBRICATION (SEC. 0) before as 7. Make certain the stud holes in steering
sembling. arms, and stud nuts are clean and dry; then posi
2. Position stud bearing (9) in end socket. tion tie rod assembly on steering arms. Install tie

rod stud nuts (5). Tighten stud nuts to torque given 6 . Clean idler lever and check for wear or
in "Specifications" at end of this section; then in damage. If worn, or damaged, discard lever and
stall cotter pin. use new part at assembly.
8 . Adjust toe-in as described in "FRONT
END ALIGNMENT" (SEC. 3A). ASSEMBLY AND INSTALLATION (Fig. 10)
1. Using a press and suitable sleeve, press
IDLER LINK new inner and outer bushings into bore of idler
(SERIES TM /W M 80) lever. Press bushings in to dimensions shown in
figure 1 0 .
On Series TM/WM-80 an idler link is used 2. Position idler lever and inner and outer
to connect Pitman arm to idler lever. dust seals on support bracket shaft; then attach
with nut and washer. Tighten nut securely and in
REMOVAL (Fig. 9) stall new cotter pin.
om
1. Remove cotter pin and nut attaching the 3. Position drag link on idler lever ball stud;
idler link to Pitman arm. then using a suitable tool, tighten end plug firmly
2. Remove cotter pin and nut attaching idler to remove all end play.
link to idler lever.
3. Using a hammer, tap idler link loose from 4. Back off end plug 1/4 to 1/2 turn and install
Pitman arm and idler lever. new cotter pin to lock the adjustment. Ball joint
.c
NOTE: The idler link, if worn or damaged, must be tight enough to prevent end play, yet loose
must be replaced as a complete assembly. Parts enough to allow free movement.
are not furnished separately. 5. Install idler link on idler lever, attaching
ry
with stud nut and new cotter pin.
1. Position idler link studs in holes in Pitman
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arm and idler lever.
2. Install stud nuts and tighten to torque listed
in "Specifications" at end of this section, then ad
vance to next hole and install new cotter pins.
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IDLER LEVER BUSHING
REPLACEMENT
ar
(SERIES TM /W M 80)
REMOVAL AND DISASSEMBLY (Fig. 10)
1. Remove idler link from idler lever as pre
c
viously described.
2. Remove cotter pin and turn end plug of
ic
drag link enough that drag link can be removed

from idler lever ball stud.
3. Remove cotter pin, nut, and washer attach
ss
ing idler lever to support bracket.

4. Remove idler lever and inner and outer
dust seals from support bracket.
5. Using a press and suitable sleeve, press
a
Figure 10— Idler Lever Bushing Replacement

inner and outer bushings from idler lever. (TM/W M80)
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STEERING WHEEL AND STEERING COLUMN
STEERING WHEEL REPLACEMENT 3. Remove steering wheel locking nut and

(ALL SERIES) washer.
4. Using puller (J-2927-01), remove steering
REMOVAL wheel (fig. 11). It may be necessary to tap on bolt
1. Disconnect directional signal switch har head of tool with a hammer as it is turned down to
ness from chassis wiring harness connector. loosen a tight steering wheel.
2. Set front wheels in straight-ahead position;
then pry horn button cap and retainer from steer INSTALLATION
ing wheel. NOTE: Front wheels must be in straightahead

STEERING SYSTEM 9 A -1 0
turn the quick release knob counterclockwise and

move wheel to desired position, then turn knob
clockwise until steering column is secure.
The quick release mechanism may be replaced

as follows: (Refer to fig. 12.)
1. Depress lock plate and remove nut from
locking rod.
2. Pull quick release knob and locking rod
from housing. NOTE: Two detent sleeves and a
spring will remain in housing.
3. Position quick release knob and locking
om
rod through housing, making sure rod passes
through detent sleeves and spring.
4. Depress lock plate and install nut on lock
ing rod. Nut should be loose enough to allow column
to tilt, but tight enough to hold column secure after
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turning release knob approximately 90°.
NOTE: To adjust nut, depress locking plate
ry
allowing nut to turn. After adjusting nut, allow plate
Figure 11 — Steering Wheel Removal ITypicalI
to return to its normal position.
position and directional signal control assembly

must be in neutral position when installing steering
ra CAUTION: DO NOT ATTEMPT TO
REPOSITION THE STEERING WHEEL
wheel. WHILE VEHICLE IS MOVING.
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1. On vehicles equipped w ith 'a two-spoke
steering wheel, position wheel on steering shaft STEERING COLUMN AND SHAFT
with spokes of wheel in a horizontal position. On (CONVENTIONAL CAB MODELS)
vehicles equipped with a three-spoke wheel, posi
ar
tion wheel on shaft with lower spoke of steering REMOVAL (Fig. 13)
wheel in vertical position. 1. Remove steering wheel as described under
"Steering Wheel Replacement" previously.
2. Tap steering wheel gently into place. 2. Mark clamp yoke or coupling and steering
cc
3. Install washer and steering wheel locking gear worm shaft to insure installation in same
nut on steering shaft. Tighten nut to torque listed relative position (fig. 14).
in "Specifications" at end of this section. 3. Remove bolt attaching clamp yoke or coup
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ling on lower shaft to steering gear worm shaft.

4. Install retainer and horn button cap and
connect directional signal wiring harness to chassis
wiring harness connector.
as
FOUR-POSITION STEERING COLUMN

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The steering wheel used on conventional cab

models may be adjusted to any one of four posi
tions. To reposition the wheel, stop the vehicle,
remove thru-bolt and nut from adjustment slot on
steering column, and move steering wheel to de
sired position. Install thru-bolt through adjustment
slot and tighten securely.
T IL T COLUMN QUICK RELEASE

Some vehicles are equipped with a quick re
lease mechanism to facilitate repositioning the
steering column. To reposition the steering wheel, Figure 12— Tilt Column Quick Release Mechanism
CHEVROLET SERIES 7C-80 HEAVY DUTY TRUCK SHOP M ANUAL

STEERING SY STEM 9 A - 1 1
control lever to control assembly and remove

STEERING WHEEL lever.
'IRECTIONAL SIGNAL
CONTROL LEVER 2. Remove three screws which attach direc
tional signal control assembly to mast jacket (fig.
17).
3. Remove steering column from upper shaft
assembly. If worn or damaged, pry bearing as
sembly from steering column (fig. 16).
4. Remove spring seat and spring from lower
PIVOT BOLT end of upper shaft; then remove stop bolt, nut,
lock washer, and "Stop" clamp.
TRAILER BRAKE
5. Remove two snap rings, two tube yoke
MOUNTING BRACKET
bushings, and two cork washers which attach steer
om
STEERING COLUMN ing column upper shaft yoke to lower shaft yoke.
A N D HOUSING Discard cork washers.
STEERING COLUMN 6 . Scribe a mark on steering column lower
ADJUSTING BOLT shaft and coupling and on coupling and steering
SEAL AND STEERING COLUMN gear worm shaft to maintain steering wheel cen
RETAINER SUPPORT BRACKET tering with steering 'gear high point when coupling
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LOWER STEERING is reinstalled.
SHAFT 7. Remove retaining bolts and reinforcements.
Separate upper and lower clamp and remove wafer
ry
Figure 13— Steering Column and Shaft
type coupling.
(Conv. Cab Model) (Typical)
4. If used, remove screws and lock washers

which attach trailer brake hand control valve to
ra INSPECTION
steering column. Remove attaching clamp.
5. Remove screws which attach steering col 1. Inspect upper bearing for damage. The
lib
umn seal retainer and seal to cab floor. bearing may be replaced if damaged by prying out
6 . Remove bolts which attach steering column
of housing. Press new bearing into housing.
to supports and braces, then pull housing off upper 2. Inspect directional signal and horn wiring,
shaft assembly and remove from vehicle. connections, and control assembly. Replace if
ar
7. Lift clamp yoke or coupling off steering damaged.

gear stub shaft, then twist and turn upper and lower 3. Check directional signal lever for smooth
shaft as required to remove from vehicle. ness of operation and freedom from bind. Replace
defective parts.
cc
DISASSEMBLY (Fig. 14) 4. Check all parts for damage or wear and
1. Remove screw attaching directional signal replace parts which are not in good condition.
si
1 C la m p Y o ke o r Coupling
as
2 S lip Y o ke
3 Lu be Fitting
4 C lam p
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12 U p p e r Shaft L o w e r Bearing
13 Pivot Bolt
Dust Cap 14 S teerin g Colum n Housing
Boot 15 H orn Contact & Bearing A s s y .
L o w e r Shaft 16 S c re w
Y o ke A s s e m b ly 17 D ire c tio n a l Signal C ontrol
Stop C lam p Switch A ss e m b ly
S pring 18 Steerin g W h eel Nut
11 U p p e r Shaft A s s e m b ly 19 W ir in g H a rn e ss A s s e m b ly t-2956
Figure 14— Steering Column and Shaft Removed (Conv. Cab Model) (Typical)

STEERING SYSTEM 9 A -1 2
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Figure 15— Directional Signal Control Assembly ITypical)
y.
ASSEMBLY Figure J6 — Steering Column Upper Shaft Lower Bearing
1. Position flexible coupling on lower end of IConv. Cab ModelI ITypicalI
shaft, then align scribe marks. Align upper coup
ling section with holes in lower section and install
reinforcements and bolts. Tighten bolt nuts to 15-
2 0 foot-pounds torque.
ar 3. Position steering column over upper shaft
assembly; raise steering column into position and
install bolts to attach column to supports and braces.
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2. Align scribe marks on upper and lower 4. Install screws which attach steering col
coupling sections and install bolts. Tighten bolt umn seal and retainer to cab floor.
nuts to 15-20 foot-pounds torque.
NOTE: Check to make sure shoulder of bolt
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is bottomed against coupling flange.
3. If previously removed, press lower bearing
ar
into mast jacket.

4. Position directional signal control assem
bly in housing and attachwith three screws. Tighten
cc
screws to 30-40 inch-pounds torque. Install direc

tional signal control lever.
5. Place "Stop" clamp on lower end of upper
shaft and install bolt, nut, and lock washer loosely.
si
Install spring and spring seat on lower end of

upper shaft.
6 . Position center cross on column upper shaft
as
yoke in lower shaft yoke. Install two new cork

washers, two yoke bushings, and two snap rings.
7. Move seal, seat, spring, washer, and "Stop”
clamp into position. Tighten clamp bolt to torque
cl
recommended in "Specifications" at end of this

section.
NOTE: Adjust "Stop" to allow 0.005" (min.) to
0.030" (max.) axial movement of shaft assembly.
INSTALLATION
1. Position steering column, upper and lower
steering shaft, steering column seal, and seal
plate in vehicle.
2. Position clamp yoke or coupling on lower
shaft on steering gear worm shaft with match
marks aligned. Figure 17— Steering Column and Shaft ITilt Cab ModelI (Typical)

5. If used, position trailer brake hand control control assembly to mast jacket (fig. 15).
valve on steering column and attach with clamp. 2. Remove mast jacket from steering upper
6 . Check alignment mark on lower shaft coup shaft assembly. Pry lower bearing assembly from
ling or clamp yoke and steering gear stub shaft mast jacket if worn or damaged.
for proper alignment. Tighten clamp bolt to torque 3. Remove washer, spring, spring seat, and
recommended in "Specifications" at end of this seal from lower end of upper shaft.
section. 4. Remove "Stop" clamp from lower end of
7. Install steering wheel as described under upper shaft.
"Steering Wheel Replacement" previously. 5. Remove two snap rings, two tube yoke bush
NOTE: If steering wheel "clunking" is audible, ings and two cork washers which attach steering
refer to "Steering Wheel Clunking Noise" later in column upper shaft yoke to intermediate shaft tube
this section for procedure to remedy this condition. yoke. Discard cork washers.
m
STEERING COLUMN AND SHAFT INTERMEDIATE SHAFT DISASSEMBLY
ASSEMBLY (TILT CAB MODELS) figure 18.
1. Straighten tangs on yoke dust cap ( 8 ); then
co
R E M O V A L ( F i g . 17) slide clamp yoke (15) and yoke shaft (9) out of
1. Remove steering wheel as described earl yoke tube and sleeve assembly ( 6 ).
ier in this section. 2. Remove felt washer (7), dust cap ( 8 ), and
2. Disconnect all wiring from steering column. metal washer. Discard felt washer.
y.
3. Mark clamp yoke and steering gear worm 3. Remove two clamp yoke to yoke shaft snap
shaft so they can be installed in same position; rings (12); then tap yoke shaft (9) with a plastic
then remove bolt and nut attaching clamp yoke on hammer until two bushings ( 1 1 ) and two cork
intermediate shaft to steering gear worm shaft.
4. If used, remove trailer brake hand control
valve from steering column.
ar
washers (10) fall off the center cross (14). Discard
cork washers.
4. Remove two more clamp yoke to yoke shaft
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5. Remove steering column retainer and seal snap rings ( 1 2 ); then using aplastic hammer, tap
from cab floor. yoke shaft until two bushings ( 1 1 ) and two cork
6 . Remove all bolts attaching steering column washers (10) fall off the center cross (14). Discard
to supports and braces. Remove steering column cork washers.
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and shaft assembly. 5. Remove lubrication fitting (13) from center
cross (14).
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STEERING COLUMN AND UPPER 6 . Remove two tube yoke snap rings (2); then
SHAFT DISASSEMBLY tap yoke tube ( 6 ) with a plastic hammer until two
1. Remove directional signal control lever; bushings (1) and two cork washers (3) fall off the
cc
then remove screws which attach directional signal center cross (4).
si
1 Tube Yoke Bushings

2 Snap Rings
3 Cork W ashers
4 Tube Yoke Center C ross
as
5 W asher
6 Yoke, Tube, & Sleeve Assy
7 Felt W asher
8 Dust Cap
9 Yoke Shaft
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10 Cork W ashers
11 Yoke Shaft Bushings
12 Snap Rings
13 Lube Fitting
14 Yoke Shaft Center C ross
15 Clamp Yoke
TPM-6214 -1
Figure 18— Intermediate Shaft Components (Typical)

NOTE: Two additional snap rings (2), bush STEERING COLUMN AND
ings (1), and cork washers (3) were removed from UPPER SHAFT ASSEMBLY
center cross (4) when the intermediate shaft was 1. If previously removed, press lower bearing
removed from the vehicle. into mast jacket.
2. Position directional signal control assembly
7. Remove center cross (4) from yoke tube
in housing and attach with screws. Tighten screws
( 6 ). Remove lubrication fitting (13) from center
to 30-40 inch-pounds torque. Install directional
cross (4).
signal control lever.
3. Place "Stop" clamp on lower end of upper
INSPECTION
shaft and install bolt, nut, and lock washer loosely.
1. Inspect upper bearing for damage.
4. Install washer, spring, spring seat, and
2. Inspect directional signal and horn wiring,
seal on lower end of upper shaft.
connections, and control assembly. Replace if
5. Position center cross on upper shaft yoke
damaged.
m
in intermediate shaft tube yoke. Install two new
3. Check operation of directional signal lever.
cork washers, two tube yoke bushings, and two
4. Clean all intermediate shaft parts thor
snap rings.
oughly in cleaning solvent. Wipe or blow parts dry.
6 . Install bearing sleeve in column upper
co
5. Check splines of yoke shaft and tube for
bearing.
nicks, scores, cracks, or other damage. Inspect
tube and shaft for distortion.
6 . Inspect tube yoke center cross and clamp
1. Position steering column, upper and inter
y.
yoke to yoke shaft center cross for nicks, scores,
mediate steering shaft, steering column seal, and
burrs, or other damage. Check for crossed or
seal plate in vehicle.
stripped threads.
2. Position intermediate shaft clamp yoke on
7. Examine tube yoke bushings and clamp
yoke to yoke shaft bushings for nicks, scores,
wear or any other damage.
8 . Inspect lubrication fittings for crossed or
ar
steering gear worm shaft with match marks align
ed.
3. Raise mast jacket into position and install
bolts attaching steering column to support and
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stripped threads. Check for plugged tube passage.
braces. Install steering column to floor seal and
retainer.
INTERMEDIATE SHAFT ASSEMBLY
4. If used, install trailer brake hand control
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valve.
1. Install lubrication fitting (13) in center cross 5. Install steering wheel as described under
ar
(4); then position center cross in yoke tube ( 6 ). "Steering Wheel Replacement" earlier.
2. Position bushing (1) and new cork washer 6 . Adjust "Stop" on lower end of upper shaft
(3) on center cross (4). Install snap ring (2). to allow 0.005" (min.) to 0.030" (max.) axial move
cc
3. Place a second bushing (1) and new cork ment of shaft assembly and tighten stop bolt nut to
washer on center cross (4) and retain with snap 5-6 foot-pounds torque.
ring ( 2 ).
NOTE: Two more bushings (1), newcork wash CAUTION: This clearance must be maintained
si
ers (3), and snap rings (2) will be installed on to prevent excessive axial chucking of upper steer
center cross (4) when the intermediate shaft is ing shaft or binding of upper steering shaft bearings.
as
installed in the vehicle.

NOTE: If steering wheel "clunking" noise is
4. Install lubrication fitting (13) in center audible, refer to "Steering Wheel Clunking Noise”
cross (14) and position center cross in yoke shaft immediately following for procedure to remedy
0 ). this condition.
cl
5. Position clamp yoke (15) on center cross

(14).
6 . Place two bushings (11) and two new cork
STEERING WHEEL “CLUNKING
washers (10) on center cross (14); then secure NOISE”
with two snap rings ( 1 2 ).
7. Repeat step 6 and install two more bush When steering wheel "clunking” noise is ex
ings (11) and two new cork washers (10). Secure perienced and is accompanied by up and down
parts with two snap rings ( 1 2 ). movement of the steering wheel, it is possible that
8 . Position dust cap ( 8 ), metal washer (5), and the mast jacket clamps and lower steering shaft
new felt washer (7) on yoke shaft (9); then insert clamp need adjusting. The "clunking” is caused by
yoke shaft in yoke tube and sleeve assembly ( 6 ). up and down movement of upper and lower shaft
Bend tangs of dust cap ( 8 ) down against yoke tube. joints and can be eliminated as follows:

1. Loosen mast jacket clamps at dash and shaft to allow 0.005" to 0.030" up and down move
firewall. ment of the upper shaft assembly (fig. 17).
2. Push steering wheel down until all up and NOTE: If "clunking" still exists, the yoke and
down movement has been removed. sleeve assemblies should be disassembled, in
3. Tighten clamp at dash; then tighten clamp spected for wear, and replaced if necessary. This
at firewall (if used). is an important safety procedure which will pre
4. Adjust "stop" clamp at bottom of steering vent internal steering shaft joint interference.
MECHANICAL STEERING GEAR REPLACEMENT

If the steering gear cannot be properly adjust ing gear lower or intermediate shaft.
ed, or if during adjustment procedures "lumpy" or 3. Remove bolt attaching lower or intermed
"rough" action is noticed, the steering gear must iate shaft clamp yoke or coupling to steering gear
m
be removed from the vehicle and overhauled. The worm shaft.
steering gear must be removed from the vehicle 4. On conventional cab models which have Pit
for all overhaul or repair procedures. man arm retained with a clamp bolt, nut, and
special hardened washer, scribe an alignment
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STEERING GEAR REMOVAL mark across Pitman arm and shaft (fig. 21). Re
move Pitman arm.
1. Disconnect steering linkage from Pitman On all other vehicles, remove Pitman arm nut
arm. and lock washer; then using puller (J-3186), re
y.
2. Scribe an alignment mark on steering gear move Pitman arm.
worm shaft and clamp yoke or coupling on steer- 5. Remove bolts, nuts, and lock washers which
attach steering gear to frame and remove steering
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gear.
STEERING GEAR INSTALLATION

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1. Position steering wheel in straight-ahead
position and steering gear in center position. Mark
on worm shaft should be in 6 o'clock position.
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2. Position steering gear on frame side mem

ber, and at the same time slide the worm shaft
into the clamp yoke or coupling on steering lower
a
or intermediate shaft.
IMPORTANT: Check to make sure match marks
cc
on lower or intermediate shaft clamp yoke or coup

ling and steering gear worm shaft are aligned.
3. Install bolts, nuts, and washers which at
si
tach steering gear to frame. Tighten bolts to torque

4. Attach lower or intermediate shaft clamp
as
yoke or coupling to steering gear worm shaft with

bolt; or bolt, nut, and washer. Tighten bolt or nut
to torque listed in "Specifications" at end of this
section.
cl
5. On conventional cab models which have

Pitman arm retained with a clamp bolt, nut, and
washer, install Pitman arm on shaft with match
marks aligned. Install bolt, nut, and washer and
tighten to torque specified in "Specifications" at
On all other vehicles Pitman arm and Pitman
shaft have matching blank serrations which must
be aligned. With Pitman arm and shaft aligned,
press Pitman arm onto shaft and install washer
and Pitman shaft nut. Tighten nut to torque speci
Figure 19— Pitman Arm Installed IConv. Cab M odel) fied in "Specifications" at end of this section.

SPECIFICATIONS
M O D E L APPLICATIO N
TRUCK S E R IE S GEAR M O D E L RATIO
S e r i e s H / J - 7 0 - 8 0 ................................................................................................................................................................................................... 553-D-66 2 8 .1 4 to 1
S e r i e s T - 7 0 ........................................................................................................................................................................................................................... 5 5 3 -D -17 2 8 .1 4 to 1
S e r i e s T / W - 8 0 ................................................................................................................................................................................................................ 56 8-D -46 30.51 to 1
OPTIONAL
S e r i e s H / J - 7 0 - 8 0 ................................................................................................................................................................................................ 554-D -2 2 8 .1 4 to 1
Series T M TG T J - 7 0 .................................................................. 568-D-45 30 .51 to 1
STEERIN G GEAR SPEC IFIC ATIO N S

M a k e ................................................................................................................................................................................................................................................................................................................................................................ S a g in a w S te e rin g G e a r D ivision
T y p e .................................................................................................................................................................................................................................................................................................................................................................. R e c i r c u l a t i n g B a l l a n d S e c t o r N u t
m
M o d e l .........................................................................................................................................................................................................................................................................................................................................................................................................................S e e c h a r t a b o v e
Ste e rin g Gear A d ju s tm e n ts :

W o r m Bearings
Pu ll to keep w h e el m o v in g ................................................................................................................................................................................................................................................................................................................................. IV? t o 2 L b s .
o
E n d C o v e r S h i m T h i c k n e s s ( 5 6 8 - D — G e a r o n l y ) .............................. 0 .0 0 2 ", 0 .005", 0 .0 1 0 " , 0.03 0"
Sector G ear Lash
Pull o v e r c e n te r ................................................................................................................................................................................................................................................................................................................................................................... 2 % t o 3 lA lb s.
.c
Lash A d ju s te r S h im T hic kn ess .................................................................................................................................................................... 0 . 0 6 3 " , 0 . 0 6 5 " , 0 . 0 6 7 " , 0 . 0 6 9 "
W idth I.D . O .D .
Idl e r L e v e r B u s h i n g T i l t C a b M o d e l s ...................................................................................................................................................................................................... 0 7 4 0 " 1 .1 2 5 " 1 .3 12 "
.0 76 0 " 1 .1 2 6 " 1 .3 13 "
ry
LOCATION
L a s h A d j u s t e r S c r e w .................................................................................................................
TORQUE SPEC IFIC ATIO N S
ra TYPE PART TORQUE (FT. LBS.)
Lock N ut 25-35
E n d C o v e r t o H o u s i n g ............................................................................. Bolt 35-45
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S i d e C o v e r t o H o u s i n g ...................................... Bolt 25-35
W o rm Bearing A d ju s te r S c re w . Lock N u t 70-10 0
B a c k -U p A d ju s te r Screw Lock N u t 30-50
S te e rin g W hee l N u t ................................................... Lock N u t 45-50
S te erin g C o lu m n Pivo t B olt Con vention al Cab M o d e ls. Bolt 8 -10
ar
S te e rin g C o lu m n Release B o lt C o n ve n tio n a l C a b M o d e ls . Nut 8 -10

S t e e r i n g U p p e r S h a f t L o w e r B e a r i n g S t o p B o l t N u t ............... Nut 5-6
S te e rin g S h a ft C o u p lin g to W o r m S h a f t C la m p B olt Bolt 35-40
S te e rin g S h a ft S lip Y o k e to W o r m S h a f t C la m p Bolt Nut 40-50
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I n t e r m e d i a t e S h a f t t o W o r m S h a f t C l a m p B o l t ............................... Nut 40-50

D r a g L i n k t o P i t m a n A r m S t u d ....................................................... Nut 125-150
Id le r L i n k to P itm a n A r m S tu d Nut 125-150
D r a g L i n k t o S t e e r i n g A r m S t u d ............................................................................. Nut 125-150
I d l e r L e v e r B r a c k e t t o F r a m e B o l t ........................................................... Nut 70-80
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S te e rin g G e a r to F r a m e B o lt
S e r i e s H / J - 7 0 a n d 8 0 ............................. Nut 45-55
S e r i e s T J / T G / T M - 7 0 .................................. Nut 120-150
as
S e r i e s T V - 7 0 .............................................................................................................................. Nut 160-220

S e r i e s T M / W M - 8 0 ......................................................................... Nut 9 0-110
P i t m a n A r m to S h a f t
5 5 3 - D - 1 7 — C l a m p B o l t .................................................................................................. Nut 80-90
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5 5 3 - D - 6 6 — C l a m p B o l t .................................................................................................. Nut 80-90

5 5 4 - D - 2 — C l a m p B o l t ..................................................................................................... Nut 80-90
5 6 8 - D - 4 5 ............................................................................................................................................. Nut 250-300
5 6 8 - D - 4 6 ............................................................................................................................................. Nut 250-300
CHEVROLET SERIES ;'0-80 HEAVY DUTY TRUCK SHOP M ANUAL

STEERING SYSTEM 9B-17
SECTION 9B
POWER STEERING
GENERAL The power steering system is a complete in
line unit. The steering shaft, hydraulic valve,
The power steering system provides automatic worm, and ball nut are in a line, making a com
hydraulic assistance to the turning effort applied pact, space-saving steering gear. The recirculat
to the mechanical steering system. ing ball type mechanical steering gear is used in
On all models, except those equipped with the conjunction with the control valve.
F-160 front axle, the power steering system con The power steering will not operate without
sists of a control valve, power cylinder and a hy driver guidance; therefore when turning effort is
draulic pump used in conjunction with the steering
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relieved, the front wheels return to neutral or
gear. straight ahead position.
A typical power steering system used on con On all models except those equipped with the
ventional cab models is shown in figure 1 and a F-160 front axle, the power cylinder is actuated
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power steering system used on Series 80 tilt cab by operation of the control valve which supplies
models is shown in figure 2 . hydraulic fluid to either side of the power cylinder
NOTE: On Series 70 tilt cab models, a con piston as required, depending on the position of the
necting rod is used between the Pitman arm and valve. The pressure used to operate this system
y.
left steering arm and an axle mounted power cyl is supplied by either a vane-type or slipper-type
inder is used. oil pump.
On all models equipped with the F-160 front On vehicles equipped with the F-160 front
axle, the power steering system consists of a con
trol valve, hydraulic pump, and two side mounted
power cylinders. The left-hand cylinder socket is
ar axle, the power cylinder is actuated by operation
of the control valve which supplies hydraulic pres
sure to a junction block which in turn supplies
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attached to the Pitman arm and the right-hand cyl hydraulic fluid to the right and left power cylinders
inder socket is attached to an idler arm. as required, depending on the position of the valve.
The pressure used to supply this system is sup
plied by a vane-type oil pump which is belt driven
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from the engine crankshaft pulley in conjunction

with other accessories.
If for any reason the power steering system
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should fail, the control valve "locks up" and the

steering gear operates manually, giving the driver
full control of the vehicle. Response of the steer
ing gear in effort applied to the steering wheel has
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been greatly increased. This fast response gives

the driver greater control of the vehicle.
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as
MAINTENANCE
The power steering system requires little
maintenance. However, the hydraulic system should
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be kept clean to insure maximum operating per

formance and trouble-free service. Periodic in
spection to check for leaks should also be made.
At regular intervals the pump hydraulic fluid
level in the reservoir should be checked and fluid
added when required. Refer to LUBRICATION (SEC.
0 ) for type of fluid to be used, method, and inter
vals for filling.

On all hydraulic pump models, the fluid reser
voir either encases the pump or is mounted on top
of the pump. An additional reservoir is mounted on
figure 1— Power Steering System (Conv. Cab M o dell ITypicalI a bracket attached to the radiator support on con

ventional cab models or to the transmission con

trol island panel front support on tilt cab models.
When the slightest evidence of dirt, sludge,
or water is discovered in the system, drain and
re fill with clean hydraulic fluid recommended in
LUBRICATION (SEC. 0). To drain system, discon
nect fluid lines at power cylinder. Air in the fluid
system will cause spongy action and noisy oper
ation. When any hose has been disconnected or
when fluid has been lost for any reason, the sys
tem must be bled after adding fluid. Bleed system
as directed later in this section under "Bleeding
Hydraulic System."
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Should the power steering system become in
operative due to loss of hydraulic fluid, pump pres
sure line should be re-routed from pump outlet
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directly back to pump reservoir.
IMPORTANT: Do not operate pump without
fluid in pump reservoir.
The hydraulic pump, control valve, and power Figure 2— Power Steering System (Series TM/W M80) (Typical)
y.
cylinder do not require adjustment on the vehicle.
The only adjustments are on the steering linkage.
Adjustment of these parts are normally required 200 mesh wire screen. Use only the hydraulic fluid
only when the units have been removed or dis
connected.
NOTE: These adjustments, with the exception
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recommended in LUBRICATION (SEC. 0).
1. Fill pump fluid reservoir to proper level
and let fluid remain undisturbed for about two
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of the power cylinder piston rod end, are the same minutes.
as previously described in "MECHANICAL STEER 2. Raise front end of the vehicle so that front
ING" of this group. wheels are off the ground..
3. Turn wheels to right and left to wheel
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Wheel alignment must be maintained to proper
specifications. Refer to "FRONT END ALIGN- "stops" to eliminate air pockets in the power cyl
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MENT"(SEC. 3A) of this manual for proper pro inder. Continue this operation until fluid in reser
cedures for checking front end alignment. Im voir stops bubbling. Maintain fluid level during
proper tire inflation will also affect operation of this operation.
the power steering. The tires, therefore, should 4. Start the engine and run at idle for two
cc
be checked at regular intervals.

Because of the power assist from the power
steering system it is more difficult to detect de
fects in the steering system. Therefore, periodic
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maintenance is very important on a vehicle having

power steering.
as
BLEEDING HYDRAULIC SYSTEM

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When a power steering pump or power cylin

der has been installed or a disconnected oil line
has been reconnected, the air that has entered the
system must be bled out before the vehicle is again
operated. If air is allowed to remain in the hy
draulic fluid system, noisy and unsatisfactory
operation of the steering system will result. Bleed
air from the hydraulic system as follows:
NOTE: When hydraulic fluid is added to power Figure 3— Checking Pump Hydraulic Pressure
steering system, fluid should be poured through a (Vane Type Pump) (Typical)

minutes, turn wheels to right and left as before. be within 900-1000 psi on all pumps except model
DO NOT HIT THE WHEEL STOPS. Recheck fluid 235-P-47. On pump model 235-P-47, pressure
level. Recheck hoses and connections for leaks. reading should be within 1 1 0 0 - 1 2 0 0 psi.
Continue this operation until fluid in reservoir is 4. Open valve in pressure gauge line. Turn
clear. wheels to extreme right and left against "stops"
5. Increase engine speed to approximately (with wheels on ground). At extreme right or left
1500 rpm and continue running at this speed until position the maximum pressure reading should be
all signs of air bubbles cease to appear in reser within the amount specified in procedure 3 above.
voir. Turn wheels (off the ground) to right and left.
DO NOT HIT THE WHEEL STOPS. SLIPPER TYPE HYDRAULIC PUMP
6 . Lower the vehicle and turn wheels on the 1. Disconnect hydraulic pump to steering gear
ground. Recheck for leaks. pressure line at pump. Connect a 0 to 2000 psi
7. Check fluid level in reservoir and refill. pressure gauge (J-22181) to the pump outlet; then
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connect a shut-off valve between the pressure
HYDRAULIC PRESSURE TEST gauge and pressure line (fig. 4). Make sure all
connections are tight and that shut-off valve is
VANE-TYPE HYDRAULIC PUMPS fully open.
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1. Disconnect pressure hose from fitting at NOTE: The pressure gauge must be installed
the hydraulic pump. Connect a 0 to 2000 psi pres between the pump and the shut-off valve.
sure gauge (J-22181) between the pressure hose 2. Start the engine and run for several minutes
and the pump pressure port. Leave valve in pres at idle speed. Turn wheels from right to left sev
y.
sure gauge line open (fig. 3). eral times to expel all air from system and to bring
2. Bleed steering hydraulic system to remove fluid temperature to approximately 170°F.
all air from pressure line as directed previously 3. Close shut-off valve and observe pressure
under "Bleeding Hydraulic System."
3. Start engine and run at idle speed. Turn
wheels through normal operating range several
ar gauge. Pressure should be 1000 to 1100 psi.
NOTE: Do not close valve for more than a few
seconds, as this would increase fluid temperature
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times until the hydraulic fluid temperature reaches and cause excessive pump wear.
170°F. When fluid temperature reaches 170°F., 4. Open shut-off valve; then turn wheels to
close valve in pressure gauge line and observe extreme right and left with wheels on ground. At
reading on pressure gauge. Pressure reading should extreme positions, the maximum pressure reading
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should be within above limits.

5. If pressure is greater than 1100 psi or less
than 1 0 0 0 psi, replace the pressure relief valve
a
and repeat the test. If pressure is still not within

limits specified, remove the pump and disassemble.
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PUMP DRIVE BELT

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MAINTENANCE
The drive belt must be kept at proper tension.
as
A loose belt will reduce output of the hydraulic

pump, while a tight belt will cause eventual bear
ing failure. A regular, periodic inspection is rec
ommended to check condition of drive belt. Replace
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belt if frayed or badly worn.

NOTE: On a new vehicle or after having in
stalled a new drive belt, check belt tension twice
in first 2 0 0 miles of operation.
ADJUSTMENT
1. Loosen hydraulic pump to mounting bracket
attaching bolts.
2. Position pump so that a reading of 120-130
pounds (new belt) or 90-100 pounds (used belt) is
Figure 4— Checking Pump Hydraulic Pressure obtained on a strand tension gauge.
ISlipper Type Pump) (Typical) 3. Tighten pump to mounting bracket bolts.

TUBES, HOSES, AND FITTINGS control valve and right and left power cylinders.
Tag each tube or hose prior to removal to insure
Stationary tubes and flexible hoses are used installation in same relative location.
to carry hydraulic fluid through the power steering All tubes, hoses, and fittings should be inspec
system. These tubes and hoses connect the steer ted for leakage at regular intervals. Fittings must
ing gear to the power cylinder and hydraulic pump. be tightened to torque listed in "Specifications" at
NOTE: On vehicles equipped with the F-160 end of this section. Make sure clips, clamps, and
front axle, a junction block is used between the unions supporting tubes and hoses are in place.
POWER STEERING GEAR AND CONTROL VALVE
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CONTROL VALVE held in the neutral position by means of the torsion
bar. The spool is attached by means of a stud fas
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tened to one end of the torsion bar and the valve
The power steering system control valve is body to the other end. Twisting of the torsion bar
mounted on top of the steering gear housing and is allows the spool to displace in relation to the valve
activated by a torsion bar that tends to keep the body, thereby operating the valve.
.
valve in neutral position. Should the torsion bar
ry
break, the spool and valve body "lock up" into a
complete unit that then operates as a mechanical CONTROL VALVE OPERATION
unit. ra
The valve shown in figure 5 is an open-cen- When the valve is in neutral or straight-ahead
tered, rotary-type, three-way valve. The spool is position, the fluid flows from pump through the
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1 Valve Body
2 Top Cover
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3 Valve Spool
4 Valve Spool Dampener
5 Upper Thrust Bearing
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6 Spool Spring
7 Stub Shaft Seal
8 Seal Retaining Ring
9 Stub Shaft
10 Torsion Bar Pin
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11 Torsion Bar Sleeve

12 Torsion Bar Seal
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13 Seal Back-up Washer

14 Needle Bearing
15 Adjuster Plug Lock Nut
16 Adjuster Plug
17 O-ring Seal
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18 Torsion Bar
19 Valve Body Ring
20 Back-up Seal
21 Valve Assembly
22 Torsion Bar Cap
23 Back-up Washer
24 Worm Bearing
25 Worm Oil Seal tpm -9060
Figure 5— Power Steering Control Valve (Type 553DVI (TypicalI

open-center valve, and back to pump reservoir POWER STEERING GEAR

without traveling through the power cylinder. This
open-center position of the valve reduces pump REPLACEMENT
losses to a minimum. Valve is in open-center posi
tion at all times except when turning. The power
cylinder is always full of fluid, which acts as a REMOVAL
cushion to absorb shocks so that they are not 1. Mark steering gear worm shaft and coupling
transferred to the driver. This fluid lubricates all or clamp yoke on steering gear lower or intermed
of the internal components of valve, making it un iate shaft so they can be assembled in same posi
necessary to lubricate the valve. tion when steering gear is reinstalled.
2. On conventional cab models, disconnect
With the steering wheel turned to the right, the
drag link and power cylinder socket end from Pit
torsion bar is deflected, changing the relationship
man arm.
of the spool grooves and valve body grooves with
om
On tilt cab models, remove cotter pin and nut
each other. The right-turn grooves of the spool
attaching connecting rod or idler link to Pitman
are closed off from the return grooves and opened
arm. Use a hammer to tap connecting rod or idler
to the pressure grooves. The left-turn grooves of
link loose from Pitman arm.
the spool are closed off from the pressure grooves
3. On Series 70 conventional cab models,
and opened to the return grooves. This causes the
remove clamp bolt attaching steering shaft coup
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fluid to flow into the appropriate half of the power
ling to steering gear worm shaft.
cylinder, overcoming the tire friction in that di
On all other models, remove steering shaft to
rection. The fluid in the opposite end of the cylin
steering gear worm shaft clamp bolt. Bend tangs
der is simultaneously forced out through the valve
ry
on dust cap away from the yoke tube, then raise
and back to the pump reservoir.
shaft and yoke off steering gear worm shaft.
4. Remove Pitman arm pinch bolt, nut, and
The greater the resistance to turning between
ra special washer; or the Pitman arm to shaft nut and
the road bed and front wheels, the more the valve
lock washer. Use puller (J-3186) to remove the
spool is displaced and the higher the fluid pressure
Pitman arm.
is on the resisting side of the piston. Since the
5. Drain as much fluid as possible from the
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amount of valve displacement and consequently the
steering gear.
amount of hydraulic pressure built in the cylinder
6 . Disconnect control valve to pump return
is dependent upon the resistance to turning, the
tube, pump to control valve pressure tube, and con
operator is assured of the proper amount of smooth
trol valve to power cylinder right- and left-turn
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hydraulic assist at all times. The instant the oper

tubes from control valve ports.
ator stops applying steering effort to the steering
IMPORTANT: Cover or plug exposed tubes and
wheel, the valve is returned to its neutral position
ports to prevent dirt from entering the hydraulic
by the torsion bar. The fluid pressure is equalized
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on both sides of the piston when the torsion bar system.

7. Remove bolts, nuts, and washers which at
returns to neutral position. The wheels return to
ic
a straight-ahead position due to the steering geom tach steering gear assembly to frame left side
etry of the vehicle. member. Remove steering gear and control valve
assembly.
ss
When the steering wheel is turned to the left,

the fluid flow in the valve is the same as when INSTALLATION
making a right-turn but takes place in the opposite 1. Position steering wheel in straight-ahead
direction. Parking pressure, the most difficult of position and steering gear in center position. Mark
a
turning conditions, should range from 900 to 1000 on steering gear worm shaft should be in 9 o'clock
on all vane type hydraulic pump models except position on 553-DV-67 and 553-DV-70 type power
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235-P-47. On pump model 235-P-47, parking pres steering gears and in 6 o'clockpositiononall other
sure should range from 1100 to 1200 psi. On all type power steering gears.
slipper type pump models, parking pressure should 2. Position steering gear on frame left side
range from 1 0 0 0 to 1 1 0 0 psi, depending upon the member, at the same time sliding the worm shaft
road bed conditions, weight of the vehicle, and into the clamp yoke or coupling. Check to make
pressure relief setting in the pump. During normal sure the alignment marks are in line.
straight-ahead driving, the steering wheel effort 3. Install bolts, nuts, and washers attaching
will be approximately the same as manual effort steering gear to frame left side member. Tighten
under the same conditions. The control valve will bolts to torque listed in "Specifications" at end
give the driver a smooth transition through the of this section.
driving range of wheel effort and will retain the 4. Attach intermediate shaft clamp yoke or
"road-feel necessary for effortless driving." coupling to steering gear worm shaft with bolt,

nut, and washer. Tighten bolt to torque listed in 7. On conventional cab models and Series RM/
"Specifications" at end of this section. RG-7500, connect drag link to Pitman arm. Adjust
5. Move dust cap down on yoke tube and bend drag link as explained in 'MECHANICAL STEER
tangs down to secure in position. ING" section. Connect power cylinder end socket
6 . If not previously installed, position Pitman assembly to Pitman arm.
arm on Pitman shaft. 8 . On tilt cab models, connect idler link or
NOTE: Pitman arm and shaft have matching connecting rod to Pitman arm and attach with nut.
blank serrations which must be aligned. On vehicles Tighten nut to 125-150 foot-pounds, advance to
equipped with 553-DV-67 and 553-DV-70 type power nearest slot and install cotter pin.
steering gears, align scribe mark on Pitman arm 9. Connect control valve to pump return tube,
and shaft then install Pitman arm on shaft and se pump to control valve pressure tube, and right-
cure with pinch bolt, special hardened washer, and and left-turn tubes from power cylinder or junc
nut. Tighten nut to torque listed in "Specifications" tion block to control valve ports. Tighten fittings
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at end of this section. to torque recommended in "Specifications."
On all other vehicles, install lock washer and 10. Bleed the system and bring fluid to proper
nut to attach Pitman arm to Pitman shaft. Tighten level as described under ' Bleeding Hydraulic Sys
nut to torque listed in "Specifications." tem" previously.
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TROUBLESHOOTING THE POWER STEERING GEAR
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NOISE sure, however, that the steering shaft and gear
are properly aligned as the shaft rotates, since
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Several different types of noise may be heard misalignment will transmit the "hissing" noise
with the control valve steering gear. Troubleshoot into the cab.
noises as follows:
RATTLE OR CHUCKLE
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VALVE SQUAWK
Valve squawk when turning or when recover
ing from a turn may be caused by a worn dampener
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1. Cause could be loose adjustment. Make ad
justment as follows: ring on the valve spool or by a loose or worn valve
(a) On 553-DV type steering gears, adjust body. In both cases replace faulty parts.
thrust bearing preload.
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(b) On 568-DV type steering gears, adjust STEERING GEAR LEAKS
worm bearings and sector gear lash.
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INTERNAL LEAKS
2. Noise could be caused by steering gear High internal leakage will cause a momentary
being loose on frame. increase in the steering effort when turning the
(a) Check steering gear installation as des wheel fast. If this situation should occur, replace
cc
cribed earlier in this section under "Steer the control valve.

ing Gear Replacement."
EXTERNAL LEAKS
(b) Torque steering gear mounting bolts to
To determine the source of external leaks,
the torque specified under "Specifications"
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later in this section. thoroughly clean the steering gear and inspect.
External leakage may be due to loose hose con
3. Coupling pin stops hitting against the upper nections or damaged hose, adjuster plug seals or
as
flange could also cause this type of noise. Realign torsion bar seals. Correct external leaks as
ment of the shaft with the gear or an endwise ad follows:
justment of shaft should correct this condition.
NOTE: A slight rattle may occur on turns be CAUSE REMEDY
1. Loose hose connections . Tighten Connections
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cause of the increased lash off the high point. This

is normal. 2. Damaged h o s e ........................Replace Hose
3. Damaged adjuster plug seals . . Replace Seals
HISS 4. Damaged torsion bar seal . . . . Replace Seal
There is some noise in all power steering
gears which cannot be eliminated. One of the most
common is the "hissing" sound most evident at STEERING GEAR MALFUNCTIONS
standstill parking with wheels at end of travel. The
Each of the malfunctions listed here has a
"hissing" noise is usually caused by a faulty valve.
number of causes and each cause has a remedy.
Do not replace the valve unless the "hiss" is These causes and remedies are given in the "Trouble
extremely objectionable, since the replacement Shooting Quick Reference Chart" later in this sec
valve will also have a slight "hissing" noise. Be tion.

1. Hard steering while driving. 5. Excessive wheel kickback.

2. Poor return of steering. 6 . Steering wheel jerks.
3. Leads to one side or the other. 7. Hard steering when parking.
4. Momentary increased effort on fast turn. 8 . Effortless turn.
POWER STEERING HYDRAULIC PUMP
Six positive displacement vane type hydraulic The oil reservoir encases the pump and on
pumps and two positive displacement slipper type some vehicles, an additional reservoir is remotely
hydraulic pumps are used on vehicles covered by mounted on the radiator front support or on the
this manual. Refer to “ Hydraulic Pump Model transmission control island support.
Application” in ' ‘ Specifications" at end of this On pump model 235-P-19, the drive shaft is
section for proper pump application on each truck supported by a bushing in the pump housing. On all
om
series. other vane type hydraulic pumps, the drive shaft
is supported by one ball bearing and one needle
VANE TYPE HYDRAULIC PUMP bearing in the pump housing.
The vane type hydraulic pumps, except model The pump rotary group is the heart of the
235-P-47, used in conjunction with the F-160 front pump and consists of the drive shaft, rotor, vanes,
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axle, have a maximum output of 3.5 gallons per pump ring, thrust plate, and pressure plate. The
minute of Type "A ” Automatic Transmission Oil flow control valve is the nerve center of the pump
at 170°F., with pump operating at 1500 rpm against and includes the flow control plunger, flow control
ry
50 psi pressure. Minimum output of the pump is spring, and the pressure relief ball and spring.
2.35 gallons per minute with pump idling at a speed This assembly controls flow and pressure in the
of 590 rpm, against 665 to 735 psi pressure. ra system.
Pump model 235-P-47 has a maximum output

of 4.8 to 5.2 gallons per minute of Type "A " Auto PUMP OPERATION
matic Transmission oil at 170°F., with pump oper NOTE: Refer to figures 7 and 8 .
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ating at 1500 rpm against 50 psi pressure. Min As the drive shaft rotates the rotor, the vanes
imum output of the pump is 2.35 gallons per minute follow the cam surface in the pump ring. This cam
with pump idling at a speed of 590 rpm against 665 consists of two rising and falling areas which cause
to 735 psi pressure. a complete pumping cycle to occur every 180 de
ar
The hydraulic pump is mounted at front of en grees of rotation (fig. 7).
The spaces between rotor vanes pick up oil on
gine and is belt driven from the engine crankshaft
in conjunction with other accessories (fig. 6 ). the rising portions of the cam from two openings
cc
between thrust plate and pump ring and from open

ings between the pressure plate and pump ring.
This oil is discharged on the falling portion of the
cam through two openings in the pressure plate
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as
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Figure 6— Power Steering Hydraulic Pump Installed (Typical) Figure 7— Cross Section of Rotor and Vanes in Pump Body

STEERING SYSTEM 9B -24
om
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ry
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VIEW A -P U M P O PER A TIO N -LO W SPEED
lib
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cc
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as
LEGEND l O-
ll DISCHARGE OIL 12
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SUPERCHARGE OIL
HIGH PRESSURE OIL
RESERVOIR AND RETURN
RING-ROTOR LEAKAGE OIL
VIEW B -P U M P O PERATIO N -H IG H SPEED

T-1166
Figure 8 — Power Steering Hydraulic Pum p Operation

and two openings in the thrust plate which are con 2. Install caps at pump fittings to prevent
nected to openings in the pressure plate by cross drainage of oil from pump.
over holes in the pump ring (fig. 7). The oil passes 3. Remove drive pulley attaching nut.
through the pressure plate into cavity ( 1 ) behind 4. Loosen mounting bracket to pump attaching
it. A portion of this oil is directed back through bolts.
other passages in the pressure plate so that it may 5. Remove pump drive belt.
enter behind the vanes forcing them to follow the 6 . Slide pulley from pump drive shaft. DO
cam surface of the pump ring (fig. 8 , View B). NOT HAMMER PULLEY OFF SHAFT AS THIS
W ILL DAMAGE THE PUMP.
From cavity (1) the oil flows into passage (2)
7. Remove bracket to pump attaching bolts
which is controlled in size to provide definitely
and remove pump.
known oil velocities. From passage (2) a certain
quantity of oil passes through orifice (3) into pass Installation
age ( 8 ) and then to the steering gear. Notice that 1. Position pump assembly on mounting bracket
passage ( 8 ) is connected to cavity ( 1 0 ) by passage
om
with holes lined up and install attaching bolts
(9). When the quantity of oil exceeds the predeter loosely.
mined system requirements, the pressure drop 2. Slide pulley on drive shaft. DO NOT HAM
through orifice (3) exceeds force of spring (12), MER PULLEY ON SHAFT.
flow control plunger ( 1 1 ) starts to move back, 3. Install pulley nut (finger-tight) against pul
thereby providing flow control through passages ley.,
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(4), ( 6 ) and (7), with (7) being the suction or intake 4. Connect and tighten hose fittings.
part of the pump. Supercharging occurs as a result 5. Fill pump reservoir with fluid recommend
of pressure oil in passage (4) discharging into ed in LUBRICATION (SEC. 0).
ry
passage ( 6 ) at high velocity, picking up the make 6 . Bleed pump by turning pulley backward
up oil from reservoir through passage (5) on the (counterclockwise as viewed from the front) until
jet-jump principle. Then by a reduction of velocityra all air bubbles cease to appear.
in passages ( 6 ) and (7), velocity energy is convert 7. Install pump drive belt over drive pulley.
ed into supercharge pressure (fig. 8 , View B). 8 . Adjust belt tension as previously describ
ed,, then tighten attaching bolt& securely.

The pressure relief valve is contained inside
9. Tighten drive pulley attaching nut to 25-35
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flow control plunger (11). If pump pressure ex
foot-pounds torque.
ceeds a certain predetermined pressure, the pres
sure relief ball will open, allowing a small amount
of oil to flow through passages ( 8 ) and (9), hole SLIPPER TYPE HYDRAULIC PUMP
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(13), through flow control plunger (11) and into

The slipper type hydraulic pump is a constant
passage ( 6 ). This flow of oil causes a pressure
displacement type pump with a minimum output of
drop across hole (13), thus creating a pressure
1.45 gallonsper minute with pump idling at a speed
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unbalance which moves the flow control plunger

of 450 rpm against 665-735 psi pressure. The pump
back against spring pressure, allowing the major
has a maximum flow control range of 3.4 to 4.1
portion of oil to bypass through passages (2), (4),
gallons per minute with a 1 0 0 0 to 1 1 0 0 psi pres
and ( 6 ) in the same manner as is accomplished by
sure relief valve. The pump is mounted at front
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flow control (View B, fig. 8 ).

of engine and is belt driven from the crankshaft.
Figure 8 , View "A " is typical of pump oper
ation when the vehicle is driven at low speed dur PUMP OPERATION
as
ing a partial turn. The oil pressure cannot build As the drive shaft rotates the rotor, spring
up high enough to cause the pressure relief valve loaded slippers, which contact the eccentric diam
to open as the external circuit still allows some eter inside the pump housing, force oil from the
oil to flow through the system. inlet side of the pump to the flow control valve (fig.
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9). Pressure inside the pump is controlled by a

Figure 8 , View "B" is typical of pump oper
valve which permits fluid to be recirculated within
ation when vehicle is driven at high speed. In this
the pump. Maximum pressure in the system is
case, the flow control valve has opened to allow
limited by a pressure relief valve which opens into
oil flow in excess of system requirements to by
the reservoir when pressure exceeds specified
pass into intake chamber of the pump.
maximum of 1 0 0 0 - 1 1 0 0 psi.
PUMP REPLACEMENT NOTE: At regular intervals, the fluid level in
the reservoir should be checked and fluid added
Removal when level is more than two inches below filler
1. Disconnect hose at pump and secure ends cap. Refer to LUBRICATION (SEC. 0) for type of
in raised position to prevent drainage of oil. fluid to be used.

1 Rotor Slipper
2 Flow Control Valve
3 O-Ring Seal
4 Snap Ring
5 Control Valve Plug
m
6 Pump Body
co
7 Metering Insert
8 Control Valve Spring
y.
9 Relief Valve Assembly
10 Rotor
ar 11
12
Slipper Spring
Reservoir
br
T -1 7 9 9
li
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Figure 9— Slipper Type Hydraulic Pump
3. Remove two cap screws and lock washers

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IMPORTANT: Before checking fluid

which attach pump and mounting bracket to engine.
level, start the engine and turn steer
ing wheel to the left and right several
Installation
times to expel air from system, then
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1. Position pump and mounting bracket on en

shut off the engine.
gine and attach with two cap screws and lock
washers.
PUMP REPLACEMENT
as
2. Install drive belt and adjust as previously

Removal described under "Belt Tension.”
1. Loosen two cap screws which attach pump 3. Connect and tighten hose fittings.
mounting bracket to engine; then move pump in 4. Fill pump reservoir with fluid recommend
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ward and remove drive belt. ed in LUBRICATION (SEC. 0).

2. Disconnect hoses at pump. When hoses are 5. Start engine and run for several minutes at
disconnected, secure ends in raised position to idle speed. Turn wheels from right to left several
prevent drainage of oil. Install caps at pump fit times to expel all air from system. Recheck fluid
tings to prevent loss of fluid from pump. level in reservoir and fill to proper level.
Refer to next page for Hydraulic Pump Troubleshooting Procedures.

TROUBLESHOOTING THE HYDRAULIC PUMP

PUMP NOISE a. Tighten all fittings and bolts.
b. Check the entire system for source of air
The power steering pump is not completely leak. Air can leak into the system at any place.
noiseless. Some noise will be present whenever Air leaks usually occur at joints in the system
the wheels are against the wheel stops. The noise where oil passes through at high velocity - such as
usually becomes greater as engine speed is in hose connections or at the drive shaft seal.
creased as when making a full cramped U-turn.
The noise is caused by the relief valve and is norm NOTE: After each step in attempting to elim
al. Momentary aeration of the oil is sometimes inate air, the pump should be operated for a few
noticeable under these conditions. Some noise may minutes at idle speed while occasionally turning
also be present under standstill parking condition, the steering wheel between extreme turns to allow
particularly when the wheel stops are contacted. air to bleed out of oil.
om
Power steering pump noise can be confused with 5. After Eliminating Air From the Oil. Install
many other things such as transmission, rear axle, a pressure gauge in the pressure line between the
generator, etc. If it determined that excessive pump and steering gear. If, when racing the engine
noise is present, remove the pump drive belt to to about 1 0 0 0 rpm and without turning the wheels,
make sure the pump is at fault. If it is determined pressure exceeds 125 psi, the hose and/or the
that the pump is at fault proceed as follows: steering gear are restricting the oil flow. These
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1. Check Drive Belt Tightness. Adjust belt parts should be examined to determine cause of
tension, if necessary, as described previously restriction.
under "Pump Belt Tension Adjustment." 6 . If the Pressure is Less Than 125 Psi in
ry
2. Check Oil Level. Refill, if necessary, as Step 5 Above, remove the pump and repair.
described in LUBRICATION (SEC. 0) of this manual.
3. Check Hose. Make sure hose is not touch PUMP LEAKS
ing any other parts of the vehicle, especially the
sheet metal.
ra Whenever oil leakage occurs in the hydraulic
4. Check for Presence of Air in the Oil. Air pump, all fittings and bolts should be cleaned and
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will show up as bubbles or oil will appear milky. tightened. If this does not stop leakage, wipe pump
Small amounts of air cause extremely noisy oper assembly clean to determine where it is leaking.
ation. If air is present in oil accomplish the fo l Following are some of the possible causes of pump
lowing: leakage: (See table below.)
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SOURCE OF LEAK CAUSE REMEDY

Top of reservoir . . . Reservoir too full................................ Fill to proper level.
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Air in the o il........................................ Eliminate air as previously

described under "Pump Noise."
At the pressure
fitting or studs . . . . Not tightened su fficien tly................... Torque to 25-40 foot-pounds.
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Cross threaded or defective seat on

fittings or hose end. Damaged seals. . Correct as necessary.
as
At shaft s e a l ............ Defective seal or damaged shaft. . . . Replace damaged parts.

Leaks in metal parts . Damaged castings................................ Replace damaged parts.
POOR, OR NO ASSIST, OR pressure line between pump and steering gear.
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PUMP INOPERATIVE Test #1 is Performed With the Oil Circuit

Open. Raise the temperature of oil to operating
When the pump is inoperative, providing little range of 150 to 170 degrees measured with a ther
or no assist in turning, first check the belt tension mometer. This may be accomplished by turning
and adjust it as necessary, as previously described. the wheels from wheel stop to wheel stop several
If this does not correct the problem, check the oil times. Do not hold steering wheel against wheel
level, fill and bleed the system as described pre stop for any extended period as this will overheat
viously. the oil. As previously mentioned, the pressure
If there is no improvement, it must be estab relief valve in the pump will not be able to handle
lished whether the pump, steering gear, or hose the excessive pressure created by contacting the
are the source of trouble. This may be determined wheel stop for an extended period of time, there
by two tests after placing a pressure gauge in the fore, the oil will overheat.

After heating the oil to at least 150°F., set the gauge and steering gear. Observe pump pres
engine idle to 450 rpm; then turn the steering sure on gauge at idle and compare it with Test #1.
wheel from one end to the other and read pressure Diagnosis of the Two Tests. If the first test is
on gauge while holding the wheel momentarily below specifications and the second test is equal
against the stops. The reading should be the max to specifications, or greater, the steering gear is
imum with engine idling at 450 rpm. If it is not, at fault. When the first test is below specifications
trouble is in the hydraulic circuit, but it does not and the second test is not more than 50 psi greater,
indicate whether the pump or steering gear or both the pump is at fault.
are at fault. NOTE: If steering gear is found to be at fault,
This can be determined by performing Test #2 use the troubleshooting procedures for the steer
and comparing it with Test #1. ing gear described under "Trouble Shooting The
Test #2 is Performed With the Oil Circuit Power Steering Gear” earlier in this manual.
Closed. Set engine idle at 450 rpm and turn the NOTE: For additional troubleshooting inform
shut-off valve of gauge to the closed position. ation, refer to "Quick Reference Troubleshooting
om
NOTE: Shut-off valve must be located between Chart" later in this section.
POWER STEERING POWER CYLINDER

There are three power cylinders covered in position. When returning to a neutral position, oil
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this section. The power cylinder acts as a power on one side of the piston is forced back to the hy
assist to the mechanical steering. Refer to "Speci draulic pump reservoir by oil on the other side of
fications" at end of this section for power cylinder the piston, equalizing the oil pressure. This con
ry
application on each series vehicle. stant amount of oil in the cylinder acts as a shock
On conventional cab models, a side mounted absorber to dissipate road shock to the operator.
cylinder is bracketed to the frame side rail at one NOTE: The same procedure applies to vehicles
end and to the Pitman arm at the other end. On equipped with the F-160 front axle except that hy
conventional cab models equipped with the F-160
front axle, an additional right-hand power cylinder
radraulic fluid, under pressure from the hydraulic
pump, is directed through a junction block to either
is bracketed to the frame side rail at one end and side of a piston in the right and left power cylin
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to a right-hand idler arm at the other end. ders. This causes one cylinder piston and attached
On tilt cab models, the power cylinder is steering linkage to extend and the other to retract
bracketed to the front axle at one end and to the (depending on whether a right or left turn is being
steering tie rod at the other end. made).
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Stationary metal tubes and flexible hose as The power cylinders used on these vehicles
semblies carry hydraulic fluid to the cylinder to are of the same basic design for all models. The
operate the piston for right and left turns. only difference is in the stroke length which for all
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When the driver turns the steering wheel, the models is dependent upon the axle capacity. On
control valve on the steering gear housing directs conventional cab models, the power cylinder piston
hydraulic fluid, under pressure from the hydraulic rod is threaded directly onto the piston.
pump, to either side (depending on whether a right
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or left turn is being made) of a piston in the power POWER CYLINDER REPLACEMENT
cylinder (fig. 10). This produces movement of the
piston and attached steering linkage. The force ap REMOVAL
as
plied by the power cylinder is the amount of thrust 1. Clean dirt from around hose connections at
necessary for all steering requirements. the power cylinder.
On completion of a turn, reduced effort on the 2. Disconnect hoses from power cylinder,
steering wheel allows steering geometry of the catching hydraulic fluid in a suitable clean con
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vehicle to return front wheels to a straight-ahead tainer. Cover hose fittings and ports in cylinder.
Figure 70— Power Cylinder Oil Flow ITypicalI

1 Outer Tube 7 Retaining Ring

2 Inner Tube 8 Retraction Port
3 Pressure R elief Valve 9 Wiper Assembly
4 Oil Seal 10 Guide Assembly
5 Oil Seal 11 Piston Rod
6 Extension Port 12 Piston
om
10 9 T P M -7 3 9 8
Figure 11— Power Cylinder ITypical)
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3. Remove cotter pin and loosen adjuster der ports. Tighten fittings to 20-30 foot-pounds
screw securing end of the power cylinder to sup torque. NOTE: Make certain hoses are not kinked
ry
port bracket mounting ball enough that the cylinder and do not bind when wheels are turned.
can be removed from the mounting ball. 5. Bleed the hydraulic system and bring fluid
4. Repeat procedures in Step 3 above and re
ra to proper level as previously directed under "Bleed
move the opposite end of power cylinder from tie ing The Hydraulic System."
rod or Pitman arm ball stud.
INSTALLATION POWER CYLINDER SEAL

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1. Position power cylinder on tie rod or Pit REPLACEMENT
man arm ball stud and to support bracket mounting
ball. REMOVAL (Refer to Fig. 11)
2. Turn adjuster screw at each end of the NOTE: The two power cylinders covered in
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power cylinder in tight; then back off to nearest the following procedures are of the same basic
cotter pin holes and install new cotter pins. design. The only difference is in the stroke length,
3. Turn front wheels from extreme right to which for all models is dependent upon the axle
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left and check to see that the power cylinder does capacity. The only parts that can be replaced in
not bottom preventing stops from hitting the axle. the power cylinder are the piston rod seals, socket
4. Reconnect hydraulic hoses to power cylin end ball stud seats, and adjuster screws.
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as
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Figure 12— Axle Mounted Power Cylinder Adjustment (Typical)

1. II not previously removed, remove cotter it into the guide assembly with the "U " of the cup
pin, adjuster screw, and ball seats from one end toward the bottom of opening in guide.
of the power cylinder. Use a wide blade screw 2. Install scraper retainer O-ring seal.
driver to turn adjuster screw out. Repeat these 3. Install the scraper retainer in guide with
procedures at opposite end of the cylinder. "U " side pointing out.
2. Loosen clamp bolt on the outside of the 4. Insert the wiper ring assembly; then using
socket. Tru-Arc snap ring pliers, install the retaining
3. Using a wide blade screwdriver to keep the snap ring. Make sure retaining ring is well seated
piston from turning, unthread socket end from in groove of the guide assembly.
piston rod. 5. Thread the socket end assembly on piston
4. Force piston rod in and out of power cyl rod until it shoulders against the rod.
inder to drain remaining fluid. 6 . Tighten the clamp bolt securely.
5. Using Tru-Arc snap ring pliers, remove the 7. At both ends of the power cylinder, install
scraper retainer snap ring from groove in piston ball seats; then thread the adjuster screws into the
om
rod guide assembly. sockets loosely.
6 . Apply air pressure to the retraction port
in the guide assembly while at the same time hold POWER CYLINDER ADJUSTMENT
ing a finger over the extension port (fig. 10). This
will dislodge wiper ring assembly, scraper retain AXLE MOUNTED CYLINDER
er, scraper retainer O-ring seal, and piston rod Adjustment dimensions for all axle mounted
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seal from the guide assembly. cylinders are shown in figure 12. Before fully tight
ening clamp to tie rod, push steering knuckle
CLEANING AND INSPECTION against stop in full left turn position and set piston
ry
Clean and inspect the components using clean shaft to dimension applicable to axle being used
ing solvent and compressed air. Replace all parts (fig. 1 2 ).
that are not in first class condition. ra
SIDE MOUNTED CYLINDER
ASSEMBLY (Refer to Fig. 11) No adjustment is required on side mounted
1. Lubricate lip of the piston rod seal with a cylinders since the distance between ball stud con
thin layer of Lubriplate or equivalent, and insert
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nections is not subject to adjustment or change.
TROUBLESHOOTING THE POWER CYLINDER

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POWER CYLINDER LEAKAGE plete power cylinder will have to be replaced. Any
leakage around the welds on the cylinder will nec
INTERNAL LEAKS essitate replacing the complete power cylinder
Internal leakage in the power cylinder will assembly. Tighten the hose connections at the ex
cc
show up in a momentary increase in driver effort tension and retraction ports if this is a source of
when turning the wheel fast. If this occurs, replace leakage. If tightening the connection does not stop
complete cylinder assembly. leakage, replace complete cylinder assembly.
si
NOTE: Any damage to the cylinder which will

EXTERNAL LEAKS
hamper its operation necessitates replacement of
If the power cylinder is leaking externally,
the complete power cylinder assembly. The cylin
as
wipe it clean to determine where it is leaking.

der is not serviced except for the piston rod seals.
Leakage around the piston rod seals may be cor
rected by replacing the seals. If the power cylinder NOTE: For additional trouble shooting infor
still leaks after replacing the seals, the pressure mation, refer to "Quick Reference Troubleshooting
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relief valve is not operating properly and the com Chart” at end of this section.
TIE ROD ANTI-ROTATION BUSHING

On some trucks covered in this manual equip tie rod ends to bind against the ball studs. Bushings
ped with power steering, anti-rotation bushings should be replaced if they become worn enough to
are installed over tie rod end studs between tie permit rotation of the tie rod.
rod ends and steering arms (fig. 13). Each bushing
consists of two cupped washers and a rubber wash BUSHING REPLACEMENT
er. Purpose of anti-rotation bushings is to prevent
weight of the power cylinder, which is clamped to REMOVAL
the tie rod, from rotating the tie rod and causing 1. At each end of the tie rod, remove cotter

pin and stud nut. Discard cotter pins.

2. Tap tie rod loose from steering arms.
3. Remove two cupped metal washers and rub
ber washer from each tie rod end stud. Discard
these parts.
INSTALLATION
1. Position two new cupped washers and new
rubber washer on each tie rod end stud.
2. Loosen both socket end clamp bolts; then
install tie rod on steering arms, rotating socket
ends as necessary to align parts. The upper and
lower cupped washers must be parallel when no
om
power or pressure is applied to the tie rod. In
stall stud nuts and new cotter pins.
3. With parts properly aligned (fig. 13), tighten
socket end clamp bolts to 40-50 foot-pounds torque.
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OIL COOLER
$
ry
An oil cooler (fig. 14) is attached to the rad and removing screws which attach it to support
iator front support on all gasoline engine models braces.
with power steering. The oil cooler is not used on ra
Diesel engine models with power steering. OIL COOLER MAINTENANCE
The cooler may be removed for repair or re
placement, if necessary, by disconnecting hoses At regular intervals, or when operating con
ditions warrant, examine the cooler for leaks and
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bent fins. A damaged or leaking cooler should be
serviced by a radiator specialist or replaced with
a new assembly. Proper repair requires the use of
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special tools and equipment as well as provisions

for making groper tests.
If the cooler assembly requires painting, spray
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with special radiator paint; do not use paint mixed

with oil, as oil mixed paint will form an insulation
ic
and prevent efficient dissipation of heat.

Occasional external flushing with water, using
Outlet an ordinary hose, will help remove dirt, bugs, and
rt Braces
ss
Cooler Assem bly other foreign matter from between fins of cooler.
Water under pressure should be directed from be
hind the cooler to force dirt out in opposite direc
tion of its entrance. Directthe water stream against
a
edges of fins (not sideways) to eliminate danger of

Figure 14— Oil Cooler Installed (Typical) bending fins.
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QUICK REFERENCE TROUBLE SHOOTING CHART

NOTE: Some of the remedial procedures suggested for conditions out
lined in this chart constitute overhaul of components which is not within the
scope of this manual. Refer to “ Overhaul” section of this manual for proper
method of accomplishing these corrections.
(Type 553-D V and 568-DV Power Steering)

H Y D R A U L IC P U M P
C O N D IT IO N CAUSE R EM ED Y
1. P u m p N oise. L o o s e belt. T i g h t e n b e l t.
H o se s to u c hin g o th e r parts of tru c k. A d j u s t hose position.
om
L o w oil l e v e l . Fi ll r e s e r v o i r .
A i r in t h e oi l. L o c a t e s o u r c e of a i r l e a k a n d c o r r e c t .
Exc e s s iv e back p re ss u re caused b y hoses o r s te e r L o c a t e r e s t r i c t i o n a n d c o r r e c t . B le e d s y s t e m .

in g gear.
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S co red pre ssu re plate. L a p a w a y light sco ring . Re p lac e h e a v i ly scored p a rt.
V a n e s n o t installed p ro p e rl y . Install p r o p e r l y .
E x t r e m e w e a r o f p u m p ring. Rep lac e ring.
ry
V a n e s s t i c k i n g in r o t o r s lo t s . F r e e up b y r e m o v in g b u rrs or dirt.
Fa c e of th r u s t plate scored. L a p a w a y li g h t s c o r i n g . R e p l a c e h e a v i l y s c o r e d p a r t .
S c o r e d ro tor.
D e fe ctive flo w control plunger.

ra L a p a w a y light sco ring . Rep lace h e a v ily scored part.
Replace a s s e m b ly .
2. L e a k s a t t o p of R e s e r v o i r t o o f u ll . F il l t o p r o p e r l e v e l .
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of reservoir.
A i r in t h e o il. Lo ca te so urce of air le a k and correct.
3. L e a k s at the 0 - R i n g seal cut. Re p la c e 0 - R i n g seal.

re servoir.
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0 - R i n g im p ro p e rly installed. I n s t a l l s ea l p r o p e r l y .
4. L e a k s at the N o t tig h te n e d sufficiently. T o r q u e to 3 0 - 4 0 f t . - l b s .

p r e s s u r e f it t in g
C ro ss th r e a d e d or d a m a g e d seat. Replace d a m a g e d part.
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or m o u n t in g s tu d.
D e f e c t i v e s e a t on h o s e e n d . Replace hose.
D a m a g e d seals. R e p la c e seals.
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5. L e a k s at the shaft D e fe c tiv e seal. R ep lac e seal.

seal.
D a m a g e d sha ft. Replace shaft.
as
6. L e a k s in m e t a l P o o r casting. Replace d efectiv e p a rts.
parts.
7. P u m p inoperative, L o o s e d r i v e b e l t. T ig h te n belt.
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p o o r, or n o assist. Fill re se rvo ir to p ro p e r level.

L o w oil l e v e l .
A i r in t h e oi l. Lo c a te source of air le a k an d correct.
D e f e c t i v e h o s e s o r s t e e r i n g g e a r as d e t e r m i n e d C orrect.
b y t e s t o u t l i n e d u n d e r g e a r s e c t i o n l a t e r in th is
chart.
F lo w control va lve s tu c k . R e m o v e b u rrs or d irt.
L o o s e n u t in e n d o f f l o w c o n t r o l v a l v e . T ig h te n nut.
P re s s u re plate not flat a ga in st ring. Correct co ndition .
E x t r e m e w e a r of p u m p ring. Re p la c e p u m p ring.
S c o r e d p re s s u re p la te , t h r u s t p la te , a n d / o r rotor. L a p a w a y light scoring . Re p lac e h e a v ily scored p a rts.

8. Pump inoperative, V a n e s n o t installed p ro p e rly . Install v a n e s p ro p e rly.
poor, or no assist. y a n e s s t j C k j n g in r o t o r s l o t s . F r e e up b y r e m o v i n g b u rrs o r dirt.
F a u lty flo w control va lve a s s e m b ly . Replace a s s e m b ly .
CONTROL VALVE AND POWER STEERING GEAR

CO N DITIO N CAUSE REM EDY
1. Gear noise Loose ove r-c enter ad ju s tm e n t. A d j u s t to spec ification .

(rattle or chuckle).
C o u p l i n g pin sto p s, h ittin g a g a in st u p p e r fla n g e . R e - a l i g n s h a f t w i t h g e a r . A d j u s t e n d w i s e if n e c e s s a r y .
NOTE: A slight rattle m a y oc cu r on t u rn s because
om
of the increased la sh off the high point. This
is n o r m a l .
G e a r lo o s e o n f r a m e . C h e c k ge a r to f r a m e m o u n t i n g bolts. T ig h t e n b o lts to s p e c ificatio n s .
2. Gear noise T h e r e is s o m e n o i s e in all p o w e r s t e e r i n g s y s t e m s . D o n o t r e p l a c e v a l v e u n l e s s “ h i s s ” is e x t r e m e l y o b j e c t i o n a b l e . B e

(hissing sound). O n e o f t h e m o s t c o m m o n is a h i s s i n g s o u n d m o s t s u r e s t e e r i n g s h a f t a n d g e a r a r e a l i g n e d s o t h e f l e x i b l e c o u p l i n g is
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e v id e n t at sta ndstill p a rk in g . n ot dis to rte d as s h a ft ro ta tes . A n y m e ta l to m e t a l co n ta c t th r o u g h
th e fle x ib le c o u p lin g w ill t r a n s m i t t h e v a lv e hiss into t h e t ru c k .
ry
3. Valve squawk when C u t o r w o r n d a m p e n e r 0 - R i n g on spool R ep lac e d a m p e n e r 0 - R i n g , b e in g c a re fu l n ot to cu t th e n e w ring at
turning or when installation.
recovering from a Loose or w orn valve. Replace va lve .
turn.
4. Internal leaks.
ra
M o m e n t a r y in cre ased effort on fast turn . Replace va lve .
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5. External oil leaks L o o s e h ose co nnections. T igh ten .
(wipe gear thorough D a m a g e d hose. Replace.
ly and make sure
A d j u s t e r p lu g seals R ep lac e seal.
source of leakage
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is determined). T o r s i o n b a r s ea l Replace torsion bar a n d stu b shaft a s s e m b ly .
6. Hard steering F r o z e n s te erin g s h a ft bearings. Replace bearings.

while driving.
cc
L o w e r c o u p lin g flan ge r u b b in g a ga in st ad ju ste r. L o o s e n bolt an d a s s e m b le pro p e rly.
S te e rin g w h e e l ru b b in g against gea rshift bow l. A d ju s t jac ke t en dw ise .
S t e e r in g a d ju s t m e n t tight. C h eck ad ju s tm e n t by dro p p in g pitm an arm from gear or disco n

n e c t i n g l i n k a g e f r o m p i t m a n a r m b a ll . R e a d j u s t if n e c e s s a r y .
si
7. Poor return of F r o z e n s te erin g s h a ft bearings. Replace bearings.
steering.
as
L o w e r c o u p lin g flange r u b b in g aga in st a d ju s te r. L o o s e n bolt a n d a s s e m b le p ro p e rly.
S te e rin g w h e e l ru b b in g against g ea rs h ift b o w l. A d ju s t jacket en d w ise .
T ire s not p ro p e rly in flated. In fla te to s pec ification .
Incorrect caster or toe-in fro n t w h e els . A d j u s t as d e s c r i b e d in f r o n t a x l e ( S e c . 3 ) o f t h i s m a n u a l .

cl
T ig h t s te e rin g linkage. Lubricate lin ka g e as d e sc rib e d in lubrication (Se c. 0 ) of this

m anual.
S te e rin g gear m isalignm ent. R e -s h im at fra m e .
T ig h tn e s s o f susp en sion join ts. Lu b rica te or othe rw ise free up .
S t e e r i n g a d j u s t m e n t tight. C h e c k a d ju s tm e n t b y d r o p p in g p itm a n a rm fr o m gear or d is co n

n e c t i n g l i n k a g e f r o m p i t m a n a r m b a l l . R e a d j u s t if n e c e s s a r y .
T i g h t s e c t o r t o b a ll n u t a d j u s t m e n t . A d j u s t in t r u c k t o s p e c i f i c a t i o n .
T h r u s t b e a rin g a d ju s t m e n t too tight. R e m o v e g e a r a n d a d ju s t to s pecification s.
S ti c k y v a lv e spool. R e m o v e a n d clean v a lv e or replace v a lv e .

CONTROL VALVE AN D POWER STEERING GEAR (Cont.)
C O N D ITIO N CAUSE REM EDY
8. Truck leads to one D u e to fr o n t e n d m is a lig n m e n t . A d j u s t to spec ification .

side or to the other.
U n b a la n c e d or b a dly w o rn va lve. Replace va lve .
NOTE: I f t h i s is t h e c a u s e , s t e e r i n g e f f o r t w i l l be
v e r y l i g h t in d i r e c t i o n o f le a d a n d h e a v y in o p p o
site dire c tio n .
9. Momentary in
m
L o w oil le v e l in p u m p . C h e c k oil le v e l in p u m p r e s e r v o i r a n d b r i n g t o p r o p e r l e v e l.
crease in effort P u m p belt slippin g. T i g h t e n o r re plac e belt.
when turning
wheel fast.
co
10. Excessive wheel L a s h in s t e e r i n g l i n k a g e . A d j u s t p a rts affected.
kick-back or loose A i r in t h e s y s t e m . A d d oil t o p u m p r e s e r v o i r .
steering.
E x c e s s i v e la s h b e t w e e n p i t m a n s h a f t s e c t o r a n d A d j u s t to spec ification .
y.
b a ll n u t .
Lo o s e th ru st bearing a d ju s tm e n t. R e m o v e s te e rin g gea r a n d a d ju s t to specification
11. Steering wheel L o o s e p u m p belt. A d j u s t to s p e c i f i c a t i o n .

surges or jerks
when turning with
engine running—
especially during
ar
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parking.
12. Hard steering L o o s e p u m p belt. A d j u s t to s p ecification .

when parking.
li
L o w oil le v e l in r e s e r v o i r . Fi ll t o p r o p e r l e v e l . I f e x c e s s i v e l y l o w , c h e c k all l i n e s a n d j o i n t s
for e v id e n c e o f e x te rn a l lea ka g e .
ar
L a c k o f l u b r i c a t i o n in l i n k a g e f o r f r o n t s u s p e n s i o n . A d d l u b r i c a n t w h e r e n e e d e d a s d e s c r i b e d in l u b r i c a t i o n ( S e c . 0 )
of this m a n u a l.
T ir e s not p ro p e rly in fla te d . I n f l a t e to r e c o m m e n d e d p r e s s u r e .

cc
I n s u f f i c i e n t oil p r e s s u r e . I f all o f t h e a b o v e c h e c k s d o n o t r e v e a l t h e c a u s e o f h a r d s t e e r i n g ,
m a k e t h e f o l l o w i n g t e s t s o f oil p r e s s u r e :
a. D i s c o n n e c t t h e p r e s s u r e li n e a t oil p u m p . A t t a c h g a u g e t o p u m p .
si
C o n n e c t t h e h o s e t o e n d o f g a u g e w h e r e t h e v a l v e is lo c a t e d .
b. W ith t h e e n g in e at w a r m idle a n d g au g e v a lv e o p e n , n o te th e
oil p r e s s u r e o n t h e g a u g e w h i l e t u r n i n g s t e e r i n g w h e e l f r o m o n e
as
e x tr e m e position to th e o th e r. E sp e cia lly note th e m a xim um

p r e s s u r e w h i c h c a n b e b u i l t u p w i t h t h e w h e e l h e l d in e i t h e r
rig ht o r left e x t r e m e p os ition . CAUTION: D o n o t h o l d w h e e l in
e x t r e m e p o s i t i o n f o r a n e x t e n d e d p e r i o d o f t i m e b e c a u s e it w il l
cl
d r a s t i c a l l y i n c r e a s e t h e oil t e m p e r a t u r e a n d w il l c a u s e u n d u e
w e a r on t h e oil p u m p .
c. W i t h oil t e m p e r a t u r e b e t w e e n 1 5 0 d e g r e e s F a n d 1 7 0 d e g r e e s
F , as m e a s u r e d w i t h a t h e r m o m e t e r in t h e r e s e r v o i r , t h e m a x i
m u m oil p r e s s u r e s h o u l d n o t b e le ss t h a n 6 0 0 P S I for satis
factory p o w e r ste e rin g op e ration .
d. I f t h e m a x i m u m oil p r e s s u r e is le ss t h a n 6 0 0 P S I , it i n d i c a t e s
. t r o u b l e in t h e p u m p , s t e e r i n g g e a r , c y l i n d e r , o r a c o m b i n a t i o n
of th e s e p a rts. T o e lim in a t e t h e gea r, close t h e gauge va lve
a n d q u i c k ly test p re ssu re of the p u m p o n ly w ith th e en g ine at
w arm idle; then open the va lve to avoid increasing oil

tem pera tu re.
CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOf MANUAL

CONTROL VALVE AND POWER STEERING GEAR (Cont.)
CO N DITIO N CAUSE REM EDY
Hard steering when C o m p a rin g the m a x im u m pressures obtain ed in t h e s e t w o t e s t s

parking. (Cont’d) w ill indicate so urce o f t ro u b le as f o llo w s :
(a) Firs t tes t p re ss u re low a n d se co nd test p re s s u re n o rm a l —
in d i c a t e s f a u l t y e x t e r n a l oil l i n e s , o r s t e e r i n g g e a r .
(b ) First test an d second test p re ss u re s e q u a lly l o w — indicate s
f a u l t y oil p u m p .
If the above test s h o w s t r o u b le to be in p u m p , s e e h y d r a u l i c
om
p u m p procedures described pre viou sly.
If t r o u b l e is s h o w n t o b e in s t e e r i n g g e a r o r h o s e s , e x a m i n e f o r
e x t e r n a l oil l e a k s a s d e s c r i b e d u n d e r L E A K S — I T E M 5.
L o w oil p r e s s u r e d u e t o r e s t r i c t i o n in h o s e s :
a. C h e c k f o r k i n k s in h o s e s . R e m o ve kinks.
.c
b. F o r e i g n o b j e c t s t u c k in h o s e . R e m o v e hoses an d re m o v e re stric tin g ob je c t o r replac e hose.
Low oil pressure du e to s teerin g gear
ry
a. L e a k a g e at v a lv e rings, va lv e b o d y to w o r m R e m o v e gear fro m tru c k fo r d is a s s e m b ly an d replace seals.
seal. ra
b. L o o s e fi t o f s p o o l in v a l v e b o d y o r l e a k y v a l v e Replace va lve.
body.
13. No effort required B r o k e n torsion bar Replace torsion b a r a n d s tu b s h a ft a s s e m b ly .

lib
to turn.
POWER CYLINDER
ar
1. Internal leaks. M o m e n t a r y increased effort w h e n tu rn in g w he e l. Replace c y lin d e r a s s e m b ly .

cc
2. External leaks. A r o u n d p iston rod seals. 1. R e p la c e seals.
A t hose connections. 2. C y l i n d e r relief v a l v e n o t w o r k i n g — re p lac e c y lin d e r a s s e m b ly .

si
T i g h t e n o r r e p l a c e c y l i n d e r if t i g h t e n i n g d o e s n o t r e m e d y c o n d i t i o n .
A r o u n d w e ld e d join ts. Replace cy lin d e r a s s e m b ly .

as
3. Excessive ball E n d play present. A d j u s t to spec ification s.
socket movement. W o r n b a ll s e a t s . Replace seats.
4. Piston rod end L o o s e bolts. T o r q u e to s p e c ificatio n s a f t e r p r o p e r p o s itio n in g to spec ification s.

cl
clamp movement.

POWER STEERING SPECIFICATIONS

PO W ER S T EER IN G G EA R A P P LIC A TIO N C H ART
TR U C K S ER IES G EA R M O D EL G EA R R A T IO
S e r i e s H / J - 7 0 a n d 8 0 ................................................................................................................................................................. 553-DV-67 2 8 .1 4 to 1
S e r i e s T - 7 0 ................................................................................................................................................................................................... 553-DV-54 2 8 .14 to 1
S e r i e s T / W - 8 0 ......................................................................................... .......................................................................................... 553-DV-55 2 8 .1 4 to 1
S e r i e s J M - 8 0 w i t h F - 1 6 0 F r o n t A x l e ............................................................................................................... 553-DV-70 2 8 .14 to 1
S T EER IN G G EA R A D JU S TM EN TS
T h r u s t B e a r i n g P r e l o a d ........................................................................................................................................................................................................................................1 t o 3 i n c h - p o u n d s in e x c e s s o f v a l v e a s s e m b l y d r a g
T h r u s t B e a r i n g A d j u s t m e n t P l u s S e a l D r a g ........................................................................................................................................................................................................................................ 8 inch-pound s m a x im u m
om
P i t m a n S h a f t P r e l o a d .......................................................................................................................................................................................... 4 t o 8 i n c h - p o u n d s in e x c e s s o f t o t a l b e a r i n g p r e l o a d a n d v a l v e d r a g
F i n a l O v e r - C e n t e r R e a d i n g ( t o t a l o f v a l v e a n d s ea l d r a g , w o r m b e a r i n g p r e l o a d , a n d la s h a d j u s t e r p r e l o a d ) .............................. 16 in c h -p o u n d s m a x i m u m
PO W ER S T EER IN G H Y D R A U LIC PUM P M O D EL A P P LIC A TIO N

T R U C K S ER IES PU M P M O D EL
H M / H G / J M / J G / H J / J J - 7 0 ........................................................................................................................................................................................................................................................................................................................................................................ 2 3 5 - P - 4 8
.c
HM JM TM W M - 8 0 ...........................................................................................................................................................................................................................................................................................................................................................................................2 3 5 - P - 4 8
H V . J V - 7 0 .................................................................................................................................................................................................................................................................................................................................................................................................................................2 3 5 - P - 3 6
T M - 7 0 ............................................................................................................................................................................................................................................................................................................................................................................................................................................2 3 5 - P - 4 9
ry
J M - 8 0 w i t h F I 6 0 F r o n t A x l e ........................................... ..................................................................................................................................................................................................................................................................................................................2 3 5 - P - 4 7
T J - 7 0 ......................................................... ......................................................................................................................................................................................................................................................................................................................................................................1 4 - 1 5 0 1 0 0 - 0 5
T G - 7 0 .................................................................................................................................................................................................................................................................................................................................................................................................................................1 4 - 1 5 0 1 0 0 - 1 0
V A N E T Y P E PU M P
H Y D R A U LIC PU M P
raS P EC IFIC A T IO N S
M a k e ............................................................................................................................................................................................................................................................................................................................................................S a g i n a w S t e e r i n g G e a r D i v i s i o n
lib
T y p e .................................................................................................................................................................................................................................................................................................................................................................................................................................................. 2 3 5 - P
Capacity per M in u te
All M odels E xc e p t 2 3 5 -P -4 7
ar
M axim um 3 . 5 g p m o f T y p e “ A ” a u t o m a t i c t r a n s m i s s i o n f l u i d a t 1 7 0 ° F . w h e n o p e r a t i n g p u m p a t 1 5 0 0 r p m a g a i n s t 50 ps i p r e s s u r e
M i n i m u m ..............................................................................................2 . 3 5 g p m o f T y p e “ A ” a u t o m a t i c t r a n s m i s s i o n f l u i d a t 1 7 0 ° F . w h e n o p e r a t i n g p u m p a t id le s p e e d
a g a i n s t 6 6 5 / 7 3 5 ps i p r e s s u r e
Pressu re Relief V a lv e
cc
M i n i m u m ( p s i ) ...................................................................................................................................................................................................................................................................................................................................................................................................9 0 0
M a x i m u m ( p s i ) .............................................................................................................................................................................................................................................................................................................................................................................................1 0 0 0
P u m p Model 23 5-P-47
si
M a x i m u m ............................................................................. 4 . 8 t o 5 . 2 g p m o f T y p e " A ” a u t o m a t i c t r a n s m i s s i o n f l u i d a t 1 7 0 ° F . w h e n o p e r a t i n g p u m p a t 1 5 0 0 r p m
a g a i n s t 5 0 ps i p r e s s u r e
M i n i m u m ..............................................................................................2 . 3 5 g p m o f T y p e “ A ” a u t o m a t i c t r a n s m i s s i o n f l u i d a t 1 7 0 ° F . w h e n o p e r a t i n g p u m p a t i d l e s p e e d
as
a g a i n s t 6 6 5 / 7 3 5 ps i p r e s s u r e
Pre s su re Relief V a lv e
M i n i m u m ( p s i ) ...............................................................................................................................................................................................................................................................................................................................................................................................1 1 0 0
M a x i m u m ( p s i ) ..............................................................................................................................................................................................................................................................................................................................................................................................1 2 0 0
cl
S LIP P ER T Y P E PUM P
M a k e .................................................................................................................................................................................................................................................................................................................................................................................................. T h o m p s o n P r o d u c t s
Capacity
M a x i m u m ........................................................................................................................................................................................................................................................................................................................................................................................... 3 . 4 t o 4 . 1 g p m
M i n i m u m ..................................................................................................................................................................................... 1 . 4 5 g p m w h e n o p e r a t i n g p u m p a t i d le s p e e d a g a i n s t 6 6 5 / 7 3 5 ps i p r e s s u r e
P re s s u re Relief V a lv e
M i n i m u m ( p s i ) ................................................................................................................................................................................................................................................................................................................................................................................................1 0 0 0
M a x i m u m ( p s i ) ..............................................................................................................................................................................................................................................................................................................................................................................................1 1 0 0

POWER STEERING SPECIFICATIONS (CONT.)

PO W ER S T EER IN G PO W ER C Y LIN D ER
M a k e .............................................................S a g i n a w S t e e r i n g G e a r D i v i s i o n
T y p e ......................................................................................................................................H y d r a u l i c
L e n g t h a n d S t r o k e ...................................................... See chart follo w ing
TR U C K S ER IES T Y P E O F M O U N TIN G R ETR A C TED LEN G T H E X T E N D ED LEN G T H S TR O K E
S e r ie s H / J - 7 0 a n d 80
F ro n t A x l e — F -0 7 0 ; F-0 9 0
F - 1 2 0 ; F - 1 6 0 ....................................... Side 16.680" 2 5 .74 0 " 9>/l6"
Series T -7 0
F r o n t A x l e — F - 0 7 0 ................................................. A xle 16.68 0 " 25 .740 " 9>/i 6"
F - 0 9 0 ; F - 1 1 0 ....................................... A xle 19.8 0 6" 30.866" ll'/ie "
Series T / W -8 0
F r o n t A x l e — F - 0 9 0 ................................................. Axle 17.9 3 6 " 26 .9 96 " 9'/l6"
Axle 19.8 0 6" 30.866" ll'/ie "
m
F - 1 1 0 ; F - 1 5 0 .......................................
S T EER IN G G EA R T O R Q U E S P EC IFIC A T IO N S
LO C A TIO N T Y P E O F PART T O R Q U E FT . LBS.
o
S te e rin g G e a r to F ra m e B olt
S e r i e s H / J - 7 0 a n d 8 0 ....................................................................................................................................................................................................................... Nut 45-55
Series T J T G / T M - 7 0 ......................................................................................................................................................................................................................... Nut 120-150
.c
S e r i e s T M / W M - 8 0 .................................................................................................................................................................................................................................. Nut 9 0 -110
P it m a n A r m to S h a ft
S e r i e s H / J - 7 0 a n d 8 0 C l a m p B o l t .............................................................................................................................................................................. Nut 80-90
ry
S e r i e s T / W - 7 0 a n d 8 0 .................................................................................................................................................................................................................. Nut 185-215
H o s e F i t t i n g s t o P o r t s ...................................................................................................................................................................................................................................... 20-30
P r e s s u r e H o s e U n i o n ......................................................................................................................................................................................................................................... 30-40
Control V a lv e to Ste e rin g G ear ra
T y p e 5 5 3 - D V ........................................................................................................................................................................................................................................................ B olt 35-45
Control V a lv e A d a p te r
( T y p e 5 6 8 - D V o n l y ) .................................................................................................................................................................................................................................. Bolt 15-20
A d j u s t e r P l u g ................................................................................................................................................................................................................................................................ Lock N u t 50-110
lib
S i d e C o v e r t o H o u s i n g ................................................................................................................................................................................................................................... B olt 25-35
L a s h A d j u s t e r S c r e w ........................................................................................................................................................................................................................................ Lock N u t 25-35
C y l i n d e r A n c h o r B r a c k e t t o F r a m e ............................................................................................................................................................................................. Nut 45-55
C y lin d e r A n c h o r B ra c k e t to A x le
E x c e p t F - 1 5 0 F r o n t A x l e .................................................................................................................................................................................................................. Nut 40-50
ar
W i t h F - 1 5 0 F r o n t A x l e ......................................................................................................................................................................................................................... Nut 70 -8 0
C y l i n d e r A n c h o r B r a c k e t t o T i e R o d U - B o l t ................................................................................................................................................................ Nut 30-40
C y lin d e r B all S tu d N u t
T G / T J - 7 0 w i t h F - 0 7 0 F r o n t A x l e ................................................................................................................................................................................. Nut 320-420
cc
C y l i n d e r B a l l S t u d S o c k e t C l a m p B o l t ................................................................................................................................................................................ Nut 40-50

R .H . Id ler A r m ( T y p e 5 5 3 -D V -7 0 o n ly)
S u p p o r t B r a c k e t t o F r a m e ............................................................................................................................................................................................................ Nut 45-55
T o S u p p o r t B r a c k e t .................................................................................................................................................................................................................................. Nut 30-40
C y l i n d e r t o R . H . I d l e r A r m ( 5 5 3 - D V - 7 0 ) ............................................................................................................................................................................ Nut 125-150
si
C y l i n d e r t o P i t m a n A r m S t u d N u t ............................................................................................................................................................................................... Nut 125-150

D r a g L i n k t o P i t m a n A r m S t u d N u t ......................................................................................................................................................................................... Nut 125-150
R e s e r v o i r t o M o u n t i n g B r a c k e t ....................................................................... ........................................................................................................................... Bolt 20-25
as
O i l C o o l e r t o S u p p o r t ....................................................................................................................................................................................................................................... Bolt 10-15
H YDRAU LIC PU M P TORQUE SPEC IFIC ATIO N S

VANE TY PE PU M P
cl
M o u n t i n g B o l t o r S t u d ........................................................................................................................................................................................................................ ............................................................................................................................ 2 5 - 4 0
P o r t F i t t i n g ......................................................................................................................................................................................................................................................................................................................................................................................... 2 5 - 4 0
SL IP P E R TYPE PUM P
R e s e r v o i r C a p S c r e w .......................................................................................................................................................................................................................................................................................................................................................... 1 5 - 2 0
P r e s s u r e R e l i e f V a l v e ............................................................................................................................................................................................................................ 30
F r o n t I n s e r t N u t .........................................................................................................................................................................................................................................................................................................................................................................9 5 - 1 0 5

cl
as
si
cc
ar
lib
ra
ry
.c
om
SECTION 10
WHEELS AND TIRES
Wheels used on vehicles covered in this man
ual are either cast (fig. 2) or Budd type (fig. 1). On WHEEL INSPECTION (BUDD TYPE)
cast wheels, tires are mounted on rims which are
secured on wheel with rim clamps and nuts. Budd Do not use wheels with bent rims. The con
type front wheels have a single nut, while rear tinued use of such wheels will result in excessive
wheels have inner and outer nuts. tire wear and, if wheel is mounted on front of ve
hicle, difficulty in steering will be experienced.
Wheels that are thought to be distorted may be
TIGHTENING WHEEL STUD NUTS
m
checked as follows, referring to typical diagram
When truck is new or after wheels or rims
(fig. 4) for checking points.
have been removed, tighten wheel stud or rim
1. Remove wheel from vehicle and dismount
clamp nuts daily for the first 500 miles of service
co
tire.
to compensate for setting in of clamping surfaces.
2. Clean all rust, scale, dirt, and greasefrom
Nuts should be tightened to torque listed in "Speci
rim.
fications" at end of this section. When Budd type
3. Mount whe"el securely in a lathe or other
wheels are used, studs and nuts on right side of
suitable fixture. NOTE: Face of hub in lathe or
y.
vehicle have right-hand threads, and studs and
fixture must run true, as any runout at that point
nuts on left side have left-hand threads. To tighten
will be increased from 1-1/2 to 3 times at check
nuts on Budd type dual rear wheels (fig. 1) loosen
ing points on rim.
outer nuts, then tighten inner nuts. Tighten oppo
site nuts alternately so wheel will be square against
hub flange. After tightening inner nuts, tighten
outer nuts. When tightening wheel rim clamp nuts
ar
br
Wheel
on cast steel wheels, a suggested sequence for
Nut
tightening is shown in figure 3 and a recommended
procedure is as follows:
li
1. Run the nuts up lightly following the sequence
shown.
ar
2. Tighten nuts progressively in the sequence

shown in figure 3 with torque wrench until torque
limit is reached. Do not tighten each nut completely
cc
at one time, but progress from one nut to another

so that wheel is tightened uniformly. Refer to
"Specifications" for torque.
On all type wheels, never use oil or grease on FRONT
si
studs or nuts. When installing dual rear tires,

valve stems should bepositioned 180 degrees apart. Figure 1— Typical Disc Type Wheels
as
cl
Figure 2 — Typical Cast Steel Wheel Rims

WHEELS A N D TIRES 10-2
systematic, and regular maintenance as do other

operating units.
The three major causes of tire troubles are
(1) underinflation, (2) bruises, and (3) misalign
ment. Tires should be checked periodically to pre
vent excessive damage caused by these conditions.
INFLATION OF TIRES
Underinflation is the greatest cause for loss

of tire life expectancy. Tires should be checked
frequently for this condition. The fabric, rubber,
bead, contour, and size of tires used on these ve
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hicles are designed to obtain maximum length of
service under all operating conditions to which
vehicles may be subjected. TIRES ARE DESIGNED
TO OPERATE EFFICIENTLY ONLY ON A PRE
SCRIBED AMOUNT OF AIR. Unless the correct air
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pressure is consistently maintained, the tires will
Figure 3— Wheel Nut Tightening Sequence (Cast Wheels)
not function as they should; consequently, safe
economical operation of vehicle will be materially
4. Revolve wheel slowly and check at point affected.
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"A " for lateral runout (wobble). This should not
exceed 3/32". Check at point "B" for radial runout An underinflated tire runs sluggishly, heats
(out-of-round). This should not exceed 3/32" total up quickly because of the greater flexing, and is
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indicator reading. Wheels that are distorted in subjected to more frequent bruising. On the other
excess of these limits should be replaced. hand, overinflation may weaken the tire, causing
a blow-out. In addition to the deteriorating effect
NOTE: Additional instructions on balancing
improperly inflated tires may have on the tire life,
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wheel and tire assemblies are included under this condition will affect steering, riding comfort,
"Wheel and T ire Balancing" later in this section.
and safe driving. FOLLOW THE TIRE PRESSURE
RECOMMENDATIONS OF THE TIRE MANUFAC
TURER.
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TIRES
For greater riding comfort, prolonged tire
Tube type tires are standard and optional on life, and to reduce wear and tear on the truck
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all vehicles covered in this manual. chassis, tires should be inflated for loads carried
on tires as indicated in "T ire Load and Inflation
One of the most important factors of econom Table" in "Specifications” at end of this section.
ical and safe truck operation is systematic and In no case should this combined front and rear tire
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correct tire maintenance. The tires must not only load exceed the maximum recommended load shown
support the weight of the loaded vehicle, but they in "Load Capacity Chart" in the current Owner's
are also integral parts of the transmission and and Driver's Manual.
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braking system. Therefore, the tires used on all

trucks should receive the same amount of careful,
BALANCED INFLATION
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The whole efficiency of the vehicle will be up

set if air pressure in the tires are out of balance.
Balanced inflation may be expressed as: All tires
on the same axle should always carry the same air
pressure. A difference in air pressure of the rear
tires and the front tires may be permissible with
in certain limitations; however, there should not
be a difference in pressure between the right and
left tires on the same axle. A five-pound under
inflation in one front tire not only can destroy ease
of steering, but creates steering hazards which

generally point to a potential accident. An under

inflated rear tire can destroy the value of the most
efficient brakes. Balance tires for ease of steering,
comfort in riding, safety in driving, as well as for
minimum fuel consumption and maximum tire
mileage.
PRESSURE LOSS
At periodic intervals, each tire should be
gauged for pressure loss with an accurate gauge
before tires are brought to correct operating pres
sure. The purpose of this check is to determine
the exact pressure loss in each tire. In other
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words, if at the time this check is made, a definite
pressure loss is noted in any one of the tires, an
inspection should be made of the tire showing the
loss and the cause of loss corrected. This method Three-Axle Truck T P M -7 6 6 6
should definitely establish a "danger signal" on
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the condition of the tires. The pressure loss check
should be made consistently with the same gauge, figure 5 — Tire Rotation Diagram
so that any element of inaccuracy in the gauge will
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be the same for all tires. TIRE ROTATION
VALVE CORE TWO-AXLE TRUCK (Fig. 5)
Tires should be moved from front to rear
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The valve core is a spring-loaded check valve after 1/3 of the life of the tread is worn off. If
in the valve stem, permitting inflation or deflation there is uneven tread wear on front tires, rotate
of the tube or tire. This check valve, or core, is tires immediately and check vehicle for mechan
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not intended to hold the air during operation. The ical irregularities. When tires are moved to rear,
valve cap is provided to seal the air in the tube follow recommendations previously described un
and tire. When valve cap is tightened down on stem, der "Selection of T ires " in matching them with
the sealing washer inside cap is pressed tightly other tires.
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against top of stem, preventing air leakage. It is

important, therefore, that valve caps be used at all THREE-AXLE TRUCK (Fig. 5)
times. Since there are five tires on each side of the
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vehicle, the front tires should be moved to the rear

SELECTION OF TIRES when 1/5 of the tread life has been used. Match
tires as previously described under "Selection of
All tires on an axle should, whenever possible, T ires."
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be of the same make, since difference in design

and tread in some instances result in unequal tire
rolling radii. On trucks equipped with one rear WHEEL AND TIRE BALANCING
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axle, and on trucks equipped with tandem drive

rear axles having an interaxle differential, dual It is desirable from the standpoints of tire
tires should have the same overall diameter with wear and vehicle handling ease to maintain proper
in 1/2-inch. On tandem drive rear axles without balance of front wheel and tire assemblies on all
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an interaxle differential, tires should be matched models. All wheels intended for use on front of
within closer limits to assure maximum tire life, vehicle, such as those switched during periodic
axle life, vehicle performance, and fuel economy. tire rotation and those installed as new or repaired
Tires having the same overall diameter within 1/8 replacement equipment, should be accurately bal
inch should be used. Furthermore, the sum of the anced. This may be accomplished by either of two
diameters of the four tires on the forward driving types of balancing systems in current use which
axle should equal the sum of the diameters of the balance wheels either on the vehicle or off. The
four tires on the rear driving axle. In highway "On-The-Vehicle" type, however, is the more de
service, the smaller of the two tires on a dual as sirable in that all rolling components (brake drums,
sembly should be installed on the inside position, bearings, seals, etc.) are included in the balancing
provided its diameter is within the tolerance des procedure and thereby have any existing unbalance
cribed above. corrected.

Wheel balance is the equal distribution of the When balancing wheels and tires, it is rec
weight of the wheel and tire assembly around the ommended that the instructions covering the oper
axis of rotation. There are two ways in which ation of the wheel balancer being used be closely
wheels can be balanced - statically and dynamic followed.
ally; wheels must be statically balanced before
they can be balanced dynamically. SYNTHETIC TUBES
STATIC BALANCE When installing synthetic tubes, coat both

Static balance (sometimes called still balance) sides of the flap (if used), inner diameter of tube,
is the equal distribution of weight of the wheel and and inside of tire beads with a solution of neutral
tire assembly about the axis of rotation in such a vegetable oil soap. Use a brush or cloth swab to
manner that the assembly has no tendency to ro apply. Do not allow solution to run down into tire.
tate by itself, regardless of its position. For ex This treatment aids tube in shaping itself properly
ample: A wheel with a chunk of dirt on the rim will during inflation. When tube and flap are not prop
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always rotate by itself until the heavy side is at erly lubricated, tube will be stretched thin in the
the bottom. Any wheel with a heavy side like this tire bead and rim regions.
is statically out of balance. Static unbalance of a
wheel causes a hopping or pounding action (up and TIRE MOUNTING
down) which frequently leads to wheel "flutter" and
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quite often to wheel "tramp." Tires may be secured on rims by a one-piece
split lock ring, or by a continuous side ring held in
DYNAMIC BALANCE place by a split lock ring. Conventional methods are
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Dynamic balance (sometimes called running used to mount and dismount tires.
balance) means that the wheel must be in static IMPORTANT: Most truck "rim accidents" are
balance, and also run smoothly at all speeds on an
caused by carelessless and thoughtlessness when
axis which runs through the centerline of the wheel
and tire and is perpendicular to the axis of rotation.
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inflating the tire after mounting. Such accidents
are always serious and sometimes fatal. Be on the
safe side -- always follow the precautions explain
To insure successful, accurate balancing, the ed below:
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following precautions must be observed:
On all rims, the lock ring must be fully seated
Wheel and tire must be clean and free from in the rim gutter before inflating tire. This is im
all foreign matter. The tires should be in good portant for the safety of the person inflating the
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condition and properly mounted with the balance

tire. As a safety measure, observe the following
mark on the tire, if any, lined up with the valve.
precautions:
Bent wheels that have runout over 3/32" should On Budd type wheels, use a steel bar approx
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either be replaced or straightened before being imately 1 " in diameter and long enough to extend
balanc ed. several inches over the lock ring at both ends.
NOTE Bend bar so it can be inserted through wheel spoke
openings with both ends of bar extending over the
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Inspect tire and wheel assembly to determine lock ring. Leave bar in place until tire is fully in
if an eccentric or out-of-round condition exists. flated, examine lock ring to see that it is fully
Note that this condition, if severe, cannot be "bal seated, then remove safety bar.
as
anced out." An assembly which has an out-of-round On cast wheels, wrap tire and rim with a chain
condition exceeding 5/16" on 8.25:20 tires and up, at opposite sides of rim and secure ends of chain.
is not suitable for use on the front of the vehicle. Leave chain loose enough to permit expansion of
Its use on the rear should be governed by its gen tire during inflation. After inflating, examine lock
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eral condition and whether the roundness defect ring to see that it is fully seated, then remove
seriously detracts from overall ride quality. chain.
IMPORTANT
Whenever servicing wheels, make sure mating side rings,
and/or lock rings are kept together in sets. Also, when it is nec
essary to replace any of the parts make sure they are the same
as those removed and that the lock ring properly seats in the rim.

SPECIFICATIONS
W H EEL NUT TORQUE
Cast Type Wheels

T ig h te n n u ts a lte r n a te ly a n d e v e n ly t o :
F r o n t ...................................................................................................................................................................................................................................................... 1 7 0 - 1 9 0 f o o t - p o u n d s
R e a r ........................................................................................................................................................................................................................................................ 2 0 0 - 2 2 0 f o o t - p o u n d s
Budd Type Wheels

..........................
F r o n t .................................................................................................................................................................................................................................................................... 4 5 0 -5 0 0 f o o t - p o u n d s
R e a r ( I n n e r a n d o u t e r n u t s * ) .......................................................................................................................................................................................4 5 0 -5 0 0 f o o t - p o u n d s
* L o o s e n o u t e r n u t s , t ig h t e n in n e r n u t s , t h e n t ig h t e n o u t e r n u ts .
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TIRES FOR TRUC K S IN HIGHWAY S ERVIC E
LOAD AND IN FLA TIO N T A B L E
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Tire and Rim Association Standard Tire Loads At Various Inflation Pressures.
TIRE SIZE PLY
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TUBE TYPE RATING 40 45 50 55 60 65 70 75 80 85
8 .2 5 - 2 0 10 2400 2 5 70 2 73 0 2890 3040 3 18 0 3330
8 .2 5 - 2 0 12 2400 2 5 70 2 73 0 2890 3040 3 18 0 3330 3460 3600 3730
9 .0 0 -2 0 10 3040
ra 3240 3440 3620 3 79 0 3960
9 .0 0 -2 0 12 3040 3240 3440 3620 3 79 0 3960 4 120 4280 4480
1 0 .0 0 - 2 0 12 3600 3820 4020 4220 4 4 10 4580
1 1 .0 0 - 2 0 12 4060 4300 4520 4 740 4950 5150
1 0 .0 0 - 2 2 12 3860 4080 4290 4500 4 70 0 4880
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1 1 .0 0 - 2 2 12 4320 4580 4 8 10 5050 5 2 70 5480
1 1 .9 -2 0 16 ( F o r S in g le T i r e A p p l i c a t i o n O n l y - -6 9 0 0 L b s . L o a d @ 1 0 0 p s i)
NOTE: B o ld fa c e f ig u r e s in d ic a te m a x i m u m r e c o m m e n d e d lo a d .
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At regular intervals, check tightness

of all wheel nuts. A noticeable noise or
vibration may indicate loose wheel nuts.
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as
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as
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SECTION 11
SHEET METAL
Information in this section covers replacement and adjustment of
sheet metal components as used on conventional cab models. Figure 1
illustrates the various sheet metal units.
RADIATOR SHELL GRILLE nector which is located at right side of radiator

REPLACEMENT shell panel. Also, disconnect the wiring harness
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ground wire which is attached to stud on frame
NOTE: It is not necessary to remove grille in side member with nut and washer.
order to make head lamp beam adjustments. Notch NOTE: Harness tape may have to be cut.
co
es in grille are provided for this purpose. 3. Remove three bolts and washers which at
1. Remove eight cross-recess screws which tach each side of shell to radiator support frame
attach grille to radiator shell. Remove grille. brackets or remove single bolt each side at mount
2. Place grille in position at radiator shell, ing pad.
y.
then install attaching screws firmly. 4. Remove two bolts which attach right and
left radiator support upper brackets to shell.
RADIATOR SHELL REPLACEMENT 5. Remove bolt, nut, and washer which attach
NOTE: The following explains procedure for

replacing the radiator shell assembly less the
radiator core and support as shown in figure 2 .
ar each radiator support strut rod to shell.
6 . Remove two bolts and nuts which attach
hood center panel to radiator shell.
7. Raise and support front end of hood center
br
However, the radiator core and support can be
left attached to shell if desired as shown in figure H O O D SUPPORT BLOCK
3. This latter method will require the draining of
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cooling system and disconnecting of radiator hoses.
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1. Raise and support hood side panels.
2. Disconnect head lamp wiring harness con
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IPPER BRACKETS
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:RAME BRACKETS
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R A D IA T O R SHELL D IS C O N N E C T PO IN T S
CORE SUPPORT
UPPER BRACKET
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R A D IA T O R S H E L L A S S E M B L Y R E M O V E D
Figure 1— Front End Components Figure 2 — Radiator Shell Replacement

SHEET METAL 11-2
NOTE: If collision repairs were made to front

W IRING HARNESS
end of vehicle, it may be necessary to realign the
shell and hood panels, using means of threaded
sleeves on radiator shell support strut rods (fig.
4). By shortening or lengthening rods, top of rad
iator core and shell can be tilted fore and aft to
obtain proper hood alignment.
FENDER ASSEMBLY REPLACEMENT

NOTE: The following describes procedure for
replacing the complete fender assembly which in
cludes components shown in figure 5.
M O U N T IN G PAD
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FAN SHROUD M O U N T IN G PAD REMOVAL
CORE SUPPORT-" RADIATOR CORE 1. Remove two bolts, nuts, and washers which
attach bumper to fender front support bracket.
2. At rear of fender, remove two bolts, bolt
Figure 3— Radiator Shell Removed spacers, nuts, and washers which attach fender to
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Showing Core Attached running board.
3. Remove nuts from four studs which attach
panel by placing a prop between top of engine and fender support to frame side rail. Lift fender as
sembly from vehicle.
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center panel. See upper view of figure 2.
8 . With aid of an assistant to lift radiator NOTE: If desired, the skirt and fender support
shell assembly upward so that radiator core sup can be readily separated from fender.
port center bracket clears top of core, move as
sembly forward from vehicle.
NOTE: If desired, the radiator core upper
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Assemble fender and skirt if necessary, then
center support bracket can be removed from shell install fender assembly in reverse of "Removal"
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assembly. procedures.
INSTALLATION (Refer to Fig. 2) NOTE: If all attaching hardware is installed
Install the radiator shell unit to vehicle in the loosely, components can be readily aligned before
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reverse of the "Removal" procedures. final tightening.

^ R A D IA T O R SHELL
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ic
ss
STRUT R O D
STRUT R O D
a
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THREADED
SLEEVE
R A D IA T O R SHELL
ITH READED:
SLEEVE
TYPICAL FOR C O N V . 7 0 A N D 80 SERIES TYPICAL FOR H V OR J V 7 0

EXCEPT H V A N D J V 7 0 T-2991
Figure 4 — Radiator Shell Support Strut Rods

SHEET METAL 11-3
SU PPO R T
FENDER A N D SKIRT ASSEMBLY
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FEN D ER SU PPO RT
'SU P P O R T BRACKET 'J. M O U N T IN G STUDS!
bo lt h o les
y.
Figure 6— Running Board Replacement
SPAC ERS
FENDER DISCONNECT POINTS INSTALLATION
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ra 1. Place running board in position on frame
Figure 5 — Fender Replacement supports, then install loosely, four attaching bolt
nuts and lock washers.
RUNNING BOARD REPLACEMENT 2. With bolt spacers held in position at fender,

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install bolts, flat washers, lock washers and nuts
(Refer to Figure 6 )
which attach running board to fender.
REMOVAL NOTE: Bolt holes at front of running board
1. Remove two bolts, nuts, and washers which and in the frame supports are slotted for purpose
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attach running board to fender. Remove bolt spacers. of obtaining proper alignment with fender outer
surface which should be flush.
2. Remove four bolts and lock washers which
attach running board to frame supports. Remove 3. Align running board with fender, then final
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running board. tighten all attaching bolts and nuts.
T W O A T T A C H IN G SLO TTED C U S H IO N
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B O LT S A N D N U T S BO LT H O L E S A S S E M B L IE S
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SLO TTED H OLES
CENTER PANEL
S ID E PANEL
T -3 4 4 0
Figure 7— H ood Center Panel Mounting

SHEET METAL 11-4
ASSEM BLY
(S L O T T E D H O LES IN
'BRACKET A N D SHELL
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H O O D PANEL
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R E T A IN E R BRACKET HOOD LA TC H A SSEM B LY
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Figure 8— Hood Hold-Down Catch and Bracket
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HOOD ASSEMBLY REPLACEMENT alignment. After making adjustments, tighten sleeve
clamps.
NOTE: The separate halves of hood assembly ra
can be readily replaced after first marking the
hinge-to-hood panel positions, then removing the IMPORTANT
hinge bolts. DO NOT OVER-ADJUST TO CAUSE
The following describes procedure for re ENGINE FAN TO CONTACT CORE.
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placing the complete hood assembly which includes Adjustment to this extreme would indi
the right and left, and center panels. cate collapsed mountings at engine or
cab.
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1. Raise both hood side panels and support Each half of hood assembly is adjustable in
with attached props. side opening by means of slotted attaching bolt
2. At front of hood center panel, remove two holes in the two hinge straps. If ncessary, loosen
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attaching screws, washers, and nuts. hinge strap bolts and reposition hinge. After mak
3. Disconnect wiring from center panel clips. ing adjustment, tighten attaching bolts firmly.
4. Underneath hood center panel, at the rear,
remove two nuts and washers which attach center
HOOD HOLD-DOWN CATCH
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panel mounting cushion assemblies to cab bracket.

5. With the aid of an assistant, carefully lift ADJUSTMENT
the hood assembly from vehicle.
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NOTE: The hood panels are equipped with

INSTALLATION compression type latches.
Install the hood assembly in reverse of the
The position of retainer brackets on cowl and
"Removal" procedure.
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radiator shell can be changed as required for ob

NOTE: If collision repairs were made or if taining alignment with hood latch by means of
new sheet metal parts were installed, it may be slotted attaching bolt holes (Left View, fig. 8 ).
necessary to realign the sheet metal. This can be
accomplished by changing the length of radiator
shell strut rods, one each side of core (fig. 4). IMPORTANT
NOTE: Slotted mounting bolt holes at rear of If latch assembly fails to align
hood center panel are provided to allow fore and properly with brackets on radiator
aft movement at top of shell. If necessary, loosen shell or cowl, loosen bracket attaching
adjustable sleeve clamps on struts, then turn sleeve bolts, then shift position of bracket as
as required to obtain good front end sheet metal required._____________________________

SECTION 12
CHASSIS ELECTRICAL AND INSTRUMENTS
This group, covering maintenance of chassis electrical system
and units, is divided into sections as shown in the index following.
Section Page No.

Miscellaneous E le c tric a l....................................................... 12-1
Alarm System......................................................................... 12-4
Instruments and G a u ges....................................................... 12-4
Lighting System...................................................................... 12-7
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Wiring D iagram s................................................ 12-14
MISCELLANEOUS ELECTRICAL
NOTE: Certain electrical units, when closely On all models using a V - 6 gasoline engine,
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associated with some other system or unit, are a special resistance wire is used in the engine
covered in other sections of this manual. wiring harness connecting the "IG N ” terminal of
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WIRING DIAGRAMS
Wiring diagrams, covered at the end of this ra

section, show electrical circuits and connections
for standard and optional equipment used on truck
series covered by this manual. Standard equip
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ment is shown in solid lines on diagrams and
optional equipment is shown in broken lines.
Truck series to which each diagram applies is
shown on each diagram.
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HARNESSES AND WIRES

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Some wires are grouped and taped together

with a moisture and heat resistant black, plastic
type tape to form a wiring harness; in other in
stances it is more practical to use a single wire
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or cable.
On some models, connections between chassis
wiring harness and the engine, body, and lighting
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wiring harnesses are made through terminal post

type chassis junction block. On other models, har
nesses are interconnected through multiple plug
and receptacle type connectors at engine side of
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dash.
Connections at instrument clusters are made
at multiple plug and receptacle type connectors or
through plastic insulated blade type connectors and
screw type terminals. Other connections at elec
trical units and controls are made through plastic
insulated blade type connectors or by screw type
terminals.
Every wire is of a specific size with plain
colored or striped plastic insulation, as indicated
on the wiring diagrams. Insulation colors assist in
tracing circuits and in making proper connections. Figure 1— Chassis Junctions (Conv. Cab Models) (Typical)

CH A SSIS ELECTRICAL A N D INSTRUMENTS 12-2

Chassis Junction Block The chassis junction block (fig. 1) is located
on right-hand side panel between door pillar and
back of cab. Junction block cover must be re
moved for access to junction terminals. Refer to
applicable wiring diagram at the end of this
section for arrangement of wiring.
T IL T CAB MODELS
Chassis junction block (fig. 2) is locatedunder
left-hand step riser panel and is accessible when
left-hand door is open and cover removed. One
1 2 -terminal junction block is used on vehicles with
standard equipment and an additional 1 2 -terminal
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junction is used when required for additional elec
Figure 2— Chassis Junction Block ITilt Cab) ITypical)
trical equipment. A 6 -terminal chassis junction
block is located on the frame side rail at left side
of cab.
the ignition switch to the positive (+) terminal of
the ignition coil. The proper length wire is used
CIRCUIT BREAKERS AND FUSES
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to provide the correct resistance. This wire is
identified on wiring diagrams as (20-Nat.-Red-
Blk.-Ct-3), (20-wht.-0rn.- & P pl.-C r.-Tr-3), or Headlight and parking light circuits are pro
tected by a 25-amp. automatic reset type circuit
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(20-Wht.-Violet-Orn.-Ct-3). DO NOT USE REG
ULAR COPPER WIRE IN PLACE OF THIS breaker built into the main light switch. Any con
SPECIAL RESISTANCE WIRE. dition which causes an overload on either circuit
Resistor provides increased voltage during causes the bimetallic element to open the circuit.
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starting of engine. When element cools, the circuit breaker will close
the circuit. This off and on cycle will repeat until
light switch is turned off or until cause of over
MAINTENANCE AND REPAIR
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load has been located and corrected. Circuit break
er is shown in main light switch wiring diagram
All electrical connections must be kept clean (fig. 14). If circuit breaker becomes defective, the
and tight. Loose or corroded connections will cause complete light switch assembly must be replaced.
a discharged battery, difficult starting, dim lights,
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A 15-amp. automatic reset type circuit break

and possible damage to generator and regulator. er is used in the two-speed axle shift switch c ir
Wires must be replaced if insulation becomes cuit and in stop light circuit on vehicles equipped
burned, cracked, or deteriorated. with two-speed axle or with special I.C.C. stop
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Whenever it is necessary to splice a wire or light switch. These circuit breakers (when used)
repair one that is broken, always use solder to are mounted at left or right of dash panel inside
bond the splice.. Always use rosin flux solder on the cab.
electrical connections. Use insulating tape to cover Circuits to two-speed axle electric shift motor
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all splices or bare wires. and to windshield wipers are protected by auto
When replacing wires, it is important that the matic reset type circuit breakers. Any condition
correct size as indicated on wiring diagrams be
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which causes an overload on a circuit, such as a

used. CAUTION: Never replace a wire with one of short, will cause circuit breaker bimetallic ele
a smaller size. Each harness or wire must be held ment to open the circuit; when element cools,
securely in place by clips or other holding devices circuit breaker will again close the circuit. This
to prevent chafing or wearing away the insulation off and on cycle will repeat until the switch con
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due to vibration. trolling the defective circuit is turned off, or until

By referring to the wiring diagrams, circuits the cause of overload has been located and cor
may be tested for continuous circuit or shorts with rected. In the event a circuit breaker becomes
a conventional test lamp or low reading voltmeter. defective iburns out or sticks closed), the defec
tive circuit breaker must be replaced. Circuit
CHASSIS JUNCTIONS breakers must be installed so the feed or battery
wire is connected to the "BAT" or short terminal,
Terminal posts on junction blocks are number and the wires carrying the circuit to the electrical
ed; these numbers correspond with numbers shown units connect to the "AUX." or long terminal.
in chassis junction symbols on the Wiring Figure 3 shows a typical fuse block and circuit
Diagrams. breaker mounting on conventional cab models and

CHASSIS ELECTRICAL A N D INSTRUMENTS 12-3
figure 4 shows a typical fuse block and circuit

breaker mounting on steel tilt cab models. On 2-Spd. Axle
steel tilt cab models, the axle shift circuit breaker Circuit Breaker
location will vary depending on other equipment.
SPEEDOMETER Windshield
Wiper
Speedometer is mechanically driven from Circuit Breaker
speedometer adapter by a flexible cable. The miles
per hour hand is magnetic cup actuated, while the
odometer is direct gear actuated. If speedometer
becomes inoperative, disconnect cable at rear of
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speedometer head and adapter and check to make Directional
sure cable and drive gear on transmission are Signal
operating properly. This can be done by driving Flasher
vehicle forward while an assistant checks move
ment of the drive cable inside the flexible cable.
If cable and drive gear operates properly, replace
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speedometer head. If not, determine which one of Figure 4 — Fuse Block and Circuit Breaker Mounting
(Tilt Cab Models) ITypical)
the two, the cable or the drive gear, is defective,
Replace defective component.
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To check speedometer for accuracy, use a
test machine that is equipped with a drive. Connect
speedometer head to drive and operate at a known
1000 rpm. The miles per hour hand should regis
ra ELECTRIC HORN
ter 60 mph and the odometer should register one
Horn used on all vehicles is an electric air-
mile per minute. If not, speedometer head is de
tone "S" type horn. Each horn is carefully adjusted
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fective and should be replaced.
and inspected during manufacture and should oper
ate indefinitely without attention. The horn assem
bly should not be adjusted or repaired. If horn be
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comes defective, it must be replaced.

If horn fails to operate, the trouble may be in
the external circuit. Quick checks may be made
with a jumper lead as follows:
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1. Connect jumper lead from No. 2 terminal

on horn relay to ground. If horn then operates, the
trouble is in the horn control circuit. If horn does
not operate remove jumper lead and proceed with
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step 2 .
2. Momentarily connect jumper lead between
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No. 3 and No. 1 terminals on horn relay. If horn

operates, the relay is defective.
3. Horn circuit is internally grounded through
the horn mounting. Therefore, it is necessary that
a good ground connection be maintained between
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the horn mounting bracket and its mating part.

Check for a good ground by connecting a jumper
lead from the horn bracket to the vehicle frame or
grounded side of battery. Be sure contact is made
through the paint of the horn bracket and frame.
After the above checks have been made and it
is established that the horn is at fault, the trouble
may be that the horn contacts are held open by a
foreign particle. This condition can sometimes be
Figure 3 Fuse Block and Circuit Breaker Mounting corrected by energizing the horn, then lightly tap
IConventional Cab Models) ITypical) ping the horn power plant to dislodge the particle.

C HASSIS ELECTRICAL A N D INSTRUMENTS 12-4
RELAYS through the coil winding. With winding energized,

armature is attracted to core and points close.
HORN RELAY Current from the battery (No. 1 terminal) then
Refer to applicable wiring diagram for wiring flows directly through relay contacts and out No.
connections at horn relay. Terminal numbers ap 3 terminal to the horn. The relay thus provides a
pearing on wiring diagrams are stamped on the higher voltage to the horn by avoiding voltage drop
bottom of the relay base. through the long circuit through the horn button.
Horn button in center of steering wheel is con
nected in series with the relay operating coil at re Relay cover can be removed and contact points
lay terminal No. 2. When circuit through relay can be cleaned. To remove cover, bend tabs se
operating coil is completed at the horn button, a curing cover to relay base. Relay is non-adjustable.
small amount of current flows from the battery If relay becomes defective, replace.
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ALARM SYSTEM
LOW AIR PRESSURE ALARM SYSTEM some vehicles, audibly and visually warns the
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driver of low air pressure, low oil pressure, and
overheated engine. Alarm system consists of a
Low air pressure alarm system consists of a low air pressure switch, low oil pressure switch,
low air pressure switch and a buzzer to audibly
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hot engine switch, alarm buzzer and rectifier as
warn the driver when air pressure in the system sembly, and a separate tell-tale light for each con
is below a safe limit for brake operation. Refer to dition. The buzzer and rectifier assembly is mount
"AIR BRAKES" (SEC. 5B) for information on low
air pressure switch.
The low air pressure alarm buzzer is mounted
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ed on left side of dash panel inside the cab on con
ventional cab models and on steel-tilt cab models,
it is mounted on instrument panel to steering col
on left side of dash panel inside the cab on con umn support bracket. Wiring connections are shown
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ventional cab models, or on instrument panel to on applicable wiring diagrams.
steering column support bracket on tilt cab models. Buzzer and rectifier assembly consists of a
When circuit through buzzer is completed at low vibrating armature type relay, which produces a
air pressure switch, action of the vibrating arm buzzing sound when the circuit through the relay
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ature striking the core produces a buzzing sound. coil is completed by either of the three controlling
Low air pressure alarm system wiring con switches, and a three-circuit rectifier. The rec
nections are shown on applicable wiring diagrams. tifier permits current flow in one direction only,
In the event of failure, the buzzer must be replaced.
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preventing back flow of current from one alarm

NOTE: This system is a part of the "Engine circuit from illuminating the other tell-tale lights.
Alarm System" when vehicle is so equipped. Thus, when only one abnormal condition exists,
the buzzer will sound but only the tell-tale light
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connected to that circuit will illuminate.

ENGINE ALARM SYSTEM In the event of failure of alarm buzzer and
This system, used as optional equipment on rectifier assembly, replace complete unit.
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INSTRUMENTS AND GAUGES

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CONVENTIONAL CAB MODELS REMOVAL

CAUTION: Disconnect battery cable toprevent
A typical instrument cluster used on these accidental grounding of ammeter before removing
vehicles is illustrated in figure 5. Cluster contains instrument cluster.
instrument lights, tell-tale lights, gauges, speed 1. Disconnect battery cable, then disconnect
ometer, and tachometer. multiple plug wiring connector from under dash.
NOTE: The instruments, gauges, and tell-tale 2. Remove six screws which attach instru
lights will vary with different truck models, de ment cluster to dash panel and tilt cluster outward
pending upon size of the vehicle and the equipment far enough to gain access to connections at back
used. of gauges and units.

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1 Transmission Temperature 6 Voltmeter 12 Water Temperature Tell-tale
Gauge 7 Brake Application Air Pressure 13 Low Air Tell-tale
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2 Engine Oil Pressure Gauge 8 Main System Air Pressure 14 R.H. Turn Signal
3 Speedometer 9 L.H. Turn Signal 15 Fuel Gauge
4 Tachometer 10 Differential Lock Tell-tale 16 Ammeter
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5 Engine Temperature Gauge 11 Low Oil Tell-tale T - 2 3 5 0 -1
Figure 5 — Typical Instrument Cluster (Series 80 Conv. Cab Model Shown)

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NOTE: It may be necessary to disconnect the plug connector under dash, then connect battery
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oil pressure gauge before tilting cluster outward. cable to battery.

3. Disconnect drive cables, lines, and wiring
connection from each gauge and unit.
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TILT CAB MODELS

4. Each gauge and unit is retained in the clus
ter by a mounting bracket. To remove a gauge or
unit, disconnect wiring, then remove nuts and One or two instrument clusters, mounted di
washers from gauge mounting bracket. rectly in front of driver, provide the necessary
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instruments, gauges and tell-tale lights for effic

INSTALLATION ient operation of the vehicle. Figure 6 illustrates
1. Position each gauge or unit in cluster and a typical set of instrument clusters, although the
install nuts and washers to secure. instruments, gauges and tell-tale lights may vary
2. Position instrument cluster in dash panel due to different truck models, depending upon the
far enough to gain access to rear of each gauge size of the vehicle and the equipment used.
and unit. Wiring harness connections are made through
3. Connect drive cable, lines, and wiring con multiple plug and receptacle type connectors. A
nectors to each gauge or unit. Insert tell-tale and locating key on harness receptacle engages a slot
illumination lamp bulbs in sockets. in cluster plug to assure correct installation.
4. Move instrument cluster into position and Electrical circuits to tell-tale lights, instru
secure with retaining screws. Connect multiple ment lights, and electrical gauges are printed on

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16 16 Siis*JKm
0
»
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LEFT CLUSTER RIGHT CLUSTER
1 Emergency Brake Tell-tale 7 Differential Lock Tell-tale 14 Turn Signal Indicator
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(When Used) 8 Hi Beam Indicator 15 Cluster Retaining Clips
2 Oil Pressure Gauge 9 Engine Temperature Gauge 16 Instrument Lights
3 Hot Engine Tell-tale 10 Generator No-Charge Tell-tale
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4 Speedometer 11 Tachometer 18 Temperature Gauge Capillary
5 Low Air Pressure Tell-tale 12 Low Oil Pressure Tell-tale Tube
6 Air Pressure Gauge 13 Fuel Gauge T P M -6 2 0 3 -2
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Figure 6 Typical Instrument Cluster (Tilt Cab Models)
back of instrument case. Each printed circuit age to depress the clip and may deform the panel
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starts and terminates at a terminal post. Each opening. Do not pry under edges of cluster at front
instrument and tell-tale light bulb is a miniature side of panel; this could damage the bakelite case.
base bulb, installed in a plastic holder which locks
into the case and makes contact with the printed
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circuit.
In the event of a visible break in a printed
circuit, it can be repaired by soldering; however,
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this work must be performed by a competent elec

trician. If it becomes necessary to replace gauges
or instruments, the case must be disassembled.
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The cluster face is attached to the case by eight

screws; the two center screws at top and bottom
also attach the retaining clips. Tell-tale and in
strument light bulbs can be replaced by removing
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the bulb holder from the back of the case.

Each cluster is retained in panel by four
spring retaining clips, two at top and two at bot
tom. Holes are provided in instrument panel to
permit using hooked tool (J-7900) to depress clips
and release cluster from panel. To remove cluster,
maintain a slight pressure on cluster from back
side while releasing the two lower retaining clips,
then release the two upper clips. Use of tool is
shown in figure 7.
CAUTION: Do not try to force bent end of tool Figure 7 — Removing Instrument Cluster
too far into opening; this will require more lever (Tilt Cab Model) (Typical)

LIGHTING SYSTEM
Headlights are equipped with " T - 3 ” Sealed-
Beam units - all other lights are replaceable bulb
type. Refer to "Specifications” at end of this
section for bulb size and trade number. Head
lights and parking lights are protected by a 25-
amp. circuit breaker built into the main light
switch.
HEADLIGHTS
All vehicles covered in this manual use the
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7-inch single sealed-beam unit type headlights or
dual headlights, using four 5-3/4-inch sealed-beam
units.
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A ll conventional cab models have dual head
lamps using four 5-3/4-inch sealed beam units.
On conventional cab models, headlights are
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mounted in front end grille. Headlight trim panel
must be removed for access to headlight beam
adjusting screws or for replacing sealed beam
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units. Figure 8 - “T-3" Headlight Lens
Single 7-inch sealed-beam units are mounted
in panel at each end of grille opening. Headlightra and just below the headlight level at 25 feet. To
trim ring, attached to panel with two screws, must obtain correct adjustment, beam adjustment should
be removed for access to beam adjusting screws be made with the vehicle loaded with the normal
or for replacing sealed-beam unit. average load it will be carrying during the major
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ity of its operation. Tires should be uniformly
HEADLIGHT BEAM ADJUSTMENT inflated to recommended pressure when adjusting
Both the 5-3/4-inch and 7-inch sealed-beam headlight beams. Beam adjusting screws are iden
units are "T -3 ” type units. Each "T -3 " sealed- tified in View A, figure 9, for dual units and in
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beam unit lens incorporates three projecting guide figure 1 0 for single units.
points which are optically ground to provide flat In all cases, it must be remembered that state
surfaces at right angles to the light beam (fig. 8 ). or local legislation and specific vehicle conditions
w ill govern the final aim for the best and safest
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This design, in addition to providing superior

lighting, permits adjustment of the light beams lighting. Especially in the case of vehicles carry
without the use of an aiming screen and without ing widely varying loads during night-time oper
requiring a large work area. Aiming is accom ation, the final decision as to safe operation must
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plished with the use of a "T-3 Safety Aim er." still be made on the basis of "the most light on the
Safety aimer (J-6408) can be used for adjusting road with the least annoyance to oncoming traffic."
the single 7-inch units. A later design aimer (J-
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6663) must be used on the dual 5-3/4-inch units; DUAL SEALED-BEAM UNIT REPLACEMENT
an adapter is provided with this aimer so that it
can also be used on the 7-inch units. Instructions Removal
for using the aimer are supplied by the instrument 1. Remove eight screws which attach trim
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manufacturer. panel to front end grille. Remove trim panel.

Headlight beam adjustment requirements will 2. Remove two screws (View B, fig. 9) which
vary on different vehicles due to size and distrib attach retaining ring to mounting ring.
ution of load, type of standard or optional suspen 3. Using a hooked tool, unhook spring from
sion, size of tires, tire pressures, and other hole in lower side of retaining ring (View C,fig.9).
factors. Average requirements are for the high 4. Tip retaining ring down and remove sealed-
intensity zone of the high beams of inner lights on beam unit as shown in View D, figure 9. Pull w ir
dual units to be straight ahead and 2 inches below ing connector plug off back of unit.
the headlight level at 25 feet. Low beam of outer
lights of dual units and all 7-inch units should be Installation
adjusted so the high intensity zone of the light NOTE: Sealed-beam unit with number "1 "
beam is just to the right of the headlight center molded on top of lens must be used at inside lights.

C H A SSIS ELECTRICAL A N D INSTRUMENTS 12-8
A — R etaining Ring A tta c h in g Screws

B— H o riz o n ta l A d ju s tin g Screws
m w 1 C— V e rtic a l A d ju s tin g Screws
H E A D L IG H T S IN S T A L L E D H E A D L IG H T T R IM PANEL
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R E T A IN IN G R IN G S P R IN G R E M O V IN G OR IN S T A L L IN G SEALED BEAM U N IT
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Figure 9 — Dual Sealed Beam Unit Replacement
Unit with number ” 2" on lens must be used at out ra 2. Position sealed-beam unit in mounting ring
side lights. with molded lugs on back of sealed-beam unit en
1. With retaining ring positioned as shown in gaging locating holes in mounting ring.
View D, figure 9, install wiring connector plug 3. Hook slot in retaining ring over retaining
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on back of sealed-beam unit. Position unit in clip near top of mounting ring and positioh retain
mounting ring with lugs on back of unit engaging ing ring over sealed-beam unit.
locating holes in mounting ring. Molded number 4. Hook retaining spring into slot near bottom
on lens will be at top when unit is properly of retaining ring (inset, fig. 1 0 ).
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positioned. 5. Adjust headlight beam as previously rec

2. Position retaining ring over lens and ommended under "Headlight Beam Adjustment."
secure to mounting ring with two screws (View B, 6 . Install retaining ring to grille panel and
fig. 9). secure with two screws.
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3. Hook spring into hole near bottom of re

taining ring (View C, fig. 9). PARKING LIGHTS
4. Adjust headlight beam as previously rec
Parking lights are illuminated with main light
ommended under "Headlight Beam Adjustment."
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switch pulled out to first detent position. Thepark-

5. Install headlight trim panel and attach to
front end grille with eight screws. Retaining I Vertical I
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Ring {Adjusting]
SINGLE SEALED-BEAM UNIT REPLACEMENT Screw I
Removal (Fig. 10)
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1. Remove two screws attaching headlight re

taining ring to grille panel and remove retaining Retaining
ring. Spring
2. Unhook retaining spring from slot near
bottom of retaining ring (inset, fig. 10). Swing
bottom of retaining ring out and disengage from
retaining clip near top.
3. Remove sealed-beam unit from mounting
Horizontal
ring and pull wiring connector plug off back of unit. Adjusting
Screw
1. Install wiring connector plug on back of
sealed-beam unit. Figure 10— Single Sealed Beam Unit Replacement

ing light circuit is protected by a 25-amp. circuit Installation

breaker built into the main light switch. Refer to "Specifications" for bulb size and
type. Note that J-slots in bulb sockets are of dif
BULB REPLACEMENT ferent depths and lugs on bulb base are located at
different distances from end of base. Lugs and
Removal slots must be matched to permit installation of
On conventional cab models, raise hood and bulb. Insert bulb in socket, press inward, and turn
pull socket and bulb assembly from lamp assem clockwise to lock in place. Position lens and gasket
bly mounted in grille panel. Press inward on bulb on body and attach with two screws.
and turn counterclockwise to remove from socket.
On tilt cab models, remove two screws which
attach parking lamp lens to light assembly and
IN ST R U M E N T A N D TELL-TALE
remove lens. Press bulb inward and turn counter
clockwise to remove from socket. LIGHTS
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Installation The instrument and tell-tale light bulbs are
NOTE: Refer to "Light Bulb Data" at end of either wedge base type or single contact, mini
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this section for bulb size and type. ature base type. On conventional cab models bulbs
are installed in pronged bulb sockets which snap
On conventional cab models, install new bulb
into openings in instrument cluster, gauges,
in socket and insert socket and bulb assembly in
speedometer and tachometer case. On tilt cab
lamp assembly. On tilt cab models, install new
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models, bulbs are installed in plastic holders
bulb in socket, then attach lens and gasket to lamp
which lock into the instrument case and make
assembly with two screws.
contact with the printed circuit.
LAMP ASSEMBLY REPLACEMENT
To remove parking lamp assembly on con
ventional cab models, remove bulb and socket as
ar Instrument panel lamp circuit on conventional
cab models is protected by a 5-amp. fuse located
on the fuse block. On tilt cab models, instrument
panel lamps are protected by a 14-amp fuse.
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sembly, then remove two screws attaching lamp as
sembly to front grille panel. Pull lamp assembly
from opening in grille panel. BULB REPLACEMENT
Refer to "Light Bulb Data" at end of this sec
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On tilt cab models, remove two nuts which tion for bulb sizes and trade numbers.
attach lamp assembly to front end sheet metal.
Pull lamp assembly from opening and disconnect Conventional Cab Models
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harness at junction. Pull bulb socket out of instrument cluster,

To install a new lamp assembly, position the gauge unit, speedometer case, or tachometer case.
assembly in opening and install two attaching nuts. Press bulb in and turn counterclockwise to remove
Insert bulb and socket in lamp assembly or con from socket. Install new bulb in socket, press in
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nect harness at junction. and turn clockwise to lock in place. Press socket
firm ly into place in opening in cluster, gauge unit,
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STO P A N D TAILLIGHT speedometer, or tachometer case.
Stop and taillight is a combination-type lamp,

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having a double-filament bulb. The taillight filament

is of 4 candlepower, and the stop light filament is
of 32 candlepower. An outlook lens in bottom of
light assembly provides illumination for license
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plate. On conventional cab models, a single stop

and taillight is mounted at center of rear cross
member. On tilt cab models a combination stop,
tail, and directional signal light is mounted at each
side rail.
BULB REPLACEMENT
Removal
Remove two lens retaining screws, then re
move lens and gasket from the body. Press bulb
inward and turn counterclockwise to remove. Figure 11— Replacing Instrument or Tell-Tale Light Bulb

CH ASSIS ELECTRICAL A N D INSTRUMENTS 12-10
T ilt Cab Models

Turn bulb holder counterclockwise to remove NO. 7 NO. 6 NO. 1 DOMELIGHT
from case (fig. 11). Pull bulb straight out to remove
from holder. Install new bulb in holder, press in
ward to lock in place. Insert holder in case with
lugs on holder entering notches in case; then turn
clockwise to lock in place.
DOME LIGHT
On conventional cab models, dome lamp is
mounted on instrument panel and provides lighting
to cab interior, glove box, and across the fuse
block. On tilt cab models, dome light is mounted
Figure 13— Main Light Switch
at rear of cab above rear window. Dome light on
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all vehicles is operated by turning main light switch
knob to extreme counterclockwise position. Light switch assembly is shown in figure 13, and
switch circuit diagram is shown in figure 14. Switch
BULB REPLACEMENT terminals are blade type. Connector plug, attached
to wiring harness, engages the blade type terminals
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Conventional Cab Models on switch. Connector plug can be installed only in
A tubular type bulb is mounted inside glove one position. Circuit diagram (fig. 14) is shown as
box in front of fuse block and is held in position by an aid in checking circuits. A rheostat is incor
two spring-loaded clips. To remove bulo, remove
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porated in the instrument panel light circuit for
two screws which attach lens to dash compartment purpose of dimming these lights if desired.
pillar, then remove lens. Pull bulb forward until The 25-amp. automatic reset type circuit
bulb releases from clips. Press new bulb in until breaker built into the switch assembly protects
secure in clips.
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the headlight and parking light circuits. Before
replacing light switch, make sure trouble is in
Tilt Cab Models switch and not elsewhere in the lighting system
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Dome light lens is of molded plastic, with a by checking circuits with suitable equipment.
lug molded on edge of lens at center top and bot
tom. To remove lens, grasp lens between thumb SWITCH REPLACEMENT
and finger at center, and squeeze sides together to
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disengage lugs from assembly. Bulb used in dome Removal

light is of the tubular type, and is held in position 1. Pull wiring harness connector plug off
by two spring-loaded clips (fig. 12). To remove switch terminals.
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bulb, pull forward until bulb releases from clips. 2. Pull switch knob out to extreme position,
Replace bulb and position lens in assembly and then press on spring-loaded release button on top
press in until lugs snap into place.
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M A IN LIGHT SW ITCH
Main light switch on instrument panel controls
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PARKING IPS.
all lights except the stop light and tell-tale lights. •n|—o—
•'II—o -
'P Holder
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Figure 12— Do me Light (Tilt Cab Modell (Typical) Figure 14— Main Light Switch Circuit Diagram

of switch assembly and pull switch knob and rod ated stop light switch is used on vehicles covered
all the way out. by this manual.
3. Use a wide-blade screwdriver to remove
ferrule securing switch to instrument panel, then MECHANICALLY OPERATED TYPE
remove switch assembly. The mechanically-operated type switch, used
on models equipped with vacuum-hydraulic brakes,
Installation is a plunger or lever type switch. With brake pedal
1. Position switch under instrument panel, released, edge of pedal lever holds switch plunger
with locating lug on switch frame engaging hole in, breaking circuit to the stop light. When brake is
in instrument panel. Thread ferrule into switch applied and pedal lever moves away from switch
frame and tighten firmly, using a wide blade plunger, a spring within the switch moves the
screwdriver. plunger out to complete the stop light circuit.
2. Insert switch rod through ferrule and push Switch terminals are blade type with wiring con
in until spring-loaded latch engages groove near nections made through a connector plug on wiring
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end of rod. harness. Switch cannot be disassembled; therefore,
3. Install wiring harness connector plug on if switch becomes defective, it must be replaced.
switch terminals, pressing it firm ly into place.
When installing a lever type switch, make sure
4. Check operation of all lights. lever on switch is located above brake pedal lug,
D IM M E R SW IT C H otherwise switch will not be operative. Also make
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sure wiring connections at switch are fully engaged.
Foot-operated dimmer switch is used to se After installing switch, it must be adjusted so
lect headlight high or low beam. Switch is mounted
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that initial movement of brake pedal, measured at
on left-side of cab flooring and is operative when the pedal pad, will permit switch to close and com
headlights are illuminated. Switch terminals are plete stop light circuit. After adjusting and tight
blade type with connector plug attached to harness. ening switch mounting nuts or bolts, visually check
SWITCH REPLACEMENT
ra operation of stop light to make sure stop light
comes on when brakes are applied and goes out
when brake pedal is released.
Removal
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Make sure main light switch is pushed all the
AIR OPERATED TYPE
way in or placed in "O ff" position, then remove
The air operated type stop light switch is used
dimmer switch as follows:
on vehicles equipped with air brakes or I.C.C.
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Conventional Cab Models. Inside cab, raise

trailer brake controls. Refer to "AIR BRAKES"
floor mat to gain access to switch. Remove two
(SEC. 5B) in this manual for information pertain
screws attaching switch to floor pan and pull w ir
ing to this switch.
ing connector plug off switch terminals.
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T ilt Cab Models. Inside cab, remove two

screws attaching switch to toeboard riser. Tilt
cab and from underneath, pull switch free from D IR E C T IO N A L S IG N A L LIGHTS
toeboard riser. Pull the wiring connector plug off
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switch terminal. Directional signal lights are either an integral

Installation part of the stop and taillight assemblies or are
as
Conventional Cab Models. Install wiring con mounted on each side of cab.
nector plug on switch terminals. Position switch When ignition or control switch is placed in
on cab floor and attach with two mounting screws. "On" position, 12-volts is supplied through a fuse
Place floor mat over switch and wiring connector to the flasher unit. Placing right-hand directional
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plug. signal on (lever in up position) supplies 1 2 -volts

from flasher unit through switch, then to right-
T ilt Cab Models. With cab tilted, install hand signal. The same procedure applies to the
wiring connector plug on switch terminals. Posi left hand signal, except that lever is in the down
tion switch under toeboard riser with the button position and a different set of contacts are engag
portion of switch extending through cab floor. ed in switch assembly.
From inside cab, install two screws to attach On conventional cab models, an arrow at either
switch to toe-board riser. side of tell-tale cluster flashes when either the
left or right signal light is illuminated. When turn
STOP LIGHT SW IT C H is completed, lever returns to "O F F" position.
On tilt cab models, a tell-tale light on instru
Either a mechanically-operated or air-oper ment panel marked "TURN-SIG" flashes when

either the left or right signal light is illuminated.

When turn is completed, lever returns to "O F F."
If instrument panel indicator light flashes in
one position but not the other, check for a burned
out signal lamp.
If indicator lamp fails to flash in either posi
tion, check fuse located in fuse block, then try re
placing the flasher.
BULB REPLACEMENT
NOTE: On vehicles using parking and taillight
assemblies for directional signals, refer to applic
able light assembly for bulb replacement.
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Removal (Fig. 15)
Remove three screws which retain rear lens
to light assembly and remove lens. To remove
bulb, press inward on bulb and turn counterclock
wise to release from socket.
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Figure 16— Directional Signal Control Assembly
To install bulb, insert in socket, press inward switch, then remove lever.
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and turn clockwise to lock in socket. Position gas 5. Remove screws which attach control as
ket on lamp housing, then position lens on housing sembly to housing, then remove control assembly
and attach with three screws. with wiring from housing.
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INSPECTION (Fig. 16)
D IR E C T IO N A L S IG N A L C O N T R O L Inspect switch, wiring, and bearing and re
A SS E M B L Y place defective parts. Inspect cancelling cam on
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steering wheel hub. Replace cam if worn or broken.
Control assembly consists of a switch, contact,
wiring and bearing assembly (fig. 16) and a can INSTALLATION (Fig. 16)
celling cam. Control assembly is installed over 1. Position control assembly in housing and
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the steering- shaft, inside the housing and the can attach to housing with three screws. Tighten screws
celling cam is attached to the steering wheel hub. firm ly. Do not exceed 20-inch-pounds torque.
2. Position control lever on control assembly
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REMOVAL (Fig. 16) and attach with screw. Tighten screw firm ly.
1. Remove steering wheel as directed in "Steer 3. Connect wires at dash connector.
ing Wheel Replacement" in STEERING (SEC. 9A). 4. Install steering shaft upper bearing sleeve
2. Remove steering shaft upper bearing sleeve. then install steering wheel as directed under
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3. Disconnect wiring harness at instrument "Steering Wheel Replacement" in STEERING (SEC.

panel harness connector. 9A) of this manual.
4. Remove screw attaching control lever to
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H A Z A R D W A R N IN G L IG H T IN G
SYSTEM
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All vehicles are equipped with a hazard warn

ing lighting system to be operated when on-the-
road disability occurs. A switch, mounted on the
instrument panel, or steering column, operates the
front and rear directional signal lights simultane
ously. A light inside the switch knob of tilt cab
models flashes on and off when hazard warning
lights are operating. On all other models, direct
ional signal tell-tales flash when hazard warning
lights are operating. Bulb inside switch can be
Figure 15— Directional Signal Light (Typical) replaced by removing the threaded knob.

C H ASSIS ELECTRICAL A N D INSTRUMENTS 12-13
SP E C IF IC A T IO N S
HORN RELAY (NON-ADJUSTABLE) Tilt Cab models.................................. 6013 (L)* 40-50 Watts
Model...........................................................................2480982 Stop and Tail Light................................... 1034 32-4
Parking Lights (When Used)......................... 67 4
Marker and Identification Lights (When Used) 67 4
L O W AI R P R E S S U R E A L A R M B U Z Z E R Instrument and Tell-Tale Lights
Model...........................................................................1116882 Conventional C a b ............................... 57 2
Point Opening (In.).............................................................. 0.017 Tilt Cab Models........................... ....... 161 1
Closing Voltage .................................................Adjust to Buzz at Directional Signal
.25-.35 Ampere at 13.5-14.5 Volts Combination Park and Direct. Sig............. 1034 32-4
Directional Signal Only......................... 1073 32
L I G H T BULB DATA
Headlamp Dome L ght............................................. 211 15
Conventional Cab Ammeter Tell-Tale Light (When Used)............ 55 or 57 1
Inside Light.................................. 4001 ( I) " 37!4 Watts Voltmeter Tell-Tale Light (When Used) 55 or 57 1 or 2
Outside Light................................ 4002 (L)* 37>/2-50 Watts •Long Life Unit
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CHASSIS ELECTRICAL AND
LE G E N D C H A RT
INSTRUMENTS
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12-14
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CHEVROIET
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SERIES 70-80
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HEAVY
DUTY TRUCK SHOP
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L-H. S T O P TA
SOIR-LP.
MANUAL
T-2602
Figure 17— Engine and Chassis Wiring— TG/TM70
)
CHASSIS ELECTRICAL AND INSTRUMENTS 12-15
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Figure 18— Miscellaneous R.P.O. Equipment— TM, TG, TJ70; TM, WM80
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CHASSIS
R.H FRONT
DIR SlG L A M P
HEATER C O N TR O L SW
ELECTRICAL
RH INSTRUMENT
16MAROON-13 ----
AND
INSTRUMENTS
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12-16
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LEGENO c h a r t
-------- STD WIRING
------- RPO WIRING
NOTE: ALL CONNECTIONS SHOWN

LOOKING AT OPEN MATING ENDS
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CHEVROLET SERIES 70-80 HEAVY
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K&*MTC*mi J
[ • }-----
DUTY TRUCK
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-----C i J ) — I6MAROON-I3
SHOP AAANUAL
L.H. FRONT
D lR .S lG .L A M P
T-l 698-1
Figure 19— Cab Wirina— TG, TJ, TM70; TM, WM80
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R.K DUAL SPEED

W/S W IP E R M OTOR
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HEATER CONTROL
FAN SW.
HEATER C O N TR O L (R P 0 - I4 0 5 )
HEATER R.R 0.-1406 (C 4 2 ) HEATER CONTROL (R P 0 -I4 0 6 ) FAN SWITCH
FAN SWITCH LOW MED
OFF '
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L'O N IGN.SW LH . W/S W IP E R 8
(-I6YELL-.93------ 1 WASHER MOTOR SWITCH
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ELECTRIC 2 SPCI W S WIPER
ft W A S ^ R R.P.O. 0 16 7 (C I4 )
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L H D UAL S P E E D W/S
WIPER a WASHER MOTOR
EMERGENCY POWER GLIDE S H IF T
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D IS A B IL IT Y S W ITC H L E V E R L A M P (I0 0 0 - I5 0 0 - R P 0 )
RH. CLEARANCE RH. CLEARANCE CONNECTORS

MARKER LAMP MARKER LAMP M J HORN
I JJUTTON 7
1----------18 B L A C K -2 8 --I--------
I ,------ I8 D K .B L U E - I 5 - K I p ^
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LT. BLUE 14 +
j' I ! \I !
FRONT I.D. T*>.*^*M8 DK.GRN;IS it
CHASSIS
LAMPS
•^^SGRAr8 —/,/ "VJ
re .
l - I 8 YELLOW -I 8 —/
I-----lfiWHT-17-----------
3 WHt-17- 7
11
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- I 8-P U R PLE -I 6
CHEVROLET SERIES 70-80
STD. DIRECTIONAL SW ITCH

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CAB FRONT M AR KE R LAM PS CAB FRONT MARKER LAMPS
ELECTRICAL
R.R0. 1261 (UOI) I-------20-LT. B L U E -I4 > L -M O D E L S
ON SEPARATE SWITCH
r 20-DK.BLUE l£ j ONL
R.PO. 1261 (UOI), 1263 H---- -------- 20-DK.GREEN-I9
I H ------- 20-LT. BLUE-14 —
\ y,lc — 20-DK. BLUE-15—
I
2 0 -B L A C K -2 8 -
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T L _ 20 -P U R P L E -16
L H . CLEARANCE
MARKER LAM P
1---------- I8 W H T.-I7 ---------
I
----------- 2 0 -Y E L L 0 W -I8 -
1— - 22 00 G RAY- 8--I0
1 0 0 -V 3 5 0 0 ONLY
AND
R A Y -8
rc CONNECTORS
HEAVY
PART OF BODY HARNESS — ^

SEE BODY WIRING DIAGRAM
INSTRUMENTS
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14 BRN BLK CR TR-41 EM E RG E NCY D IS AB ILIT Y SWITCH - R f> 0 .1262

BOLTED k TAPED
DUTY TRUCK SHOP MANUAL
SWITCH - HAZARD WARNING - R .P Q V74

I ^ — TERM. CONN.
OFF BRN. BLK.CR.TR.-4I
- J I- . ■- > ON
|n t n c q p i p i p i l
1 ' II I
I L-atdhitJLjtd
!! 'I lL. -fi ) MOMENTARY OFF
MARKER
LAM P SW. TO BOOY
l _, i-r j L - t f: c iG . ; •18 BN:9------ Q = > - I 6 B N^
2 0 AM P r HARNESS
! I-TR-! LINE FUSE fa
12-17
LIGHT SWITCH
CONN. H 6 - R E D - 2 —1
PAR T OFINSTR. PANEL FU SE P A N E L (P A R T O F IN S T R PANEL HARNESS)
__________ HARNESS T-2608
Figure 2 0 — Miscellaneous R.P.O. Equipment
CHASSIS
LOW OIL
TWO SPEED AXLE LAMP
R P O 0 46 9(H 72),0487(J02),0488(J02), / Q
0496(H72), 04II(J0I). 042 8(H 3 8 iJ09 -
ELECTRICAL
47 "»?o3
+4*/
rfcosr'
* 00°
AXLE SHIFT R Jt INSTR. INSTR. PANEL fU i.
SWITCH- RP.O. E N G .? i
PUSH PULL
TYPE CONN. §§ mSSa
16 BKGRNTR-III7
" t j t
m
-4 -1 s
i °gi |J. £
AND
LOW AIR
I FUSE
| PANEL
I FUSE
i PANEL
1 IT . LAMP
INSTRUM ENTS
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CIRCUIT BREAKER LH. INSTR.
CLUSTER INSTR. ^ I
i T f e -l6 -P H K -3 ------ 1 *— I6 BK .-I2 4 I4-PHC- 3 — a a -16 (RED) PANEL | |
____ J ] S - I 6 - HOT ENG. LR Jqj
^ C IR CU IT B R E A K E R CONNECTORS Q - I 6 B K J 2 4 ------- 1
Lg-H6-aGIU27T 1 |
SHIFT ( T |
r—— I6-BK.H24-
|6I
SPEEDO.
ADAPTER
r l^^20-aGRWSII2
SWITCH*
h o t ' en g .
I T . LAMP
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,om 20-DBL.-3I
12 -1 8
12 BLK-JPR.GRO. WIRE
TO I6 N --I4 -Pit:
16 CRN NAT. T R -112
16 BL. NAT. TR-3I- |------ 20-PK. TO CONN.
CONN
C0T
■^-TFRM
-TERM. TAPf
TAPED UP .ii! -y
/ [C H A S S IS - E N G IN E (START.
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H WIRWG HARNESS | HARN) J
NOT USED LASSEM.
Lt^20 W)llj r^,5l)
DPm -16 BLK.GRN.TR-IH
I.j! ii ;;Finrq
i 'I—f□'
LH. INSTRUMENT INS™
CLUSTER COW . ' '
ENGINE ALARM
--E ^jg-1€ R P O 0 6 0 6 (X-54)
br
OIL PRESS
SWITCH
LOW AIR
XZ1 SWITCH
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_ T - ^ 0
LOW AIR ALARM *I
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LOW AIR ALARM R.P.a-0508 (J63) RAO. ENG. m 6. INSTR. INSTR. PANEL R.H.
BUZZER ALARM o O CLUSTER
LOW AIR
ALARM CONN. Q£ (B LACK)
SWITCH
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LOW AIR
r— BRAIDED GRD. STRAP----- T.T. LAMP
M GR0.0N RH. FRAME RAH. GRQON LH. FRAME RAIL
KXO G R a STRAP
! tdbifc-jiHi:e-a
:!rj:i-f
\ ____ S ^ SOL.
i ° Qu!
I FUSE INSTR. I
STARTER
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i PANEL PANEL I
I
f i t LH.
o I
TWO 70 AH BATTERIES R.P.0.1208
SV'SA 4 00 0 -5 0 0 0
S V l- 4 0 0 0 16-fc '-I50-Eas§>+
S A I-4 Q O O
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HEAVY
r— BRAIOED GRO.STRAP — ►
k GRO.ON R.H. FRAME R A l
GRO.ON LHFRAME RAILA VOLTMETER
R .P .ai26 7 (U lO ) 't r l___J
z' N _ BRAIOEO GRO. STRAP ______ ______ r H 6 - R - 9 0 4 - c :Q r > ^ !
fi&RT OF NSTR»< „
CONN.-R.K DASH
BULKHEAD
FttNEL HARK A
° WAY
;\ ____ y o^ SOL.
— [-) CONNECTOR TM/TG (BOOY HARNESS)
V ALL CONVENTIONAL
PART OF—
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STARTER*
ENG. HARN. ' OIL PRESS. SW.
STARTER
205 AH BATTERY R.R0.1207 SOLENOID PART OF ENG. HARN.
M 6 - R - 9 0 4 - - * .------------- FROM W O N START S O L - (TILT-MODELS ONLY)
T-2609
Figure 2 } — Miscellaneous R.P.O. Equipment
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Figure 22— Miscellaneous R.P.O. Equipment
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CHASSIS
R.H. DUAL SPEED
W/S W IPER MOTOR
ELECTRICAL AND
HEATER CONTROL
FAN SW.
DASH PAN E L —\
m
FlH. W/S WIPER
HEATER CONTROL (R P 0 -I4 0 5 )
MOTOR SWITCH FAN SWITCH
HEATER RRCL-W06 HEATER CONTROL (R P0-I406)
LOW MED
FAN SWITCH
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INSTRUMENTS
_
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HEATER CONTROL LAMP
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12-20
I sjna-s—1|
i^Gza"Ll LH: W/S W IPER a
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WASHER MOTOR SWITCH 14-YELLOW 5l
i ------ 14 BLUE NAT CR TR-72
I !’ C_3 } —FUSE W-ORANGE-52—
I [I C"H
;:o3i
ELECTRIC 2 SPQ WS WIPER
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ft WASHCR R.PO. 0167 HEATER WIRING R.P.0.1405,1406
FUSE PANEL
LH DUAL SPEED W/S

WIPER a WASHER MOTOR
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EMERGENCY
DISABILITY SWITCH
CONNECTORS
HORN
BU I IO N ;
BUTTON;
rn — 18 BLACK-28 —
IH v
& --I8-D K.BLU E-I5-
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r^lSLT.BLU E-14 —
14------^
FRONT I.D. -<*M 8DK.GRN. 19----- 71
LAMPS
m ca f f £ 18-YELLOW H
I8-WHI-I7—
I8PURPLE
STD. DIRECTIONAL SWITCH

CAB FRONT MARKER LAMPS
ON SEPARATE SWITCH
TT, CAB FRONT MARKER LAMPS
R.RO. 1261
i------ 20-LT. BLUE I4>L-M ODE LS
r-20-DK.BLUE I5J ONLY
R.PO. 1261-1263 [-f-H ------- 20-DK.GREEN-19 -----
11 (—*------ 20-LT. BLUE-14--------
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2 0 B L A C K - 2 8 -------
NOTE'.
I ^ - 2 0 P U R P L E -I6 ------ BROKEN LINES INDICATE
1--------- 18 WHT.-I7-------------
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-------- 2 0 Y E L L 0 W 1 8 ------- EXISTING WIRING.
SEE RELATED COMPLETE
VEHICLE WIRING DlA -
FART OF INSTR. FANEL HARNESS—^ GRAM FOR COLOR
SEE BODY WIRING DIAGRAM CODE , SYMBOL IDENTITY
4 EXSTING WIRING.
14 BRN BLK CR TR-41 EMERGENCY DISABILITY SWITCH - R P O . 1262
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AIL CONNECTORS LOOKING

eaT E D & TAPED
-TERM. CONN. AT OPEN MATING ENDS.
,OFF BRN. BLK. CR. TR-41
' ON
\'J MOMENTARY OFF I l<
I t^ l|t-3
tdcd 'I l-3
|l L-3
|l ll-- 1
|
MARKER
L iZ r j L~. 11pCIG.; _ _ 1
20 AMP n
LAMP SW.
o g * 1—, 8 B N * — D Z H M N *- rjC3CJiKCiG.|
LTR.i
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L LINE FUSEW
FUSE f*NEL
.... I a L16HT SWITCH
CONN.
PART OF INSTR. PANEL
t-l6 -R E D -2 — 1
FUSE PANEL (PAR T OF INSTR. PANEL HARNESS)
T-2611 HARNESS

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Figure 24 — Miscellaneous R.P.O. Equipment
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SYM. COLOR
R.H. DIRECTIONAL R -R E D
SIGNAL L A M P O*ORANGE
Y * YELLOW
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CHASSIS
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ELECTRICAL
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AND
HEAVY
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INSTRUMENTS
LM. DIRECTIONAL
SIGNAL L A M P
12-23
T-1714 -1
Figure 26— Cab, Engine, and Chassis Wiring— TG70
CHASSIS
SYM. COLOR
R -R E D 2 0 -K Y V -0 -C T-3
R X DIRECTIONAL
SIGNAL LAM P 0 * ORANGE
Y-YE LLO W
ELECTRICAL
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AND
INSTRUMENTS
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12-24
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CHEVROLET SERIES
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70-80
HEAVY
DUTY
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TRUCK
SHOP MANUAL
U K DIRECTIONAL
SIGNAL LAM P
T-2615
Figure 27— Cab, Engine, and Chassis Wiring— TM70
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Figure 2 8 — Engine and Chassis Wiring— T M /W M 8 0

CHASSIS
ELECTRICAL
R.H. S T O P TAIL
& DIR LP
AND
INSTRUMENTS
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12-26
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4 WAV CONN
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HEAVY
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▼ DENOTES FRAME RAIL GRD. L H S T O P TAIL

• “ DENOTES SPLICE OR WIRE TERM. TERM INATION A DIR. LR
— OENOTES STD. WRG S T D -5 5 AMR GEN-

FUEL GA. TANK UNIT ---- DENOTES R.P.O. PARTS & WRG
T-2638
Figure 2 9— Engine and Chassis Wiring— TJ70
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CHASSIS
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ELECTRICAL
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HEAVY
AND
INSTRUMENTS
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LEGEND CHART
■-D E NO TE S PARTS & WRG. REMOVED WHEN ELEC.
2 SPD. AXLE IS NOT U S E D -R .P .O .
▼ -D E N O T E S FRAME R AIL GRD.

L.H S T O P T AIL
• -D E N O T E S SPLICE OR WIRE TERM. TERM INATION & DIR. LR
12-27
R.P.O.
-----D ENOTES STO. WRG 6 2 AM P GEN-
FUEL GA. TANK U N I T -------DENOTES R.P.O PAR TS & WRG
T-2639
Figure 3 0— Engine and Chassis Wiring— TJ70 with 62-Amp. Generator
CHASSIS
ELECTRICAL
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AND
INSTRUMENTS
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FU EL GA.
TANK U N IT
12-28
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-I8-BRN-9 —
— I8-YEL-I8 -
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STO P 8 T A IL LP.
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TO M A T IN G CONN.
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SEE CAB W RG . D IA G R A M
NOTE :
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ALL CONNECTORS SH O W N
L O O K IN G AT OPEN M A T IN G ENDS.
as
HEAVY
DUTY TRUCK
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SHOP
MANUAL
1-2642
Figure 31 — Chassis Wiring— HG, HM, JG, JJ, JM, JV70
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Figure 32— Chassis Wiring— HM, JM 8 0

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Figure 33— Chassis Wiring— HJ, HV70

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IB JjSfii
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*±52 * 5* < 0
h i ?s * x
JH
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m*
??5 ?**
i *s** _ asnnjo) I!
I I *?
II h
H
III li Ir
■Is ,------i i - K f ‘i f
r a f u II
H L-»f n
1 !i [Lq d i j °s n ' i___ii
ij ! « ? 5 i« L _ J! S| ?! ii
1 1
1
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.- 1 * I
SsillslllliujSii
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W iring-H M , JM 80
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Figure 35-Cob
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T-2647
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Figure 3 6 -C a b Wiring— HJ, JJ, HV, JV70
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CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP AAANUAL
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Figure 39— Miscellaneous R.P.O. Equipment— HM, JM, HG, JG, HJ, JJ, HV, JV70; HM, JM 80
CHEVROLET SERIES 70-S0 HEAVY DUTY TRUCK SHOP MANUAL

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CHASSIS
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ELECTRICAL
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AND
HEAVY
INSTRUMENTS
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STD. 42 AMR, a R.P.O. 55 a 62 AMP. GEN.
12-37
T-2651
Figure 4 0 — Engine Wiring— HG, J G 70
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V— VOLT. REG.
\ ( 6 2 A M P G E N .)
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RH UPPER
a LOWER
BEAM UNIT
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CHASSIS
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ELECTRICAL
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AND
SYM. COLOR SYM. IDENT.
HEAVY
R * RED S * STRIPE
LH UPPER
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8 LOWER 0 s ORANGE L * LIGHT

Y * YELLOW
INSTRUMENTS
BEAM UNIT D * DARK
DUTY TRUCK
GR - GREEN CT * CROSS TRACER

S T D 8 R P O BA T U S E D
BL * BLUE ----- DENOTES R.R O. WIRING A S D U A L C O M B IN A T IO N
BN * BROWN ■ DENOTES WIRES FOR DUAL SPD. W/S
BK * BLACK WIPER WASHER WIRING R.R 0.
GY = GREY NOTE ALL CONNECTORS SHOWN
SHOP MANUAL
N * NATURAL LOOKING INTO OPEN MATING ENDS.

V * VIOLET (P U R P L E )
P * PINK
12-39
W » WHITE
S T C t 5 5 a R.R 0. 6 2 A M R GEN.
T * TAN
T-2653
Figure 42 — Engine Wiring— HJ, JJ70
CHASSIS
ELECTRICAL
AND
D
TEM R SENDER
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- I6 -B K -6 0 -
R.H. U P P E R
I6-T-I2 — •!r - @ 3 — I8-D.GR.-35 ~
INSTRUMENTS
a LOW ER -I4-L6R-II-
B E AM U N IT R .R O .
HOT E NG .SW .
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R.H. U P P E R
BEAM U N IT
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GRD — I6UK-I50
12-40
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R .H . P A R K IN G '11—
L .R ( R . P . O )
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DASH M U L T IP L E
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BU LK H E AD
(S E E
C O NN ECTO R
CA B W IR IN G D IA G R A M )
CHEVROLET SERIES
-I8 -V -I3 -- _I
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L.H. P AR K IN G -I6 -T -I2 -
L .P (R .P .O .)
8AT. GRD. CABLE
G R D (g = h — !6-BK FRAME
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70-80
—« 4* •
L.H. U P P E R SYM . COLOR I 00
B E A M U N IT R = RED
as
HEAVY
I6-BK-I50 —1
0 = ORANGE
Y = YE LLO W
SYM. IDENT
S = STR IPE
h
STD
y
G R = GREEN
L = LIG H T
L.H . U P P E R I6-T-I2 — BL = B L U E 2 0 5 AH
a D —DARK
LOW ER I6-T-I2 - BN = BROW N
C T = CRO SS TRACER
B EAM U N IT !4-L CR-U - BK = B LA C K
---------- D E NO TE S R.P.O. W IR ING
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W = WHITE
n = natural ■ DENOTES W IR ES FO R D U A L S PD w/s DAS H P A N E L ------^
V = V I 0 L E T (P U R P L E ) w ip e r D a s h e r w ir in g r.r o .
P = P IN K n o te : a l l CONNECTORS SHOWN BACK OF CAB-

GY=G RAY LOOKING IN T O O P E N M ATING E N D S
T = TAN
T-2654
Figure 43— Engine Wiring— HV, JV70
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Figure 44 — Engine Wiring— HM, JM 80

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T-2655
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SECTION 13
RADIATOR AND SURGE TANK
All radiator core assemblies consist of three RADIATOR MOUNTING
components: Upper tank, center core section and
the lower tank. All tilt cab models employ a surge On all conventional models except HV, JV-70
tank mounted above the level of radiator core. Models, radiator is set in two rubber padded sup
ports and is held in place at the top by a bracket
which is bolted to the front end radiator shell (fig.
Pressure cooling is used on all vehicles. Cool
ant in a pressurized system does not boil until 1).
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temperature exceeds the normal boiling point of
Radiators in HV, JV-70 Models are trunnion
water. Also, in pressurized system coolant is not
mounted with strut rod provided at each side to
lost by evaporation.
adjust and maintain position of radiator. Figure 2
illustrates radiator installation in HV, JV-70
Cooling system pressure relief valve is in Models.
tegral with filler cap on all models.
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Radiator on tilt models 70 and 80 is bolted to
Cooling system pressure control is arranged a support frame. Bottom of support frame is
ry
so that excessive pressure is released through attached to a mounting bracket. Top of support
system overflow line which directs coolant out frame is mounted on each side to the control
below the engine. This prevents the possibility of island frame. Radiator support mounts for these
spray on ignition wiring and spark plugs. models are shown in figure 3.
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1 Support Brace 5 Mounting Pads

2 Upper Support Bracket 6 Lower Cushions
3 Radiator Support 7 Strut Rod
4 Lower Support Bracket
Figure 1— Radiator Installed (70 through 80 Conv. Models) (Except HV, JV70 Models)

RADIATOR A N D SURGE TANK 13-2
its base, make provision for catching oil drainage

IMPORTANT from cooler ports and lines. Disconnect all coolant
At regular intervals check and hoses and oil lines (if equipped) from radiator
tighten core support attaching bolts core assembly.
and nuts. 5. If equipped with fan shroud, remove at
taching bolts, then lay shroud back over fan blade.
RADIATOR CORE REPLACEMENT 6 . Remove two bolts from radiator core upper
brace at radiator shell. Remove two bolts (if equip

CONVENTIONAL MODELS (EXCEPT HV,JV-70) ped) from brace at radiator top tank. Remove up
per brace and two rubber cushions (if equipped).
Removal (Refer to Fig. 1) 7. Disconnect head light, parking light, and
1. Drain radiator. ground wiring from radiator shell assembly.
2. Remove hood assembly as described under 8 . Disconnect radiator upper and lower sup
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"Hood Assembly Replacement" in SHEET METAL port brackets and strut rods from radiator shell.
(SEC. 11) in this manual. 9. Pull radiator shell assembly forward to
3. If vehicle is equipped with air conditioning obtain additional clearance.
or power steering cooling coils, remove coils if 10. With the aid of an assistant, lift core as
necessary. sembly up and out of vehicle.
4. If radiator assembly includes oil cooler in
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1. Lower core assembly into position in vehicle.
2. Return shell to original position and connect
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strut rods and upper and lower support brackets to
radiator shell assembly.
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rubber cushions (if equipped), and tighten attach
ing bolts to 15 to 20 foot-pounds torque. Install
two bolts (if equipped) in brace at radiator top tank.
4. Install fan shroud (if equipped). Connect all
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coolant hoses and oil lines (if equipped) to radiator
core assembly.
5. Install power steering or air conditioning
cooling coils (if removed).
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6 . Install hood assembly as instructed under
"Hood Assembly Replacement" in SHEET METAL

(SEC. 11) in this manual. Fill cooling system.
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7. Connect head light, parking light and ground

wiring in original position and clip wiring to rad
iator shell and hood.
8 . On all models equipped with fan shroud,
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radiator should be aligned so that rear edge of fan

shroud is parallel with fan blade. On models with
out fan shroud, radiator core is positioned parallel
as
with fan blade. If radiator is not correctly aligned

with fan, the necessary adjustment can be made
by shortening or lengthening the radiator support
strut rods.
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NOTE: If strut rod adjustment is made, hood

1 Lock Nut 10 Radiator Mounting alignment must be checked as instructed in SHEET
2 Flat W ash er Bracket METAL (SEC. 11) of this manual.
3 U pp er Cushion 11 Spacer
4 Bracket 12 Insert MODELS HV, JV-70
5 L o w e r Cushion 13 Adjusting Screw
6 Adjusting Nut 14 Jam Nut
Removal (Refer to Fig. 2)
7 Jam Nut 15 Fram e Rail
8 Strut Rod 16 Mounting Bracket 1. Remove radiator shell assembly as de
9 Radiator Bolt T-2732 scribed under "Radiator Shell Replacement" in
SHEET METAL (SEC. 11) of this manual.
2. Drain radiator. Disconnect all coolant hoses
Figure 2— Radiator Installed (HV, JV70 Models) from radiator core assembly.

3. If vehicle is equipped with air conditioning core assembly while tightening take-up screw until
or power steering cooling coils, remove coils if side movement is eliminated. Tighten jam nut.
necessary. 3. Install upper cushions, washers, and lock
4. Remove upper lock nuts, washers, and cush nuts on radiator support strut rods. Tighten lock
ions from radiator support strut rods. nuts until a dimension of 1-7/8 inches is obtained
between outer edges of flat washers as shown in
NOTE: Do not move lower lock nuts on rods.
figure 2 .
5. At radiator core right trunnion frame rail 4. Install air conditioning or power steering
bracket, loosen jam nut and loosen take-up screw. cooling coils (if removed).
6 . With assistant supporting radiator, remove 5. Connect all coolant hoses to core assembly.
two bolts attaching each trunnion mounting bracket 6 . Install radiator shell assembly as described
to frame. Raise core slightly, then remove trun under "Radiator Shell Replacement" in "SHEET
nion brackets with rubber insulators. Carefully M E TAL" (SEC.11) of this manual.
lift radiator core assembly from vehicle.
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T IL T CAB MODELS
1. Carefully support radiator assembly in Removal (Refer to Fig. 3)
position. Install trunnion brackets with rubber in 1. Drain radiator.
sulators and steel washer (right side bracket only) 2. Disconnect throttle linkage at linkage brac
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to core trunnions. Attach each bracket to frame ket on radiator support.
rail with two bolts, washers and nuts. Torque nuts 3. Remove electrical components from rad
to 40 to 50 foot-pounds torque. iator support assembly.
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2. Take-up screw located in right trunnion 4. Disconnect upper and lower coolant hoses
mounting bracket is used to eliminate transverse from radiator.
movement of radiator core assembly. Tilt radiator ra 5. If vehicle is equipped with air conditioning
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Rubber Bushing
Mounting Bolt Nut
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Control Island
... - .- » • ri* Frame Bracket
Radiator Core and Support
ALL STEEL TILT CAB MODELS (EXCEPT TJ70) TJ70 MODEL
CORE UPPER M OU NTINGS
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Steel Shims
U-Bolt Sno»r (2 RetT d -1 I
as
Cushion
Radiator
Support
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Mounting
Bracket
Assembly
Speed Nut Flat Washer

Spring Nut
ALL TILT CAB MODELS (EXCEPT TM A N D TG70) TM, TG70 MODEL

CORE LOWER M OUNTINGS T -26 81 -1
Figure 3— Radiator Upper and Lower Supports (Models TM, TG, TJ70 and TM, WM80)

or power steering cooling coils, remove coils if

necessary.
6 . On TM, WM-80 and TJ-70 Models, remove
nuts, washers and spring from lower mount.

7. On TM-70 and TG-70 Models, remove
cotter key, nut, washer and lower cushion from
lower mount.
8 . Remove upper mounting bolts and rubber
bushings.
9. To remove radiator and support assembly,
tilt assembly forward and lift assembly out of
vehicle.
10. To remove radiator core assembly from
support assembly, remove cap screws from fan
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shroud and remove fan shroud. Remove cap screws
attaching radiator core assembly to support as
sembly and remove core assembly.
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1. Position radiator core assembly in support
assembly and secure with cap screws. Figure 4 — Combination Pressure Relief Valve and Filler Cap
2. Install fan shroud and retain with cap screws.
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3. Carefully place radiator and support assem
bly in vehicle. Be sure components of lower mount overflow pipe connects to valve outside the valve
are properly positioned. seal; thus no liquid or air can escape from the
4. Assemble radiator upper mounts and com
plete assembly of lower mounts.
5. Connect upper and lower coolant hoses to
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system when both valves are closed.
PRESSURE RELIEF VALVE TESTING

radiator. NOTE: A special testing kit which can be ob
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6 . Install air conditioning or power steering
tained locally is recommended for testing the
cooling coils (if removed). operation of pressure relief valve.
7. Install electrical components on radiator
and connect throttle linkage to radiator support. Pressure relief valve can be tested after
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8 . Fill cooling system and inspect system for

removing cap or valve from system. Instructions
leaks. supplied with testing kit should be followed to
assure proper check of unit.
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RADIATOR SURGE TANK

PRESSURE RELIEF VALVE
A separate radiator surge tank as used on all
Pressure relief valve assembly, whether sep steel tilt models is mounted to rear of control
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island framing. Tank serves as a coolant reservoir

arate or integral with radiator fille r cap, incor
for the radiator core which is mounted low to front
porates a pressure valve and a vacuum valve.
of engine. Hoses and pipes connect tank to radiator
as
When pressure in system reaches valve setting

and water pump. Supply tank incorporates the cool
(see "Specifications" at end of this section), pres
ing system fille r cap which is accessible from
sure valve opens and steam or vapor is allowed to
inside cab through small door at top of seat riser.
escape. As liquid in system cools it contracts; this
To gain access to supply tank itself, tilt cab
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allows pressure valve to close and also creates

forward.
a partial vacuum in system. Atmospheric pressure
.entering through overflow tube unseats vacuum At regular intervals check tank and connect
valve and allows atmosphere to enter system. The ing hoses for leaks. Keep hose clamps tight.

SPECIFICATIONS
C OOLING S Y S T E M P R E S S U R E R E L IE F V A L V E
C o m b in a tio n F ille r C a p a n d V a lv e T y p e :
S t a m p e d ............................................................................................................................................................................................................................................................... R C - 1 2 - 9 #
O p e n i n g P r e s s u r e ......................................................................................................................................................................................................................7 .9 t o 1 0 p s i .
In d iv id u a l V a lv e T y p e :
S t a m p e d ........................................................................................................................................................................................................................................................................5 6 7 -9 #
O p e n i n g P r e s s u r e ........................................................................................................................................................................................................................... 8 t o 1 0 p s i.
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COOLING SYSTEM NOTES A N D PRECAUTIONS
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1. Overheating is not always caused by a defective cooling system; incorrect
ignition timing, dragging brakes, under-inflated tires, and improper use of trans
mission gears can cause overheating.
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2. Keep water pump and fan drive belts at proper tension. Refer to ENGINE
COOLING SYSTEM (SEC. 6 K).
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3. Do not o ver-fill cooling system. Expansion of coolant when hot will cause
loss of coolant through overflow tube.
4. Do not remove radiator fille r cap when engine is hot. Wait until system
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cools off.
5. Do not pour cold water into cooling system when the engine is hot. Wait
as
until system cools off.

6 . If cooling system requires frequent refilling, check for leaks.
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7. Keep all connections tight, and make sure gasket on radiator fille r cap is
in good condition.
8 . When filling system with anti-freeze solution ALWAYS FOLLOW RECOM
MENDATIONS of anti-freeze manufacturer.
9. If vehicle is equipped with heater, open heat control valve by pulling "TEMP”
knob out whenever draining or initially filling the system.
10. Drain and flush cooling system every other year, preferably at the begin
ning or end of winter operation.

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O V E R H A U L S E C T IO N IN D E X
4 REAR AXLE
CHEVROLET
HEAVY DUTY TRUCK
(SERIES 70 and 80)
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5 POWER BRAKE
SHOP MANUAL
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CHASSIS OVERHAUL SECTION
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This manual includes procedures involved in disassem

bly and assembly of major components of Chevrolet Series
70 and 80 Heavy Duty Trucks.
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The Index on this page enables the user to quickly locate
any desired section. At the beginning of each section con
taining more than one major subject is a Table of Contents,
which gives the page number on which each major subject
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begins. An Index is placed at the beginning of each major

subject within the section.
A summary of Special Tools will be found following 6Y ENGINE ELECTRICAL
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Section 13 while Specifications covering vehicle com

ponents are presented at the end of each section.
This manual should be kept in a handy place for ready
reference. If properly used, it will enable the technician
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to better serve the owners of Chevrolet vehicles.

All information, illustrations and specifications con
tained in this literature are based on the latest product
as
information available at the time of publication approval.

The right is reserved to make changes at any time with TRANSMISSION
out notice. 7 AND CLUTCH
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• • •
CHEVROLET MOTOR DIVISION

G e n e ra l M otors C orpo ra tion
DETROIT, M IC H IG A N 9 STEERING
© 1966 Printed in U.S.A.

General Motors Corporation
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SECTION 4
REAR AXLE
CONTENTS OF THIS SECTION
Page Page
G eneral R e a r A x le I n f o r m a t i o n .................................... 4-1 Eaton Tandem R e ar A xle M odels 30 and 34 D S .

Eaton R e ar A x le Single Speed, M odels 16121, 17121 4-7 Rockwell Tandem R e a r A x le M odels SLH D and
Eaton R e a r A x le Single Speed, M odel 1 8 1 2 1 ............. 4-14 SQHD........................................................................
Eaton R e ar A x le Two-Speed M odels 16221, 17221,
18221, 19201..................................................................... 4-21
INDEX
Page Page
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G e ar Tooth Contact and B a c k la s h ....................................... 4-1 Pinion B earing Adjustments ( P r e - L o a d ) .......................... ... 4-6
Pinion Setting Gauge M eth od.............................................. 4-1 Overhaul
M arkings on Pinion and D rive G e a r .............................. 4-2 Eaton 16121, 17121 (Single Speed)....................................... 4-7
Pinion Setting P r o c e d u r e s ................................................. 4-2 Eaton 18121 (Single S p eed )................................................ ... 4-14
Setting New Pinion (Without G a u g e )................................. 4-4 Eaton 16221, 17221, 18221, 19201 (Two S p ee d )............. ... 4-21
G ear Tooth Contact (Red L e a d ) ....................................... 4-6 Eaton 30DS and 34DS (T a n d e m ).......................................... 4-31
G e ar B a c k l a s h ........................................................... ... 4-6 Rockwell SLH D and SQHD ( T a n d e m ) ............................. 4-34
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GENERAL REAR AXLE INFORMATION
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GEAR TOOTH CONTACT AND BACKLASH
The method of adjusting pinion and bevel gear to obtain
proper gear tooth contact and backlash varies, depending
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upon type of axle. Therefore, the following instructions PINION SETTING GAUGE METHOD
cover all types of axles, except as noted.
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The pinion setting gauge ( J - 5 3 4 1 ) is a direct reading
Differential carrier assembly should be mounted in
micrometer mounted in arbor. Adapter discs, which fit in
repair stand (J-3409) which facilitates repair and adjust
differential bores are mounted in sleeves that fit over the
ment operations (fig. 1 ). arbor. Different adapter discs are required for various
Two methods of establishing proper gear tooth contact
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axle models. The proper adapter discs hold the gauge

can be used. One is with the original method of using red
assembly so that center line of arbor coincides with
lead on gear teeth, the other is with a pinion setting
centerline of carrier bores.
gauge.
When using the gauge method, backlash is established
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after the pinion has been properly set. With red lead
TERMS USED
method, backlash is obtained first, then proper tooth There are several terms used in following text to de
scribe the various dimensions which must be determined
when using the pinion gauge setting method. These are:
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1. NOMINAL ASSEMBLY DIMENSION. This dimension,

which varies on different model axles, is actually
as
the distance between the center line of the drive gear

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TP-8432
F ig . 1 — D iffe re n t ia l C a r r ie r M o u n t e d in R e p a ir Stand Fig. 2 — N om inal Assem bly Dim ension

REAR AXLE 4-2
(or differential carrier bore) and the end of the drive

pinion as illustrated in figure 2 .
Gauge and
2. INDIVIDUAL VARIATION DISTANCE. This dimen
Sleeve Assembly
sion is a plus or minus variation of the NOMINAL
ASSEMBLY DIMENSION on each individual pinion
(marked on pinion - fig. 3) which may be caused by
manufacturing variations.
3. CORRECTED NOMINAL DIMENSION. This dimen
sion is the NOMINAL ASSEMBLY DIMENSION plus
or minus the INDIVIDUAL VARIATION DISTANCE.
4. CORRECTED MICROMETER DISTANCE. This di Collet
mension is the CORRECTED NOMINAL DIMENSION Master Gauge
less the thickness of the gauge set step plate (0.400")
mounted on end of pinion (figs. 5 and 6 ). Extension
5. INITIAL MICROMETER READING. This reading is
Checking Block
the dimension taken by micrometer to the gauge step
plate (figs. 7 and 8 ).
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6 . SHIM PACK CORRECTION. This is determined by
the difference between the CORRECTED MICRO
METER DISTANCE AND THE INITIAL MICRO
METER READING, and represents the amount of
shim pack to be added or removed as later explained.
Fig. 4 —Micrometer Check on Master Gauge
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MARKINGS ON PINION AND
DRIVE GEAR (+) or minus (-) dimension representing thousandths of an
inch, and on some Eaton axles, the dimension is etched
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NOMINAL ASSEMBLY DIMENSION on end of pinion as illustrated in figure 3. On some Eaton
The NOMINAL ASSEMBLY DIMENSION, measured axles, the dimension is etched on the O.D. of pinion
from center line of drive gear (or differential carrier splines.
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bore) to toe end of pinion or pinion bearing journal (fig. 2 )
is shown in NOMINAL ASSEMBLY DIMENSION AND OTHER MARKINGS
ADAPTER DISC chart in this section. All other markings on pinion or drive gear should not
be confused with NOMINAL ASSEMBLY DIMENSION or
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INDIVIDUAL VARIATION DISTANCE INDIVIDUAL VARIATION DISTANCE markings.
The INDIVIDUAL VARIATION DISTANCE is a plus
PINION SETTING PROCEDURES
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1. Determine the NOMINAL ASSEMBLY DIMENSION

from the marking on pinion (fig. 3) or from “ Nom
A — Backlash inal Assembly Chart” in this section. Also note
B— Nominal Assembly INDIVIDUAL VARIATION DISTANCE from marking
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Dimension on pinion (C - fig. 3).

C— Individual Variation 2. When the nominal assembly dimension is greater
Distance than the micrometer span, add the 1 " or 2 " extension
D— Gear and Pinion
as required (fig. 4) to micrometer. Be sure parts
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Matching Number
are clean and securely attached.
3. Locate the assembled micrometer in master gauge
(fig. 4), using the proper checking block. The mi
as
crometer should be accurate within 0.0005".

4. Clean differential carrier bores with crocus cloth to
remove any nicks or burrs. Thoroughly clean abra
sive from the drive unit.
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5. Install pinion and cage assembly in carrier. USING

THE ORIGINAL SHIM PACK, be sure that shims
are clean and properly aligned with oil passages in
cage and carrier. Install cap screws or stud nuts
and TIGHTEN TO RECOMMENDED TORQUE. (See
"Specifications” on specific axle.)
6 . Install gauge set step plate clamp assembly tightly to
carrier. Clamp screw should be at center of pinion

as shown at figure 5. On some axles clamp can be
secured to carrier by using bracket (SE-1065-56) as
shown in figure 6 .
7. With step plate clamp assembly securely attached to
carrier, install gauge set step plate as illustrated in
F ig . 3 — T y p ic a l P in io n a n d Beve l G e a r M a r k in g s figures 5 and 6 .

REAR AXLE 4-3
Adapter Discs
G auge and
Sleeve Assembly
Clamp Assembl'
FfPM 1 06*
Fig. 5 —Clamp and Step Plate Installation Fig. 7 —Pinion Setting Gauge Installed
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8 . After determining the NOMINAL ASSEMBLY DI pinion bearings instead of between pinion cage
MENSION (see step 1), select the proper adapter and carrier it will be necessary to remove
disc. In some instances, two identical discs are instead of adding shims as directed in paragraph
used, and in other instances two different slightly a. following, or added instead of removing as
tapered discs are used. When tapered discs are directed in paragraph b. following.
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used assemble the discs and sleeves to the arbor
a. When the “ corrected micrometer distance” is
with smaller outside diameter of discs toward out
more than the "initial micrometer reading,”
side. Tighten the sleeve nuts.
shim pack thickness equal the difference must be
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9. Retract micrometer and install the assembled gauge
added. As an example:
in carrier as illustrated in figure 7 or 6 .
Refer to left set of gears on figure 3.
10. Subtract from or add to the NOMINAL ASSEMBLY
DIMENSION, the INDIVIDUAL VARIATION DIMEN Nominal Assembly Dimension........................... 3.551"
SION shown by marking on pinion (C - fig. 3). This
results in the CORRECTED NOMINAL DIMENSION.
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Individual Variation Distance............................ +0.008"
Corrected Nominal Dimension.......................... 3.559"
11. Subtract the thickness (0.400") of the step plate Deduct Step Plate Thickness............................ 0.400"
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(mounted on pinion end), from CORRECTED NOM Corrected Micrometer D istan ce....................... 3.159"
INAL DIMENSION. This results in the CORRECTED Subtract Initial Micrometer Reading................. 3.139"
MICROMETER DISTANCE. Shim Pack to be A d d e d ..................................... 0.020"
12. Run micrometer thimble down to measure distance b. When the "corrected micrometer distance” is
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from center of carrier bores (drive gear center) to less than the "initial micrometer reading,” shim
step plate on pinion. This is the INITIAL MI
pack thickness equal the difference must be re
CROMETER READING (refer to figs. 5 and 6 ). moved. As an example:
13. The difference between the CORRECTED MICROM Refer to right set of gears on figure 8 .
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ETER DISTANCE and the INITIAL MICROMETER

READING determines the thickness of shim pack to Nominal Assembly Dimension............................ 2.656"
be removed or added. Individual Variation Distance............................ -0.002"
Corrected Nominal Dimension......................... 2.654"
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NOTE: When adjusting shims are located at Deduct Step Plate Thickness............................ 0.400"
Corrected Micrometer D istance....................... 2.254"
Initial Micrometer Reading............................... 2.274"
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Subtract 2.254" from 2.274" =

the amount of shim pack to be removed . . . . 0 .0 2 0 "
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F ig . 6 — C la m p a n d Ste p P late In sta lla tio n U sin g Bracket Fig. 8—Pinion Setting Gauge Installed

REAR AXLE 4-4
Pinion Markings Difference

Pinion Markings Difference Old Pinion New Pinion Between Markings
Old Pinion New Pinion Between Markings + 8 + 6 -2 Remove .002' Shims
+5 + 8 -3 Remove .003" Shim + 6 - 2 - 8 Remove .008" Shims
+ 8 +5 +3 Add .003" Shim -4 +4 + 8 Add .008 " Shims
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-3 -5 +2 Add .002" Shim + 2 + 6 +4 Add .004" Shims
-5 -3 -2 Remove .002" Shim -7 -4 +3 Add .003 " Shims
-3 4 4 -7 Remove .007" Shim - 2 -6 -4 Remove .004" Shims
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+2 -4 + 6 Add .006" Shim The sign of the old pinion is changed and then
The sign of the new pinion is changed and then added added algebraically to the new pinion sign.
& T P M - 9 1 4 0 -1
algebraically to the old pinion sign.
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Fig. 9 —G ear Tooth Contact Fig. 10—Gear Backlash
14. Remove gauge and discs from carrier, also remove determined as follows:
step plate.
15. Remove pinion and cage assembly as instructed in
respective axle assembly.
16. Add to or remove from original pinion cage to car
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rear pinion bearing cup (fig. 9) change the sign of the
marking (individual variation distance) on the new pinion
(plus to minus or minus to plus), then add the variation of
br
rier adjusting shim pack as previously determined the old pinion (sign unchanged) which will determine the
by calculations in paragraph 13. amount the original shim pack must be altered when in
17. Install shim pack pinion and cage assembly as in stalling a new pinion.
structed in respective axle section. Recheck in On those types of axles where the shims are located
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manner described above. The "Corrected Microm between the pinion cage and differential carrier (fig. 1 0 ),
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eter Reading" must be within plus or minus 0.002" change the sign of the marking (individual variation dis
of the "Corrected Nominal Distance.” This will tance) on the old pinion (plus to minus or minus to plus),
insure properly adjusted tooth contact. then add variation of the new pinion (sign unchanged)
18. Check gear tooth contact by using Red Lead Method which will determine how much the original shim pack
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as described later in this section. Adjust gear back must be altered when installing a new pinion.
lash as also described later in this section. When the approximate thickness of shim pack has been
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SETTING NEW PINION

(WITHOUT GAUGE)
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Whenever a pinion setting gauge is not available, the

approximate thickness of the pinion shim pack can be
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TP-8434
CORRECT INCORRECT TP 3240
F ig . 11 — W o rn Tooth C ro ss S e c tio n Fig. 12—Gear Backlash Check (Bevel)

REAR AXLE 4-5
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PAINTING GEAR TEETH CORRECT TYPE TOOTH CONTACT
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A HIGH NARR O W C O N T A C T A LOW NARROW C O N TAC T
is not d esirab le. If g e a rs are is not desirab le. If gears
p erm itted to operate with an ra are perm itted to operate with
adjustment o f this kind, noise, an adjustment o f this type,
gallin g and ro llin g o ve r of galling, noise and grooving
top edge of teeth w ill result. of teeth w ill result. T o obtain
T o obtain c o rre c t contact, c o rre c t contact, move pinion
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m ove pinion toward bevel away fro m d riv e gear. This
gear. T h is low ers contact w ill ra ise contact a rea to
a rea to p roper location. This p roper location. A c o rre c t
adjustment w ill d ecrease the backlash is obtained by m ov
backlash which may be c o r ing b ev el g e a r toward pinion.
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rected by moving b evel gear

away fro m pinion.
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A SHORT TOE C O N T A C T is A SHORT H E E L C O N TAC T

not d esirab le. If gears are is not d esirab le. If gears
are perm itted to operate with
a
perm itted to operate with an

adjustment of this type, chip an adjustment of this type,
ping at tooth edges and e x chipping, e x cessive w ear and
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c es siv e w ear due to sm all noise w ill resu lt. T o obtain

contact area w ill result. T o c o rre c t contact, m ove d rive
obtain c o r re c t contact, move gear toward pinion to in
d riv e gear fro m pinion. This crease lengthwise contact and
w ill in crease the lengthwise move contact toward toe. A
contact and m ove contact to co rrec t backlash is obtained
ward heel o f tooth. C o rre c t by moving pinion away from
backlash is obtained by m ov drive gear.
ing pinion toward b evel gear.
F ig . 13 — G e a r Tooth C o n ta c t C h a rt

REAR AXLE 4-6
determined, final check of gear tooth contact must be

made using Red Lead Method. Bearing Cage
GEAR TOOTH CONTACT

(RED LEAD)
Gear tooth contact cannot be successfully accomplished
until pinion and bevel gear bearings are in proper adjust
ment and gear backlash is within limits given in "Speci
fications” section for respective axle.
Check for proper tooth contact by painting a few teeth
of bevel gear with oiled red lead. Turn pinion in direction
of normal rotation, then note tooth impression on bevel
gear. Refer to figure 13 for proper tooth impression and
instructions regarding movement of pinion and bevel gear
to obtain proper tooth impression. Fig. 14—Pinion Bearing Pre-Load Check (Typical)
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GEAR BACKLASH
Gears that have been in service for extensive periods "Specifications” for bearing pre-load and dimensions of
form running contacts due to wear of teeth; therefore the spacers or shims available.
original shim pack (between pinion cage and carrier) Since installation of oil seal would produce false rotat
should be maintained when checking backlash. In the ing torque the seal should not be installed until after
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event backlash exceeds maximum tolerance, reduce back adjustment is completed.
lash only in the amount that will avoid overlap of worn
tooth section. Smoothness and roughness can be noted by
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rotating bevel gear. CAGE TYPE
If a slight overlap, as illustrated in figure 9 takes place 1. With pinion bearings, and adjusting spacers (or
at worn tooth section, rotation will be rough. shims) installed in cage, rotate the cage several
If new gears are installed, check backlash with dial revolutions to assure normal bearing contact.
indicator. Figure 10 illustrates typical method of check
ing backlash. Backlash dimensions are listed in “ speci
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2. Place assembly in arbor press and apply pressure
(25,000 lbs.) to outer bearing.
fications” for specific axle. 3. Wrap soft wire around cage and pull on horizontal
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Backlash is increased by moving bevel gear away from line with spring scale (J-8129) (fig. 14). Rotating
pinion, and may be decreased by moving bevel gear (not starting) torque should be within limits given in
toward pinion. "Specifications” for respective axle.
When the drive gear is attached to the differential, NOTE: Method o f determining inch-pounds
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backlash is accomplished at differential bearing adjusting torque with scale is to divide diameter of cage
rings. Keep in mind that when one ring is tightened the by 2 in order to determine radius. Multiply
opposite ring must be loosened an equal amount to main radius in inches by pounds pull required to ro
tain previously established bearing adjustment.
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tate cage to determine inch-pounds torque.

On axles where the bevel gear is supported by cross Example: An 8 -inch diameter divided by 2
shaft, backlash is accomplished by adding or removing equals 4-inch radius. Multiply 4-inch (radius)
shims under bearing cages. Refer to respective axle by 5 pounds (pull) equals 20 inch pounds torque.
section.
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4. If press is not available, preload torque can also be

PINION BEARING checked by installing propeller shaft yoke, washer,
and nut. Tighten nut to recommended torque (see
ADJUSTMENTS (PRE-LOAD)
as
"Specifications” ); then check as previously ex

Pinion bearing must be adjusted for pre-load before plained. Remove yoke after correct adjustment is
assembly is installed in carrier. Refer to respective axle obtained.
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REAR AXLE 4-7
REAR AXLE (SINGLE SPEED)

(EATON 16121, 17121)
This section contains overhaul information on single DIFFERENTIAL

reduction Eaton rear axles.
Differential is conventional four pinion type with drive
Refer to "Specifications” at end of this section for new
gear attached to flanged half of differential case with
limits, fits, tolerances, torque readings, and other im
rivets. Differential case is two-piece type machined as a
portant inspection and reassembly information.
matched assembly, and must be replaced as such.
Thrust washers are used between differential side
CONSTRUCTION gears and case, and between differential pinions and
case. Adjusters are provided at each end of differential
Internal construction of the axles covered in this sec
for differential bearing adjustment, also for drive gear
tion are typically illustrated in figures 1 and 2. Main
and drive pinion backlash, and gear tooth contact
tenance and repair procedures on both make axles are
adjustments.
similar with exceptions noted in text.
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AXLE SHAFTS AND HOUSING
DRIVE PINION AND CAGE
Axle shafts are full-floating type, splined to differential
Propeller shaft yoke is splined to drive pinion and re side gears at inner ends and attached at flanged outer
co
tained on pinion with a nut and washer. ends to hubs by studs and nuts. Stud holes in each shaft
Drive pinion is straddle mounted between straight flange are taper-reamed to accommodate split tapered
roller bearing at inner end and two opposed taper roller dowels.
bearings at outer end. The banjo-type axle housing is one-piece design with
y.
Drive pinion bearing pre-load adjustment is controlled spring seats welded in place. Brake shoe backing plate is
by thickness of bearing spacers installed between pinion attached to a flange near outer ends of housing. Outer
bearings. Shim pack thickness, used between pinion cage ends of housing are machined to accommodate wheel
and carrier, can be varied to provide proper pinion and
drive gear backlash and gear tooth contact.
ar bearings and threads are cut at extreme outer ends for
installation of wheel bearing nuts.
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OVERHAUL
DISASSEMBLY DIFFERENTIAL REMOVAL
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1. Mount differential carrier in a suitable repair stand

Procedures in following paragraphs apply to all axles
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or in a vise equipped with padded jaws.

in this section unless otherwise indicated. Key numbers 2. On models using thrust block remove thrust screw
in the text refer to those in figures 1 and 2 with the ex lock nut and screw, so drive gear and differential
ceptions noted in text. case assembly will clear drive pinion when case
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1. Check axle housing for lubricant leaks, before clean assembly is removed from carrier.
ing; then clean thoroughly. 3. On models using oil distributor (fig. 1), remove oil
2. Check drive gear and pinion backlash. Refer to distributor plug (34) and spring (33). Lift oil dis
"Specifications” at end of this section. tributor tube from carrier.
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3. Check pinion bearing end play. 4. Center punch differential carrier leg and bearing
cap, in manner illustrated in figure 2 , for identifica
tion when reassembling.
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5. Remove bearing cap screws, bearing caps (26) and

DIFFERENTIAL CARRIER REMOVAL adjusting rings (29).
6 . Lift differential and gear assembly from carrier;
1. On axles with a removable cover remove cap screws On models using thrust block, remove thrust block
and lock washers, then remove axle housing cover
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(34) from inside of carrier housing.

and gasket.
2. Remove all differential carrier to axle housing stud
nuts (or cap screws) and lock washers, except the DIFFERENTIAL DISASSEMBLY
two near top. Loosen two at top and leave installed
to prevent carrier from falling. 1. Place differential assembly on bench. If original
3. Break carrier loose from axle housing by tapping identification marks on case halves are not clear,
carrier with rawhide mallet. punch mark both halves (fig. 3) to assist in properly
4. Support carrier on roller jack; then remove top nuts matching at reassembly.
(or cap screws) and lock washers, then work carrier 2. Cut lock wires or remove cotter pins, then remove
free, using puller screws in holes when provided. A nuts and bolts or cap screws, and separate case
small pinch bar may be used to keep carrier straight (fig. 3).
in housing bore while carrier is withdrawn, provided 3. Remove four pinions (22) and thrust washers (21)
end of bar is rounded to prevent damage to carrier from spider (23). Remove differential side gears
flange. (19) and thrust washers (18) from case.

REAR AXLE 4-8
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25 24
1 Yoke Nut 13 Differential Carrier 25 Bolt and Nut
2 Yoke 14 Bearing 26 Bearing Cap
3 Oil Seal 15 Cap Screw 27 Bearing Cup
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4 Oil Seal Retainer 16 Axle Shaft - Right 28 Bearing Cone

5 Pinion Cage 17 Differential Case 29 Adjuster Ring
6 Adjusting Shims 18 Side Gear Thrust Washer 30 Adjuster Lock
7 Bearing Cup - Outer 19 Side Gear 31 Axle Shaft - Left
8 Bearing Cone - Outer 20 Cap Screw 32 Oil Distributor Tube
9 Adjusting Spacer 21 Pinion Thrust Washer 33 Retaining Spring
10 Bearing Cup - Inner 22 Differential Pinion 34 Plug
11 Bearing Cone - Inner 23 Differential Spider 35 Cap Screw
12 Drive Pinion 24 Drive Gear 36 Oil Seal tpm-6622
F ig . 1— S e c tio n a l V ie w o f Rear A x l e — Eaton 16121 and 17121

REAR AXLE 4-9
Fig. 2 —D ifferential Bearing Gap Alignment Marks
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4. If differential side bearings require replacement,
use universal puller set (J-3493) in manner shown in
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figure 4 to remove bearings.
PINION CAGE REMOVAL

1. Remove cap screws and lock washers which attach
.
pinion cage (5) to carrier. With puller screws in
Fig. 4—D iffere ntia l Side Bearing Removal
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stalled as shown in figure 5, pull cage from carrier.
Use a blunt chisel in V-groove around flange of cage
assembly. (J-3453) in manner illustrated in figure 6 and re
move pinion nut ( 1 ).
NOTE:
shims.
Use of pinch bar may damage adjusting
ra2. Place assembly in arbor press with cage on bed of
arbor. Press drive pinion (12) downward and out of
2. Remove adjusting shims (6 ) from between carrier cage.
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and cage. Wire shim pack together to facilitate 3. Propeller shaft yoke remover (J-4743 or J-3420)
adjustment at reassembly. can be used in manner illustrated in figure 7. Re
move yoke and retainer and oil seal assembly (4).
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PINION AND CAGE DISASSEMBLY Remove pinion bearing spacer (9), from pinion.
Carefully tag adjusting spacer for reassembly
1. Hold propeller shaft yoke (2) with holding bar reference.
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4. Lift outer bearing cone (8 ) from cage.

5. When inspection indicates necessity, cups (7 and 10)
can be removed from cage (fig. 8 ) with remover
(J-3940).
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6 . If necessary pinion bearing inner cone (11) can be

removed with universal puller (J-3493) (fig. 9).
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7. Remove stake points or snap ring holding straight

roller bearing (14) to pinion, then remove bearing
(fig. 9).
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SID E G E A R
THRUST W A S H E R
A LIN E M E N T
MARKS P IN IO N G E A R
*T ^ T H R U S T W A SH ER
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F ig . 3 — D iffe re n t ia l C a s e A lig n m e n t M a rk s Fig. 5—Pinion Cage Removal

REAR AXLE 4-10
Bearing
Cage Bearing Cup
Remover
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Fig. 6—Use o f Holding Bar on Pinion Yoke
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REASSEMBLY
Key numbers in text refer to those in figure 1.
Before axle is assembled, make sure that all parts
ra Fig. 8—Pinion Cage Bearing Cup Remover
have been thoroughly cleaned, and then apply a thin

coating of differential lubricant to all thrust and bearing
PINION AND CAGE ASSEMBLY
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surfaces to prevent scoring of parts when vehicle is first If inspection indicates that drive pinion (12) should be
placed in service. replaced, replacement of drive gear (24) is also neces
Use of new lock washers and gaskets is recommended sary as these parts are serviced as matched sets.
throughout, during assembly of axle. Adjustments must 1. Press inner pinion bearing (11) onto drive pinion
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be carefully made to insure efficient and continuous ( 1 2 ) with wide portion of cone toward pinion, until
operation. Refer to "Specifications” at end of this section seated against shoulder. Use plates from universal
for torque specifications on various bolts and nuts. set as shown in figure 1 0 .
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P in io n
Y o k e R em over
T P -8 4 4 7
F ig . 7 — Use of Y o k e Rem over Fig. 9 —Pinion Bearing Removal

REAR AXLE 4-11
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Fig. 10—Pinion Inner Bearing Cone Installation Fig. 11—D ifferential Bearing Cap Installation Typical
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2. Install straight roller bearing (14) on shaft. On be replaced, it is also necessary to install new pinion
Eaton axles, stake end of shaft, using a round nose (1 2 ) as these parts are serviced in matched sets.
punch or staking tool. 1. Lubricate differential case inner walls and all the
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3. If new cups (7 and 10) are to be installed, press cups component parts with recommended axle lubricant.
firmly against shoulder of pinion cage. 2. Install differential side bearings (28) using an arbor
4. Lubricate bearings with recommended axle lubricant; ra press or a suitable driver.
then insert pinion and bearing assembly into cage. 3. Position new thrust washer (18) and side gear (19)
Place original spacer (9) or spacer combination over in bevel gear half of case. Install spider (23) with
pinion shaft. pinions (2 2 ) in position, using all new thrust washers
5. Press outer pinion bearing (8 ) onto pinion. (21). Install remaining side gear and new thrust
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6 . Adjust pinion bearing pre-load as instructed under
washer.
“ Pinion Bearing Adjustment” in “ GENERAL REAR 4. Install other half of case over assembly. Align
AXLE INFORMATION” section. mating marks on differential case halves (fig. 4).
7. Dip felt in light engine oil and install in retainer; Install four bolts holding two halves of case together.
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then install oil seal assembly (3) into retainer. Draw the two halves together firmly. Check assem
8 . Install seal (36, fig. 1) into bearing cage groove. bly for free rotation of gears; then install remaining
9. Install oil seal retainer and seal assembly (4) on bolts. Tighten nuts or bolts to correct torque; then
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cage. Install shaft yoke (2), on pinion shaft. Install install lock wire or cotter pins.
washer and pinion nut ( 1 ); then tighten to recom
mended torque (see “ Specifications” ). Insert cotter
pin. Do not back off nut to align cotter pin hole.
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PINION CAGE INSTALLATION

1. Install original shim (6 ) pack on carrier.
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2. Position pinion and cage assembly over carrier and

housing bolt holes. Be sure oil passages in shims
and cage index with similar passages in carrier.
3. Install bolts and lock washers. Tighten bolts to cor
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rect torque as indicated in “ Specifications” for

respective axle.
IMPORTANT: If the gauge method is to be used
to determine pinion cage shim pack thickness,
the gauging operation should be accomplished at
this stage of assembly. Refer to “ Gear Back
lash and Tooth Contact” in “ GENERAL REAR
AXLE INFORMATION” section of this group.
If gauge method is not to be used, continue with
assembly operations as described in following
paragraphs.
DIFFERENTIAL ASSEMBLY
Whenever inspection shows that drive gear (24) must Fig. 12—D iffere ntia l Bearing Pre-Load Check

REAR AXLE 4-12
DIFFERENTIAL INSTALLATION GEAR TOOTH CONTACT

1. Lubricate side bearings and cups with recommended ADJUSTMENT AND BACKLASH
axle lubricant. Place cups over bearings and posi Drive pinion is adjusted for tooth contact by means of
tion assembly in carrier housing. shims (6 ) between cage and carrier. Drive gear is ad
‘8 . Slide bearing adjusting rings (29) into place on car justed with adjusting rings (29). Refer to "Gear Tooth
rier. Thread rings hand-tight against bearing cups. Contact and Backlash” in "GENERAL REAR AXLE
Install bearing caps in original positions according INFORMATION” section for tooth contact and backlash
to marks made at disassembly (fig. 1 1 ). adjustment instructions. Backlash dimensions are listed
CAUTION: If bearing caps do not seat prop in "Specifications” section at end of this section.
erly, adjusting rings may be cross-threaded.
Remove caps and reposition adjusting rings. OIL DISTRIBUTOR INSTALLATION (EATON)
Do not force into position or threads will be 1. Place oil distributor tube (32) in differential carrier
damaged. with tapered end seated against differential case flange.
2. Install tube retaining screw and washers.
3. Install bearing cap screws. Tighten snugly; then
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3. Place spring in tube and install pipe plug.
back off only enough to permit turning adjusting
rings.
4. Tighten adjusting rings alternately until all play has
THRUST BLOCK INSTALLATION (SOME MODELS)
been eliminated. Revolve assembly after each 1. Position differential carrier on bench with back face
tightening step to prevent bearing cups becoming of bevel gear upward.
cocked. After all play has been removed from side 2. Place thrust block (34) on drive gear; then rotate
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bearings, tighten left-hand adjusting ring one or two gear until hole in block is aligned with adjusting
notches. Make certain both rings are positioned to screw hole in differential carrier.
permit locks (30) to engage rings. When completely 3. Install adjusting screw (32) and lock nut; then tighten
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assembled, there should be backlash between drive screw until thrust block seats against back face of
gear and pinion, and no high spots should be felt gear.
when differential assembly is revolved. 4. To obtain correct clearance between block and gear,
ra loosen adjusting screw 1/4 turn; then lock securely
DIFFERENTIAL BEARING with nut (33).
PRE-LOAD ADJUSTMENT 5. Recheck to assure minimum clearance of 0.010"-
0.015" during full roation of drive gear.
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1. Using dial indicator at back face of drive gear as
shown in figure 1 2 , loosen bearing adjusting nut on
flanged side until end play can be noticed on ' DIFFERENTIAL CARRIER INSTALLATION
indicator.
1. Install new differential carrier gasket on axle hous
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2. Tighten the same adjusting nut until 0.000" end play

ing, over bolt holes in gasket with holes in housing.
is obtained.
2. Roll carrier into position on roller jack. Install
3. Check drive gear run-out. If run-out exceeds limits
four temporary studs four or five inches long which
limits listed in "Specifications" remove differential
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will simplify locating the carrier and assist in draw

assembly and check for cause.
ing it into place. Start carrier over temporary studs
4. Tighten each adjusting nut one notch from 0.000" end
and into housing, using flat washers under stud nut or
play position, to place correct pre-load on differ
cap screws at four points. Tighten alternately and
ential bearings.
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evenly until carrier is in position. Replace tem

NOTE: After bearing pre-load has been ad porary studs and flat washers. Install cap screws
justed proceed with tooth contact and backlash and lock washers, then tighten to specified torque.
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adjustment before completing the next two steps.

NOTE: Driving carrier into housing with the
5. Tighten bearing cap screws to correct torque; then use of a hammer may damage the carrier flange
install lock wires. and will result in oil leaks.
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REAR AXLE 4-13
SPECIFICATIONS
MAKE EATON EATON
MODEL ................................................ EATON 17121 16121

RATIO ................................................... 6.50; 7.17; 6.14; 6.50;
7.60 to 1 7.17 to 1
ADJUSTMENTS AND CLEARANCES
Drive Gear and Pinion Backlash . . . . 0.006” -0.016" 0.006” -0.016"
Shim Thickness (Carrier to Cage) . . . 0.003” , 0.010” , 0.030” 0.003” , 0.010” , 0.030”
Pinion Bearings
Adjustment M eth o d .......................... Selective Spacers Selective Spacers
Spacer Thickness............................. 0.311” , 0.313” , 0.317” , 0.255” , 0.257” , 0.261” ,
0.321” , 0.325” , 0.327” 0.265” , 0.269” , 0.271"
Rotating Torque (In. L b s . ) .............. 15-35 15-35
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Thrust Block to Gear Clearance . . . . 0.010"-0.015”
Differential Bearings
Adjustment M eth o d .......................... Adj. Rings Adj. Rings
Bearing Pre-Load .......................... See Text See Text
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DRIVE GEAR
Run-out (Max.) .................................. 0.003” 0.003'
DIFFERENTIAL CASE
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Run- out (Max.) .................................. 0.003” 0.003”
Side Gear Contact Surface—I.D.............. 2.756” -2.758” 2.374” -2.376"
SIDE GEAR
Differential Case Contact Surface . . .
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SIDE PINION
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Inside D ia m e te r .................................. 1 . 00 1 " - 1. 0 0 2 ' 0.942"-0.943r
SPIDER
Dia. of A r m s ........................................ 0.997"-0.998" 0.937"-0.938"
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Allowable Out of Square....................... 0.004” 0.004"

Arms in Same Plane Within .............. 0.004” 0.004”
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THRUST WASHER THICKNESS

Side Gear ........................................... 0.061” -0.0635” 0.060” -0.0635"
Spider Pinion ..................................... 0.028” -0.032" 0.028” -0.032"
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THRUST BLOCK
Thickness ........................................... 0.625'
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AXLE SHAFT
Dia. of S plin es..................................... 1.975"-1.980” 1.870"-1.875"
Runout................................................... 1/16” 1/16”
Flange and Splines Square Within . . . 0. 010 " 0 . 010 ”
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Number of S plin es............................... 16 16
TORQUE SPECIFICATIONS (Ft. Lbs.)

Pinion Shaft N u t .................................. 400-600 325-450
Pinion Cage "B olt.................................. 115-125 115-125
Differential Case Bolt Nut....................
Differential Case B o l t .......................... 90-105 90-105
Differential Bearing Cap B o lt.............. 210-250 (L.H.) 210-250
150-170 (R.H.)
Differential Carrier Stud N u t ..............
Differential Carrier B o l t .................... 160-175 75-85
Cover to Housing Bolt ....................... 35-50 35-50
Bevel Gear to C a s e ............................. 85-95 85-95
Diff. Bearing Adjuster Lock Bolt . . . 115-125
*
REAR AXLE 4-14
REAR AXLE (SINGLE SPEED)

(EATON 18121)
CONSTRUCTION ential case. Differential case is two-piece type machined
as a matched assembly, and must be replaced as such.
Internal construction of the axle covered in this sec Thrust washers are used between differential side
tion is typically illustrated in figure 1 . gears and case, and between differential pinions and
case. Adjusters are provided at each end of differential
for differential bearing adjustment, also for drive gear
DRIVE PINION AND CAGE and drive pinion backlash, and gear tooth contact
adjustments.
Drive pinion is straddle mounted between straight
roller bearing at inner end and two opposed-taper roller
AXLE SHAFTS AND HOUSING
bearings at outer end.
Axle shafts are full-floating type, splined to differential
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Drive pinion bearing pre-load adjustment is controlled
by thickness of bearing spacers installed between pinion side gears at inner ends and attached at flanged outer
bearings. Shim pack thickness, used between pinion cage ends to hubs by studs and nuts. Stud holes in each shaft
and carrier, can be varied to provide proper pinion and flange are taper-reamed to accommodate split tapered
drive gear backlash and gear tooth contact. dowels.
Propeller shaft yoke is splined to drive pinion and re The housing is a one piece banjo type with removable
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tained on pinion with a nut and washer. rear cover. Spring seats are welded to housings.
Brake shoe backing plate is attached to a flange near
outer ends of housing. Outer ends of housing are
DIFFERENTIAL machined to accommodate wheel bearings and threads
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Differential is conventional four pinion type with drive are cut at extreme outer ends for installation of wheel
gear attached to flanged half of differential case. Differ bearing nuts.
OVERHAUL
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4. Center punch differential carrier leg and bearing
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DISASSEMBLY
cap, in manner illustrated in figure 3, for identifica
1. Check axle housing for lubricant leaks, before clean tion when reassembling.
ing; then clean thoroughly. 5. Remove bearing cap stud nuts or cap screws, bearing
2. Check drive gear and pinion backlash. Refer to caps (29), and adjusting rings (32).
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“ Specifications” at end of this section. 6 . Lift differential and gear assembly from carrier.
3. Check pinion bearing end play. Remove thrust block (37) from inside of carrier
DIFFERENTIAL CARRIER REMOVAL housing.
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1. Remove axle housing cover and gasket. DIFFERENTIAL DISASSEMBLY

nuts (or cap screws) and lock washers, except the 1. Place differential assembly on bench. If original
identification marks on case halves are not clear,
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two near top. Loosen two cap screws at top and

leave installed to prevent carrier falling. punch mark both halves (fig. 4) to assist in proper
3. Break carrier loose from axle housing by tapping matching at reassembly.
2. Cut lock wires or remove cotter pins, then remove
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carrier with rawhide mallet.

4. Support carrier on roller jack; then remove top cap nuts and bolts or cap screws, and separate case
screws and work carrier free, using puller screws halves (fig. 4).
in holes when provided. A small pinch bar may be 3. Remove four pinions (25) and thrust washers (24)
from spider (26). Remove differential side gears
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used to keep carrier straight in housing bore while

carrier is withdrawn, provided end of bar is rounded (2 2 ) and thrust washers (2 1 ) from case.
to prevent damage to carrier flange. 4. If differential side bearings require replacement,
use universal puller set (J-3493) in manner shown in
DIFFERENTIAL REMOVAL figure 5 to remove bearings.
1. Mount differential carrier assembly in a suitable
PINION CAGE REMOVAL
repair stand (fig. 2 ) or in a heavy duty vise equipped
with padded jaws. 1. Hold propeller shaft yoke (2) with holding bar (J-3453)
2. Remove thrust screw lock nut and screw (when used), in manner illustrated in figure 6 and loosen pinion
so drive gear and differential case assembly will nut ( 1 ).
clear drive pinion when case assembly is removed 2. Propeller shaft yoke remover (J-4743 or J-3420)
from carrier. can be used in manner illustrated in figure 8 . Re
3. Remove oil distributor plug (41) and spring (42). Lift move yoke and oil seal retainer assembly (5).
distributor from carrier. Some distributors are 3. Remove stud nuts or bolts and lock washers which
located by a cap screw. attach pinion cage (6 ) and oil seal retainer to

REAR AXLE 4-15
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1 Yoke Nut
2 Yoke 18 Housing " 34 Axle Shaft - Left
3 Dust Deflector 19 Axle Shaft - Right 35 Thrust Screw
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4 Oil Seal 20 Differential Case 36 Lock Nut

5 Seal Retainer 21 Side Gear Thrust Washer 37 Thrust Block
6 Pinion Cage 22 Side Gear 38 Cap Screw
7 Adjusting Shims 23 Cap Screw 39 Cap Screw
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8 Bearing Cup - Outer 24 Pinion Thrust Washer 40 Bearing Spacer

9 Bearing Cone - Outer 25 Differential Pinion 41 Plug
10 Adjusting Spacer 26 Differential Spider 42 Spring
11 Bearing Cup - Inner 27 Drive Gear 43 Oil Distributor
12 Bearing Cone - Inner 28 Bolt and Nut 44 Spacer
13 Drive Pinion 29 Bearing Cap 45 Spacer
14 Differential Carrier 30 Bearing Cup 46 Cork Seal
15 Bearing 31 Bearing Cone 47 Felt Seal
16 Stud and Nut 32 Bearing Adjuster 48 Washer
17 Gasket 33 Adjuster Lock 49 Washer T-9 4 5 - 1
F ig . 1 — S e c tio n a l V ie w o f Eato n Rear A x l e - M odel 18121

REAR AXLE 4-16
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Fig. 2 — D ifferential C a rrie r Assem bly in Repair Stand
TP 0750
.
carrier. Use a blunt chisel in V-groove around
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flange of cage assembly. Fig. 4 — D ifferential C ase Alignm ent M arks
NOTE: Use of pinch bar may damage the 6. Remove stake points or snap ring and retainer hold
shims. ing straight roller bearing (15) to pinion, then remove
4. Remove adjusting shims (7) from between carrier
ra bearing.
7. Remove two cap screws, then remove pinion shaft
and cage. Wire shim pack together to facilitate
bearing spacer from differential carrier.
adjustment at reassembly.
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REASSEMBLY
P IN IO N A N D C A G E D IS A S S E M B L Y
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KEY N U M B E R S IN TEXT REFER TO THOSE

1. Place assembly in arbor press with cage on bed of
IN FIGURE 1 W ITH EXC EPTIO N S NO TED
arbor. Press drive pinion (13) downward and out of
Before axle is assembled, make sure that all parts
cage.
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have been thoroughly cleaned, and then apply a thin coat

2. Pry oil seal and retainer assembly and flat washer
ing of differential lubricant to all thrust and bearing
(48) from pinion cage.
3. Lift outer bearing cone (9) from cage. Remove pinion
bearing adjusting spacer (10), from pinion. Care
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fully tag adjusting spacer for reassembly reference.

4. When inspection indicates necessity, cups (8 and 11)
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can be removed from cage with remover (J-3940) in

manner illustrated in figure 8.
5. If necessary pinion bearing inner cone (12) can be
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removed with universal puller (J-3493) as shown in

figure 9.
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F ig . 3 — D iffe re n t ia l B ea rin g C a p A lig n m e n t M a r k s Fig. 5 — D ifferential Side Bearing Removal

REAR AXLE 4-17
Bearing
C age Bearing Cup
Remover
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Fig. 6 — Use of H olding Bar on Pinio n Y ok e
ry
surfaces to prevent scoring of parts when vehicle is first
placed in service. ra
Use of new lock washers and gaskets is recommended
F ig. 8— Pinion C a g e Bearing C up Remover
throughout, during assembly of axle. Adjustments must
be carefully made to insure efficient and continuous
seated against shoulder. Use plates from universal
operation. Refer to “ Specifications" section at end of
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this section for torque specifications on various bolts set as shown in figure 10.
2. Install straight roller bearing (15) on shaft. Stake
and nuts.
end of shaft at six points, using a round nose punch
or staking tool. Install retainer and snap ring re
P IN IO N A N D C A G E A S S E M B L Y
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taining bearing to pinion.

If inspection indicates that drive pinion (13) should be 3. If new cups (8 and 11) are to be installed, press cups
replaced, replacement of drive gear (27) is also neces firmly against shoulder of pinion cage.
sary as these parts are serviced as matched sets. 4. Lubricate bearings with recommended axle lubricant;
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1. Press inner pinion bearing (12) onto drive pinion then insert pinion and bearing assembly into cage.
(13) with wide portion of cone toward pinion, until Place original adjusting spacer (10) or spacer com
bination over pinion shaft.
5. Press outer pinion bearing (9) onto pinion.
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6. Adjust pinion bearing pre-load as instructed under

"Pinion Bearing Adjustment” in "GENERAL REAR
AXLE INFORMATION” section.
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R E M O V IN G INNER R E M O V IN G INNER
BEARING C O N E ROLLER BEARING
T P M -6 5 5 1
F ig . 7 — Use of Y o k e Rem over F ig. 9 — Pinio n Bearing Removal

REAR LINE 4-1 8
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Fig. 10— Pinion Inner Bearing Installation
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7. Dip felt in light engine oil and install in retainer; then
install oil seal assembly (4) into retainer.
8. Install seal (46, fig. 1) into bearing cage groove. F ig . 12— Differential Bearing Pre-Load C he ck
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9. Install oil seal retainer and seal assembly (5) on
cage. Install shaft yoke (2), on pinion shaft. Install IMPORTANT: If the gauge method is to be
washer and pinion nut (1); then tighten to recom ra used to determine pinion cage shim pack thick
mended torque shown in "Specifications” at end of ness, the gauging operation should be accom
this section. Insert cotter pin. Do not back off nut to plished at this stage of assembly. Refer to
align cotter pin hole. "Gear Backlash and Tooth Contact” in “ GEN
10. Install pinion shaft bearing spacer (40) in differential ERAL REAR AXLE INFORMATION” section of
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carrier and secure with two cap screws (39). this group. If gauge method is not to be used,
continue with assembly operations as described
P IN IO N C A G E IN STA LLA T IO N in following paragraphs.
1. Install original shim (7) pack on carrier.
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2. Position pinion and cage assembly on carrier studs DIFFERENTIAL A SSE M B LY

or over housing bolt holes. Be sure oil passages in
Whenever inspection shows that drive gear (27) must be
shims and cage index with similar passages in
replaced, it is also necessary to install new pinion (13) as
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carrier.
these parts are serviced in matched sets.
3. Install stud nuts or bolts and lock washers. Tighten
1. Lubricate differential case inner walls and all the
bolts or stud nuts to recommended torque listed in
component parts with recommended axle lubricant.
“ Specifications” at end of this section.
2. Install differential side bearings (31) using an arbor
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press or a suitable driver.

3. Position new thrust washer (21) and side gear (22) in
bevel gear half of case. Install spider (26) with pin
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ions (25) in position, using all new thrust washers

(24). Install remaining side gear and new thrust
washer.
4. Install other half of case over assembly. Align mat
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ing marks on differential case halves of case

together. Draw the two halves together firmly. Check
assembly for free rotation of gears; then install re
maining bolts. Tighten nuts or bolts to correct
torque; then install lock wire or cotter pins.
DIFFERENTIAL IN ST A LLA T IO N
1. Lubricate side bearings and cups with recommended
axle lubricant. Place cups over bearings and position
assembly in carrier housing.
2. Slide bearing adjusting rings (32) into place on car
rier. Thread rings hand-tight against bearing cups.
Install bearing caps in original positions according
F ig . 1 1 — D iffe re n t ia l B e a rin g C a p In sta lla tio n (T y p ic a l) to marks made at disassembly (fig. 11).

REAR AXLE 4-19
CAUTION: If bearing caps do not seat prop justed with adjusting rings (32). Refer to “ Gear Tooth
erly, adjusting rings may be cross-threaded. Contact and Backlash” in “ GENERAL REAR AXLE
Remove caps and reposition adjusting rings. Do INFORMATION” section for tooth contact and backlash
not force into position or threads will be adjustment instructions. Backlash dimension is listed in
damaged. “ Specifications” at end of this section.
3. Install bearing cap bolts or stud nuts. Tighten
OIL DISTRIBUTOR IN ST A LLA T IO N
snugly; then back off only enough to permit turning
adjusting rings. 1. Place oil distributor tube (43) in differential carrier
4. Tighten adjusting rings alternately until all play has with tapered end seated against differential case
been eliminated. Revolve assembly after each flange.
tightening step to prevent bearing cups becoming 2. Install tube retaining screw and washers.
cocked. After all play has been removed from side 3. Place spring in tube and install pipe plug.
bearings, tighten left-hand adjusting ring one or two
notches. Make certain both rings are positioned to THRUST BLO CK IN ST A LLA T IO N
permit locks (33) to engage rings. When completely 1. Position differential carrier assembly on bench with
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assembled, there should be backlash between drive
back face of bevel gear upward.
gear and pinion, and no high spots should be felt
2. Place thrust block (37) on drive gear; then rotate
when differential assembly is revolved. gear until hole in block is aligned with adjusting
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screw hole in differential carrier.
DIFFERENTIAL B E A R IN G
3. Install adjusting screw (35) and lock nut; then tighten
PRE-LO A D A D JU STM EN T
screw until thrust block seats against back face of
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1. Using dial indicator at back face of drive gear as gear.
shown in figure 12, loosen bearing adjusting nut on 4. To obtain correct clearance between block and gear,
flanged side until end play can be noticed on loosen adjusting screw 1/4 turn; then lock securely
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indicator. with nut (36).
2. Tighten the same adjusting nut until 0.000" end play 5. Recheck to assure minimum clearance of 0.010”-
is obtained. ra 0.015" during full rotation of drive gear.
listed in “ Specifications” remove differential as
sembly and check for cause. DIFFERENTIAL C A RRIER IN ST A LLA T IO N
4. Tighten each adjusting nut one notch from 0.000" end
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play position, to place correct pre-load on differ
ing, over studs or align bolt holes in gasket with
ential bearings.
holes in housing. On axles using cap screws, install
NOTE: After bearing pre-load has been ad four temporary studs which will simplify locating the
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justed proceed with tooth contact and backlash carrier and assist in drawing it into place.
adjustment before completing the next two steps. 2. Roll carrier into position on roller jack. Start car
5. Tighten bearing cap stud nuts or cap screws to cor rier over studs and into housing, using flat washers
rect torque; then install lock wires. under stud nut or cap screws at four points. Tighten
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6. Install adjusting ring locks (33) and secure with cap alternately and evenly until carrier is in position.
screws, then install lock wires. Replace temporary studs and flat washers. Install
lock washers, stud nuts or cap screws and tighten to
G EA R TO OTH C O N T A C T A D JU STM EN T specified torque.
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A N D BACKLASH NOTE: Driving carrier into housing with the

Drive pinion is adjusted for tooth contact by means of use of a hammer may damage the carrier stud
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shims (7) between cage and carrier. Drive gear is ad flange and will result in oil leaks.
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REAR AXLE 4-20
SPECIFICATIONS
EATON EATON
M O D E L ............................................................18121 SPIDER
RATIO ................................................... 5.29 to 1 Dia. of A r m s ....................................... 0.997” -0.998”
5.57 to 1 Allowable Out of S q u a re ................................. 0.004”
6.14 to 1 Arm s in Same Plane Within ........................ 0.004"
Nominal Assy. Dimension.......................... 4.4062”
Drive Gear and Pinion Backlash . . . 0.008” -0.015"
Side G e a r .......................................... 0.016” -0.0635"
Shim Thickness
Spider P in io n .................................... 0.0295” -0.0320"
(Carrier to C a g e).............. 0.003” , 0.010", 0.030”
Pinion Bearings
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Adjustment M eth o d ................. Selective Spacers THRUST BLOCK
Spacer Thickness.............. 0.311", 0.313” , 0.317" Th ick n ess......................................................... 0.625”
0.321", 0.325", 0.327"
Rotating Torque (In. L b s . ) ..........................15-35
AXLE SHAFT
Thrust Block to Gear Clearance . . . 0.010"-0.015"
Dia. of S p lin e s .................................... 2.120” -2.125"
Differential Bearings
Runout ............................................................... 1/16"
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Adjustment M eth o d ............................ Adj. Rings
Flange and Splines Square W ithin.................. 0.010"
Bearing Pre-Load ............................... See Text
Number of S p lin e s ................................................ 16
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DRIVE GEAR
Run-out (M a x .).............................................. 0.003" TORQUE SPECIFICATIONS (Ft. Lbs.)
Pinion Shaft N u t .......................................... 400-600
DIFFERENTIAL CASE Pinion Cage B o l t .......................................... 115-125
Run-out (M a x .)............................................. 0.003"
Side Gear-Contact Surface—I.D........... 2.756"-2.758"
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Differential Case B o l t .................................
Differential Bearing Cap B o l t ..................... 350-425
90-105
Differential Carrier Stud N u t ..................... 220-240

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SIDE GEAR Cover to Housing B o l t .................................... 35-50
Differential Case Contact Surface . . . 2.748"-2.750" Bevel Gear to C a s e ....................................... 85-95
Differential Bearing Adjuster Lock Bolt . . 160-175
SIDE PINION Axle Shaft Flange Stud Nut (1/2")....................50-60
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Gear (I . D . ) ...........................................1.003” -0.004” Axle Shaft Flange Stud Nut (5 / 8 )................. 90-110
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REAR AXLE 4-21
REAR AXLE (TWO-SPEED)

(EATON 16221, 17221, 18221, 19201)
Refer to respective axle "Specifications” section at case and between side gears and case (fig. 5). Pins, in
end of this section for new limits, tolerances, torque stalled in left half side of case, act as shafts for idler
readings, available spacer and adjusting shim thick pinions. Outer ends of pins are supported by high speed
nesses, and other important overhaul information. clutch plate which is held to case by dowels (fig. 3).
The 2-speed axle is a modification of the single reduc
tion axle. A set of planetary gears and a sliding clutch G E A R SHIFTIN G M E C H A N IS M
gear, installed between drive gear and differential, per
Shifting mechanism, installed in differential carrier
mits ratio change from low to high or vice versa (fig. 1).
housing, is composed of shifter shaft, shift fork, and
General construction of rear axle differential, pinion,
sliding clutch gear. Shifter shaft is installed in hole in
and planetary assembly is typically illustrated in figure
2.
carrier and supports shift fork. Sliding clutch gear,
mounted over left axle shaft, is a long sleeve with ex
An electric power shifting arrangement is used in
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ternal gear teeth at inner and outer ends (A, fig. 6).
making ratio changes. Refer to electric shift section, for
maintenance information. LUBRICATION
Relative positions of differential assembly, bevel gear,
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oil collector ring, clutch plate, support case and differ Lubricant is supplied to pinion bearings and right
ential are shown in figures 3, 4, and 5. differential bearing by oil collector ring and oil distrib
utor. Oil collector ring, attached to support case,
A XLE H O U S IN G collects lubricant as differential rotates. Oil distributor,
which is divided in center, scrapes lubricant from ring, a
y.
Axle housing is banjo type, with the outer ends threaded part of which flows along one-half of distributor and into
for installation of wheel bearing adjusting nuts. Axle cored passage in carrier which leads to pinion bearings.
housing cover is bolted to housing. The remainder flowing along other half of distributor to
AXLE SHAFTS
Full floating axle shafts are attached to hubs with
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cored passage which leads to right differential bearing.
Remaining working parts of differential assembly are
lubricated by oil picked up by drive gear.
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studs. Stud holes in shaft flanges are tapered and tapered
dowels are installed on each stud. O PERATION
DIFFERENTIAL CA RRIER H IG H SPEED O P E R A T IO N

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Differential carrier is attached to axle housing by cap When the rear axle is shifted into high ratio, sliding
clutch gear is moved outward by shift fork to disengage
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screws and may be removed, with complete differential

and planetary assemblies, after axle shafts have been sliding gear from left differential bearing adjusting ring
removed. and engage both high speed clutch plate and idler pinions.
This locks the planetary mechanism as shown in figure 1,
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D RIVE P IN IO N and unit then operates as single reduction axle.
Drive pinion, is straddle mounted between two opposed L O W SPEED O P E R A T IO N

tapered roller bearings at outer end and a straight roller
When axle is shifted into low ratio, sliding clutch gear
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bearing at inner end. This construction is illustrated in

moves toward center of axle, disengaging high speed
figure 2.
Tapered roller bearings are adjusted by selecting a
as
spacer of correct thickness to provide proper bearing

adjustment. Shim pack thickness, used between pinion
cage and carrier, can be varied to provide proper drive
pinion and drive gear backlash, also gear tooth contact.
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DRIVE G EA R A N D SUPPORT C A SE
Drive gear is bolted between the two halves of drive
gear support case. In addition to drive gear teeth which
mesh with drive pinion teeth, teeth are also cut in inner
diameter of drive gear. These teeth mesh with teeth on
idler pinions.
Two-piece support case encloses planetary mechanism
and differential case, and is supported at each end by
tapered roller bearings (fig. 4).
HIGH RATIO LOW RATIO TP 5064
DIFFERENTIAL A S S E M B L Y
Four pinion type differential is carried in two-piece
case, with thrust washers mounted between pinions and F ig. 1— G e a r Position in H igh and Low Ratio

REAR AXLE 4-22
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REAR AXLE 4-23
clutch plate and engages L.H. differential bearing ad THERE IS NO NEUTRAL POSITION IN THE AXLE.
justing ring and idler pinions as shown in figure 1. In AXLE MUST ALWAYS BE OPERATED IN EITHER
this position sliding clutch gear is held stationary, but HIGH OR LOW RATIO. TO ATTEMPT TO COAST
idler pinions are free to rotate around clutch gear. The WITH AXLE SUPPOSEDLY IN NEUTRAL, MAY RE
secondary reduction, between ring gear and pinion results SULT IN SEVERE DAMAGE TO THE UNIT.
in a lower final gear ratio.
OVERHAUL
Axle shafts and differential carrier assembly can be O IL DISTRIBUTOR R E M O V A L
removed for repair without removing axle assembly
from vehicle. However, rear axle should be removed 1. Remove tube cap (62) from carrier.
2. Lift spring (61) and oil distributor tube (60) out of
from vehicle when unit is to be completely overhauled.
carrier housing.
DISA SSEM BLY
ELECTRIC SHIFT R E M O V A L
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Disassembly operations are shown in figures 6, 7, and
1. Remove electric shift unit (59) from carrier by re
8. Key numbers in text refer to figure 2 unless otherwise
moving two nuts and lock washers; then remove unit
indicated.
from carrier.
During axle disassembly, check the following:
2. Remove shift fork seal (57) and spring (58). Note
1. Check axle housing for lubricant leaks before clean
that seal has words “ BOTTOM HOLE,” also 1/8"
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ing; then clean thoroughly.
hole to indicate correct positioning at reassembly.
2. Check drive gear and pinion backlash. Refer to
3. At under side, remove pipe plug covering shift fork
“ Specifications” at end of this section.
shaft. Use brass drift and hammer to drive shaft
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3. Check pinion bearing end play.
upward which will also remove expansion plug from
DIFFERENTIAL CA R R IER R E M O V A L top side of carrier.
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1. Remove screws (49) and lock washers; then remove remove fork. Pull sliding clutch gear out of plane
housing cover (45) and gasket (50). tary unit (View A, fig. 6).
2. Remove carrier to housing cap screws or stud nuts
and lock washers; then remove carrier assembly. DIFFERENTIAL A N D PLA N ETA RY
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Mount carrier in repair stand (J-3409) which facili UNIT R E M O V A L
tates handling during repair and adjustment opera Differential and planetary unit assembly must be re
tions. Remove and discard carrier gasket (19). moved before pinion and cage can be removed.
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1. Y ok e N u t 25. Bearing C up 47. Lock C a p Screw

2. W asher 26. Bearing C a p - R.H. 48. Adjusting Ring - L.H.
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3. Prop. Shaft Y ok e 27. Support Case Thrust 49. C a p Screw

4. Dust Slin ge r W asher 50. G asket
5. O il Seal Felt 28. D ifferential Case Bolt 51. Slid in g C lutch G ear
6. O il Seal 29. Side G ea r 52. A x le Shaft - L.H.
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7. Bearing Cone - O u te r 30. D ifferential Case - R.H. 53. Shift Fork

8. O il Seal Retainer 31. D ifferential Pinion 54. Idler Pinion Pin
9. Bearing Cup - O uter 32. Support Case - R.H. 55. Idler Pinion
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10. A d justing Shims 33. D ifferential Spider 56. Shift Fork Shaft
11. Pinion C age 34. Pinion Thrust Washer 57. O i 1 Sea 1
12. A d justing Spacer 35. D riv e G e a r 58. Seal Spring
13. Bearing C up - Inner 36. D ifferential Case - L.H. 59. Electric Shift
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14. Bearing C one - Inner 37. O i l C olle ctor Ring Unit

15. D ifferential C arrier 38. D riv e G e a r Bolt 60. O il Distributor
16. D rive Pinion 39. C lu tch Plate Pin Tube
17. Pinion Bearing 40. Support Case - L.H. 61. Tube Spring
18. Side G ea r Thrust 41. Bolt N u t 62. Tube C ap
Washer 42. H igh Speed C lu tch 63. C ap Screw
19. G asket Plate 64. O i l Seal Cork
20. A x le Shaft - R.H. 43. Support Case Thrust 65. Pinion C age Spacer
21. A x le Housing W asher 66. Spacer
22. Adjusting Ring - R.H. 44. Bearing C a p - L.H. 67. Washer
23. Adjuster Lock - R.H. 45. Housing C over 68. Retainer Seal
24. Bearing Cone 46. Adjuster Lock - L.H. 69. Retainer W asher
Le ge nd s for F ig u re 2

REAR AXLE 4-24
3. Remove left adjuster (48) bearing cap (44) and lock

(46) as an assembly to insure correct location at
HIGH SPEED
CLUTCH PLATE : ^ assembly (View C, fig. 6).
4. Lift differential and planetary unit assembly out of
carrier.
P IN IO N C A G E R E M O V A L
Differential and planetary unit assembly must be re
moved before pinion and cage assembly can be removed.
1. Hold propeller shaft yoke (3) with holding bar
(J-3453) and remove nut and washer (1 and 2) from
PIN IO N PIN DIFFERENTIAL pinion.
ASSEM BLY tp 5453.1
2. Remove pinion bearing cage cap screws, and lock
washers.
3. Invert carrier and tap inner end of drive pinion (16)
Fig. 3 — H igh Speed C lu tch Plate, Idler Pinions, until pinion and cage assembly is free from carrier.
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Pinion Pins and D iff. Assem bly 4. Remove shims (10) noting quantity and thickness for
use at assembly. On axle model 19201, also remove
1. Mark right differential bearing adjuster (22) and cap
spacer (65) used between cage and carrier.
(26) with punch (View B, fig. 6) for locating purposes
at assembly. P IN IO N A N D C A G E D ISA SSE M B L Y
2. Remove bearing cap bolt lock wires, loosen bolts;
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then remove cotter pin and adjuster lock (23) from Check pinion end play and bearing adjustment before
right adjuster (22) and remove adjuster. disassembling; then proceed as follows:
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Support C a se — L.H H igh Speed Clutch Plate Support C a s e - R . H
ra / Differential A sse m b ly
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Idler Pinion
Support C ase
Support C ase
Thrust W ash e r
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Thrust W ash e r
O il Collector Ring
Fig. 4 — Relative Position of D ifferential Assy., Bevel G ear, O il C olle ctor C lu tch Plate, Support Cases, and Thrust Washers
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as
Differential Pinion Pinion Thrust W asher r Side G ear Thrust W asher

Side G ear Thrust W asher ■
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Differential C a se — L.H. Differential C a se — R.H.
Differential Case Bolts— Short Differential C ase Bolts— Long

(Model 19502) 1-997
F ig . 5 — D iffe re n t ia l A sse m b ly C o m p o n e n ts

REAR AXLE 4-25
A— CLUTCH GEAR REM OVAL B— M A R K R.H. BEARING ADJUSTER C— R E M O V IN G L.H. BEARING

CAP A N D ADJUSTER tp.«6»
Fig. 6 — O v e rh a u l Operations
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1. Place assembly in arbor press with cage on bed of thrust washer (43), and drive gear (35) off right
arbor. Press pinion (16) downward and out of cage. support case.
Remove propeller shaft yoke (3). 4. Pry high speed clutch plate (42) off idler pinion and
2. Remove bearing adjusting spacer (12) from pinion clutch plate pins (54 and 39) (View C, fig. 7); then
and tag for reassembly reference. On axle model remove pinions and pins.
19201 also remove washer (6 6 ) used between bearing 5. Remove differential assembly from right support
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and spacer. case (32). Remove support case thrust washer (27),
3. On axle model 19201 lift retainer (8 ) and oil seal (View A, fig. 9).
from pinion cage.
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4. On axle models 17221 and 18221, pry oil seal and re DIFFERENTIAL DISASSEMBLY
tainer assembly (8 ) and flat washer (69) from pinion
cage. ra 1. Mark both halves of differential case distinctly to
5. Remove pinion outer bearing cone (7) from cage assure correct positioning at assembly.
assembly. 2. Cut cap screw lock wire, then, remove differential
6 . If necessary, pinion bearing cone (14) can be re cap screws (28).
moved using puller (J-3493) as shown in View A, 3. Lift off right half of case; then remove side gear (29)
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and thrust washer (18) (View B, fig. 9).
figure 7. Straight pilot bearing (17) can be removed
from pinion using same puller tool. 4. Remove spider (33) and gears from case; then re
7. When inspection indicates necessity, cups (9 and 13) move thrust washers (34) and pinion gears (31) from
can be removed from cage with suitable remover spider.
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tool (J-3940) in manner illustrated in figure 8 . 5. Remove left side gear and thrust washer (18) from
8 . On axle model 19201, remove oil seal (64) from left case (36).
6 . Remove differential bearing cones (24) from support
groove in pinion cage (View B, fig. 7).
case by striking inner races on alternate sides with
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a pin punch through holes in case (View C, fig. 9).

PLANETARY UNIT DISASSEMBLY
1. Remove lock wire and nuts from drive gear bolts
REASSEMBLY
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(38); then remove bolts. To prevent scoring during initial axle operation, all
2. Tap drive gear (35) with rawhide mallet until free of gears, thrust washers, bearings, and contact surfaces
support case flange. should be coated with differential lubricant before parts
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3. Lift left support case (40), oil collector ring (37), are installed.
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F ig . 7 — O v e r h a u l O p e ra tio n s

REAR AXLE 4-26
5. Install right differential case (30) over left case with

punch marks made at disassembly, on case halves
aligned.
6 . Install and tighten differential case bolts (28). Check
assembly for free rotation of gears. Thread lock wire

through bolt heads in such a manner that wire will be
drawn tighter if bolts should loosen.
PLANETARY UNIT ASSEMBLY

1. Place support thrust washer (27) in right support
case; then install differential assembly.
2. Install clutch plate pins (39) and idler pinion pins
(54) in left differential case (36); then install idler
pinions (55) on pins (54).
3. Install high speed clutch plate (42) on support case;
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then tap plate lightly until seated.
4. Place oil collector ring (37) on drive gear, position
left support case (40) on ring; then install support
case bolts (38) and nuts. Tighten nuts alternately and
evenly to recommended torque; then install lock wire.
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PINION CAGE ASSEMBLY
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1. Press straight roller bearing (17) onto pinion (16),
then stake end of pinion using a staking tool or a
round nosed punch.
2. Press pinion inner tapered bearing cone (14) onto
Fig. 8 — P in io n C a g e Bearing C u p Remover
ra pinion (16) with wide portion of cone toward pinion
teeth, until seated against shoulder. Use bearing
Key numbers in text refer to figure 2, unless other replacer plates (J-3493) and an arbor press as
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wise indicated. shown in Figure 11.
3. Press tapered roller bearing cups (9) and (13) into
DIFFERENTIAL ASSEMBLY cage until seated against cage shoulders.
4. Install pinion and bearing assembly in pinion cage.
1. Press differential bearing cone (24) onto support
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Install same bearing adjusting spacer (12) as re

case hubs using support fixture (J-3941) as shown in moved at disassembly. On model 19201 axle, also
figure 1 0 . install washer ( 6 6 ) against adjusting spacer. Press
2. Install thrust washer (18) on hub of left side gear, outer bearing cone (7) on pinion.
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with chamfered edge of washer next to gear; then 5 . Press propeller shaft yoke (3) on pinion. Install
place side gear in left differential case (36). washer (2) and nut (1). Tighten nut to torque listed in
3. Place pinions (31) and pinion thrust washers (34) on "Specifications” at end of this section.
spider (33): then lay assembly on side gear with 6 . Check and adjust pinion bearing pre-load as in
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gear teeth in mesh. structed in "GENERAL REAR AXLE INFORMA

4. Position right side gear (29) on pinion gears; then TION” section.
place side gear thrust washer (18) on gear hub with 7. Remove propeller shaft yoke (3), nut (1), and washer
as
chamfered edge of washer next to gear. (2).

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Thrust W asher
Thrust W asher
A -S U P P O R T CASE THRUST WASHEI B -S ID E GEAR THRUST W ASHER*

R EM O VA L R EM O VAL

REAR AXLE 4-27
PINION CAGE INSTALLATION CAUTION: If caps do not position properly,

adjusters may be cross-threaded. Lift caps and
1. On model 19201 axle, install pinion cage spacer (65)
reposition adjusters. Forcing caps into position
on differential carrier.
in the event adjusters are cross-threaded will
2. On axle models 17221 and 18221 install retainer
result in damage to carrier and bearing caps.
washer (69) in cage. Install rubber seal around in
Tighten cap bolts snugly, then back off only suf
side of cage and against retainer washer. Coat outer
ficiently to turn adjusters.
surface of oil seal retainer with sealing compound,
then press assembly in cage with retainer contacting 3. Turn right adjuster in until punch mark on adjuster
washer. is in original position (View B, fig. 6 ). Turn left ad
3. Place same shims (10), that were removed at dis juster in until no end play exists between differential
assembly, on differential carrier or spacer. and carrier. Check for end-play using dial indicator
4. On model 19201 axle, install oil seal (64) into groove (J-8001) at back of bevel gear.
in pinion cage (View B, fig. 7). Position retainer and 4. Adjust gear lash and tooth contract. Refer to "Gear
seal assembly on cage with cap screw holes in Tooth Contact and Backlash” in "GENERAL REAR
alignment. AXLE INFORMATION” section.
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5. Press pinion and cage assembly into place in carrier.
NOTE: Position after final adjustment of left
6 . Install pinion bearing cage cap screws and lock
bearing adjuster must be such that adjuster lock
washers. Tighten to torque listed in "Specifications”
can be properly installed over notches of
adjuster.
7. Install propeller shaft yoke (3), washer (2), and nut
(1). Tighten nut to torque "Specifications.” 5. After gear lash and tooth contact adjustments have
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been made, and with .0 0 0 " end play existing between
IMPORTANT: If the gauge method is to be used
differential and carrier; add light pre-load to dif
ferential bearings by turning in right adjuster 1 - 1 / 2
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to 2 notches.
this stage of assembly. Refer to "Gear Back
6 . Install right bearing adjuster lock (23) and secure
lash and Tooth Contact” in "GENERAL REAR
with cotter pin. Install left adjuster lock (46) and at
AXLE INFORMATION” section of this group. If
tach with two cap screws (47).
gauge method is not to be used, continue with
assembly operations as described in following
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7. Tighten bearing cap bolts to torque given in "Speci
fications.” Wire cap bolts securely.
paragraphs.
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DIFFERENTIAL AND PLANETARY SHIFT FORK INSTALLATION
UNIT INSTALLATION 1. Install sliding clutch gear (51) into left side of dif
ferential planetary unit and mesh teeth with idler
1. Position bearing cups (25) on support case bearing
pinions.
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cones (24), then position differential and planetary

2. Position shift fork (53) in carrier with off-set at low
unit in carrier.
er end of fork toward outside, with rollers inserted
2. Install bearing adjusters (22) and (48), bearing caps
in clutch gear grooves.
(26) and (44), and cap bolts.
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3. Insert serrated end of shift fork shaft (56) into hole

on top of carrier and through hole in shift fork (53).
Use brass rod and hammer to drive shaft down until
seated. Serrations on shaft will prevent movement of
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shaft in carrier.
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F ig . 1 0 — In s ta llin g S u p p o rt C a s e B earin g Fig. 11— Pinion Inner Bearing C one Installation

REAR AXLE 4-28
4. At underside of carrier, install pipe plug and at top end seated against collector ring (37).
of carrier install an expansion plug covering shift 2. Install spring (61) and cap (62) in distributor.
fork shaft.
5. Install shift fork seal (57) and spring (58) over shift
fork. Be sure that hole in seal marked "BOTTOM DIFFERENTIAL CARRIER INSTALLATION
HOLE” is at bottom. 1. Position new gasket on housing.
6 . Properly position and install electric shift unit on
front of carrier. Install stud nuts and lock washer, 2. Move carrier into position, then install attaching cap
then tighten nuts to specified torque. screws or stud nuts and new lock washers. Tighten
cap screws or nuts to recommended torque.
OIL DISTRIBUTOR INSTALLATION 3. Install housing cover (45), using new housing cover
1. Place oil distributor tube (60) in carrier with tapered gasket (50). Tighten cover cap screws (49) firmly.
SPECIFICA TIO N S
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M O D E L S ......................................................... 17221 and 18221 19201
R A T IO S ............................................................ 6.50-8.87 4.33-5.90

7.17-9.77 4.88-6.64
5.57-7.60 5.43-7.39
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6.14-8.38 6.14-8.36
4.33-5.91 (18221) 6.71-9.14
4.87-6.65 (18221)
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Drive Gear to Drive Pinion B a c k la s h ........... 0.006"-0.016" 0.006"-0.016"
Shim Thickness A v a ila b le ............................... 0.003", 0.010", 0.030” 0.003", 0.010", 0.030"
Pinion Bearings
Adjustment Method (See T e x t ) ....................
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Spacer Thickness Available ....................... 0.311” , 0.313", 0.317" 0.359", 0.361", 0.365"
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0.321", 0.325", 0.327" 0.369", 0.373", 0.375"
Rotating Torque (In l b s . ) ............................ 15-35 15-35
NOMINAL ASSEMBLY DIMENSION................. 4.4062 4.7812

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DRIVE GEAR
Maximum Run-Out........................................... 0.003" 0.003"
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DIFFERENTIAL CASE
Maximum Run-Out.......................................... 0 .0 0 2 " 0 .0 0 2 "
Side Gear Contact Surface—I.D......................... 2.756"-2.758" 2.818"-2.821"

Spider Hole—I.D................................................ 0.998"-0.999" 1.1875"-1.1885"
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Idler Pinion Pin Hole—I.D................................ 1.499"-1.5015" 1.753"-1.755"

Clutch Plate Pir. H ole-I.D ................................ 0.6835"-0.6850" 0.7460"-0.7475"
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SIDE GEAR
Differential Case Contact Surface—I.D.............. 2.748"-2.750" 2.8105"-2.8125"
Pinion and Side Gear Backlash....................... 0.005"-0.015" 0.005"-0.015"
Maximum Run-Out from Axle Splines ........... 0.003" 0.006"
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SPIDER PINION
Inside Diameter ............................................. 1.003"-1.004" 1.193"-1.194"
SPIDER
Diameter of A r m s .......................................... 0.997"-0.998" 1.187"-1.188"
Allowable Out of Square.................................. 0.004" 0.004"
Arms in Same Plane Within............................ 0.004" 0.004"

Side G e a r ......................................................... 0.0610"-0.0635" 0.0610"-0.0635"
Pinion G ear...................................................... 0.0287"-0.0320” 0.0610"-0.0635"
Clutch Plate ................................................... 0.1185"-0.1275” 0.1185"-0.1275"
Support C a s e ................................................... 0.0610"-0.0635" 0.0610"-0.0635"

REAR AXLE 4-29
SPECIFICA TIO N S (C O N T .)
IDLER PINION
Inside Diameter ............................................. 1.500"-1.501" 1.739"-1.741"
IDLER PINION PIN
Outside Diameter .......................................... 1.4945"-1.4955" 1.748"-1.749"
SLIDING CLUTCH GEAR
Inside Diameter ............................................. 2.186"-2.196" 2.318"-2.321"
Width of Clutch Fork G ro o v e .......................... 0.687"-0.694" 0.690"-0.695"
CLUTCH PLATE
Pin Hole—I.D..................................................... 0.6860"-0.6885" 0.7485"-0.751"
Idle Pinion Pin Hole—I.D.................................. 1.500"-1.501" 1.753"-1.754"
Plate Thickness................................................ 0.871"-0.876” 0.996"-1.001"
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CLUTCH SHIFT FORK ROLLER
Inside Diameter ............................................. 0.498"-0.501" 0.498"-0.501"
Outside Diameter ........................................... 0.680"-0.685" 0.680"-0.685"
CLUTCH SHIFT FORK ROLLER PIN

Large Diameter ............................................. 0.491"-0.496" 0.491"-0.496"
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Small Diameter................................................ 0.470"-0.473" 0.470"-0.473"
AXLE SHAFT
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Number of Splin es........................................... 16 16
Diameter of S p lin e s ........................................ 1.975"-1.980" (17221) 2.245"-2.250"
2.120"-2.125" (18221)
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Shaft Run-Out................................................... 0.060" 0.060"
TORQUE SPECIFICATIONS (FT. LBS.)

Differential Case B o l t ..................................... 90-105 90-105
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Support Case Bolt N u t..................................... 135-150 135-150
Pinion Shaft N u t ............................................. 400-600 500-700
Pinion Case Cap S c r e w .................................. 115-125 115-125
Differential Bearing Cap B o lt ......................... 350-425 350-425
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Differential Carrier Bolt ............................... 160-175 —
Differential Carrier Stud N u t .......................... — 220-240

Cover to Housing B o lt ..................................... 35-50 35-50
Differential Bearing Adj. L o c k ....................... 160-175 160-175
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Electric Shift U n it ........................................... 35-40 35-40

Axle Shaft Flange Stud Nut (1/2") ................. 30-40 50-60
Axle Shaft Flange Stud Nut (5/8") ................. 50-60 90-110
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REAR AXLE 4-30
SPECIFICA TIO N S (C O N T .)
MODEL . . . . 16221 SPIDER

Diameter of Arms ................. . . . 0.937"-0.398"
RATIOS . . 5.57-7.75 Allowable Out of Square . . . . .............. 0.0025"
6.50-9.04 Arms in Same Plane Within . . ................. 0.004”
6.14-8.54
7.17-9.97
4.88-6.78
Side G e a r ............................... 0.0610"-0.0635"
Pinion G e a r ............................ . 0.0280"-0.0320"
Support C a s e ......................... 0.0610"-0.0635"
0.0585"-0.0635"
Drive Gear to Drive Pinion Backlash. . 0.006"-0.016"
Shim Thickness Available . . . 0.003", 0.010", 0.030" SLIDING CLUTCH GEAR
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Pinion Bearings Inside Diameter .................... . . 1.936” -1.942"
Adjustment Method (See Text) . . . . . . . Spacers Width of Clutch Fork Groove . . . . 0.562” -0.569"
Spacer Thickness Available . 0.255", 0.257", 0.261",
0.265" 0.269", 0.279"
CLUTCH PLATE
Rotating Torque (In. L b s .).............. . . . . 15-30
Pin H ole-I.D ............................ . 0.6235"-0.6260"
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Idle Pinion Pin Hole—I.D. . . . . . 1.375"-1.376”
Plate Thickness....................... 0.840"-0.845”
DRIVE PINION
Nominal Assembly Dimension........... . . . . 4.125"
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CLUTCH PLATE PIN
. 0.6235"-0.6240"
DRIVE GEAR
Maximum R un -O ut............................ . . . . 0.003"
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CLUTCH SHIFT FORK ROLLER
Inside Diameter .................... . . 0.392"-0.395"
Outside D iam eter.................... 0.555"-0.560"
DIFFERENTIAL CASE
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Maximum R un-O ut............................ . . . . 0 .0 0 2 "
Side Gear Contact Surface—I.D............ 2.374"-2.376" CLUTCH SHIFT FORK ROLLER PIN
Spider H ole-I.D ................................ 0.9375"-0.9385" Large Diameter....................... . . 0.385"-0.390”
Idler Pinion Pin H ole-I.D................. 1.3745"-1.3760" Small D iam eter....................... . . 0.374"-0.377"
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Clutch Plate Pin H ole-I.D ................ 0.6210"-0.6225"
AXLE SHAFT
SIDE GEAR Number of Splines ................. ..........................16
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Differential Case Contact Surface—O.D. 2.367"-2.369" Diameter at Splines .............. . . . . 1.870"-1.875"

Pinion and Side Gear Backlash........... 0 006"-0.016" Shaft Run-Out—Flange to Splines .................... 0 .0 1 0 "
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DIFFERENTIAL PINION TORQUE SPECIFICATIONS (Ft. Lbs.)

Inside Diameter.................................. 0.942"-0.943" Differential Case B o l t ........... .................... 55-65
Support Case Bolt N u t ........... .................... 85-105
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Pinion Shaft Nut....................... ................. 325-450

IDLER PINION Pinion Cage Cap S crew ........... ................. 115-125
Inside 1Diameter ............................... 1 375"-1.376" Differential Bearing Cap Bolt . ................. 210-250
Differential Carrier Bolt . . . .................... 75-85
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Cover to Housing B o l t ........... .................... 35-50

IDLER PINION PIN Differential Bearing Adj. Lock . ................. 115-125
Outside Diameter............................ 1.3695"-1.3705" Electric Shift Unit ................. .................... 35-40

REAR AXLE 4-31
TANDEM REAR AXLE

(EATON TANDEM 30DS AND 34DS)
This section includes description and overhaul informa the differential in a single axle divides the torque between
tion on Eaton Tandem single reduction (Model DS) rear two wheels.
axles used on models as indicated in MODEL DATA at Action of the inter-axle is controlled by the driver
front of this Manual. through a shift chamber attached to side of inter-axle
Refer to “ Specifications” at end of this section for new differential cover.
limits, fits, tolerances, torque readings, available shim When inter-axle differential is locked by sliding clutch
thicknesses and other important inspection and reassem gear, the front and rear axles operate as one unit. This
bly information. is desirable in event one of the axles encounters loss of
traction.
DESCRIPTION AND OPERATION Inter-axle differential front side gear drives forward
axle while rear side gear drives rearward axle.
Rear axle unit consists of two spiral bevel type rear
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axle assemblies. Forward unit (fig. 1) incorporates an
inter-axle differential and thru-shaft, in addition to a DIFFERENTIAL ASSEMBLY
conventional type differential. Inter-axle differential al Differential in each axle is conventional four pinion
lows the two axles to operate independently of each other type with drive gear bolted to flanged half of differential
or to be locked together as a single unit. The thru-shaft case. The two halves of differential case are machined
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permits power to be transmitted from input shaft through as an assembly and must be replaced as such.
inter-axle differential and output shaft to inter-axle Thrust washers are used between pinions and case,
propeller shaft. also between side gears and case. Thrust washers must
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be replaced in sets.
PINION AND SHAFT Complete differential assembly is supported by opposed
The spiral bevel drive pinion on forward and rearward tapered roller bearings located in legs of carrier. Bear
ings are adjustable to provide proper drive gear location
rear axle units is straddle mounted with two tapered
roller bearings at front and one straight roller bearing
ra and to adjust bearing pre-load.
at rear. Pinion on front unit is driven by inter-axle dif
ferential forward side gear. AXLE SHAFTS
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Axle shafts are full floating type, splined to differential
INTER-AXLE DIFFERENTIAL (FORWARD AXLE) side gears at inner end, and attached to hubs by studs and
The function of the inter-axle differential is to divide nuts at flanged end. Stud holes in flange are taper-reamed
the torque between the two axles in the same manner as to accommodate split tapered dowels.
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OVERHAUL
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Rear axle assemblies should be completely removed using suitable puller. Remove bearing retaining
from vehicle whenever differential carrier assembly is to washer.
be disassembled for overhaul. However, axle shafts can 2. Remove cap screws, stud nuts, and lock washers at
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be replaced without removing axle assembly. taching cover (17) to rear of axle housing. Remove
Except for construction of pinion shafts and inter-axle cover assembly with oil seal (15) and bearing (14).
differential on front unit, front and rear differential units Remove and discard cover gasket.
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are the same. Following procedures describe front units 3. If seal is to be replaced, remove with punch, other
and apply to both front and rear units unless otherwise wise do not disturb.
noted in text. 4. If inspection indicates bearing should be replaced,
remove snap ring, then remove bearing race and
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DISASSEMBLY roller assembly.

REFERENCE NUMBERS IN DISASSEMBLY PROCE DIFFERENTIAL CARRIER REMOVAL
DURES FOLLOWING REFER TO FIGURE 1.
Before and during axle disassembly check the following: 1. Remove all differential carrier to axle housing stud
1. Check axle housing for lubricant leaks before clean nuts, cap screws, and lock washers, except two near
ing, then steam clean thoroughly. top. Loosen two at top and leave installed to prevent
2. Check pinion and bevel gear backlash. Refer to carrier falling.
"Specifications” at end of this section. 2. Break carrier loose from axle housing by tapping
3. Check pinion gear shaft, also differential bearing end
3. Support carrier on roller jack or chain falls, remove
play. This information should be recorded at time of
top nuts and lock washers, then work carrier free.
disassembly for reference at time of reassembly.
A small pinch bar may be used to keep carrier
straight in housing bore while carrier is withdrawn.
REMOVE HOUSING COVER (FWD. AXLE)
End of bar must be rounded to prevent damage to
1. Remove yoke nut and washer, then remove yoke (16) carrier flange.

REAR AXLE 4-32
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1 Retainer
0
12 "O" Ring Seal 23 Pinion Tapered Bearing Assy.
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2 Input Shaft 13 Output Shaft 24 Pinion Bearing Cage

3 Sliding Clutch Gear 14 Output Shaft Bearing 25 Tooth Contact Adjusting Shims
4 "D " Washer 15 Oil Seal Assy. 26 Pinion Bearing Adjusting
5 Thrust Washer 16 Output Shaft Yoke Spacer
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6 Inter-Axle Helical Side Gear 17 Housing Cover 27 Pinion Helical Drive Gear
7 Inter-Axle Differential Case, 18 Differential Assy. 28 Pinion Nut
Spider, and Pinions 19 Axle Housing Assy. 29 Inter-Axle Differential Cover
8 Inter-Axle Helical Side Gear 20 Differential Carrier 30 Input Shaft Bearing
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9 Tapered Bearing Assy. 21 Pinion Roller Bearing 31 Oil Seal Assy.

10 Bushing 22 Drive Pinion 32 Input Shaft Yoke
11 Plug T -1 6 4 8
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F ig . 1— Se ctional V ie w of Forward Rear A x le
4. Mount differential carrier assembly in suitable re stand, for convenience of handling, proceed as follows:
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pair stand (fig. 2 ), which will facilitate service 1. Remove snap ring from input shaft, then lift helical
operations. side gear (6 ), thrust washer (5), and "D ” shaped
INTER-AXLE DIFFERENTIAL washer (4) from input shaft (fig. 3).
2. Remove cotter pin and nut, then remove propeller
COVER REMOVAL (FWD. AXLE) shaft yoke (32) from input shaft (fig. 4) using suitable
1. Remove cap screws and lock washers attaching inter puller.
axle differential cover (29) to differential carrier 3. Remove cap screws and lock washers attaching bear
(fig. 2 ). ing retainer (1) to cover. Remove retainer and oil
2. Lift cover assembly, including input shaft, front seal assembly (fig. 5). Remove and tag shims for
helical side gear, and shifting mechanism, from dif
reassembly reference.
ferential carrier. Remove and discard cover to 4. Replace oil seals in retainer as directed under "Oil
carrier gasket.
Seal Replacement” in "GENERAL REAR AXLE IN
INTER-AXLE DIFFERENTIAL COVER FORMATION" section.
DISASSEMBLY (FWD. AXLE) 5. Using soft hammer, drive input shaft and bearing
With cover assembly supported in suitable repair forward and out of cover (fig. 6 ).

REAR AXLE 4-33
Input
C o m p an ion
F lange
Input Shaft
Nut
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Fig. 4 — Removal or Installation of Y o k e at Input Shaft
Fig. 2 — D ifferential C arrier Assem bly Mounted in Repair Stand
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NOTE: Paragraphs 6 through 8 following are NOTE: Paragraphs 9 through 11 following are
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applicable only to axles using air operated inter applicable only to axles using vacuum operated
axle differential lock. inter-axle differential lock.
6. Remove stud nuts and lock washers attaching cover 9. Remove boot from lockout shift lever, then remove
to inter-axle differential shift cylinder. Remove cotter pin and clevis pin. Pull shift lever from shift
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cover and grommets; discard grommets. lever bracket (fig. 9).

7. Remove nut, flat washer and grommet from push rod 10. Remove cap screws and lock washers attaching shift
(fig. 7).
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8. Remove cap screws and lock washers attaching shift

cylinder body to cover. Remove shift cylinder body
assembly from cover (fig. 8). Remove and discard
gasket.
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as
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^ TPM -8317
F ig . 3 — Rem oval o r In sta lla tio n o f S id e G e a r a n d W ash e r Fig. 5 — Removal o r Installation of Input Shaft Bearing Retainer

REAR AXLE 4-34
Shift Cylinder
Body Com pression
Spring
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Differential
Carrier Cover
F ig. 6 — Removal of Input Shaft Fig. 8 — Removal or Installation of L o c k -O u t A ir C ylin d e r
lever bracket to cover, then remove bracket (fig. 10).
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11. Compress spring, then remove pin, washer and 3. If inspection indicates necessity, use puller (J-3493)
spring from shift fork push rod. to remove bearing from output shaft differential side
12. Remove compression spring from push rod. Remove gear.
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sliding clutch and shift fork with rod from cover
(fig. 11). DIFFERENTIAL REMOVAL AND DISASSEMBLY
INTER-AXLE DIFFERENTIAL ra N O TE: Before removing differential assembly,
DISASSEMBLY (FWD. AXLE) remove cotter pin and loosen drive pinion helical
gear nut (28).
1. Lift inter-axle differential assembly off output shaft
side gear (fig. 12). Procedures for removal and disassembly of forward
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2. Punch mark both halves of differential case for and rearward axle differential assembly used on these
reference at time of reassembly. axles is described and illustrated in section for Eaton
3. Cut lock wire, then remove bolts and nuts attaching axle model 17121.
two halves of case together. Separate case halves and
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remove spider, pinion gears, and thrust washers.

PINION CAGE REMOVAL (FWD. AXLE)
OUTPUT SHAFT DISASSEMBLY (FWD. AXLE) 1. Use suitable gear puller to remove gear from pinion.
1. Using soft hammer, drive output shaft and rear 2. Remove cap screws and lock washers attaching
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helical side gear forward and out of differential pinion cage (24) to differential carrier.
carrier (fig. 13). 3. Use brass rod and hammer to tap end of pinion so to
2. Remove snap ring from output shaft, then lift side drive assembly from carrier. Rotate assembly dur
gear (8) and bearing cone from shaft (fig. 14). Re ing removal operations so as not to damage bearing.
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move and discard two O-ring seals (12).

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Shift Lever Bracket
Boot
Shift Cylinder
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Cover
Shift Lever
Shift Cylinder
Body
Fig. 7 — Removal or Installation of C lo c k -O u t

A ir C y lin d e r Push Rod N u t Fig. 9 — Removal o r Installation of Vacuum O perated Sh ift Lever

REAR AXLE 4-35
Shift Lever Drive Pinion

Bracket
Spring
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F ig . 12— Removal or Installation of In te r-A x le Differential
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PINION AND CAGE REMOVAL AND
DISASSEMBLY (REARWARD AXLE)
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Fig. 10— Removal or Installation of Vacuum Operated
L o c k -O u t Shift Lever Bracket Spring
Procedures for removal and disassembly of rearward
axle pinion and cage, used on these axles, is the same as
4. Remove adjusting shims (25) from between case and described and illustrated in section for Eaton rear axle
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carrier. Wire shim pack together to facilitate ad model 17121.
justment at time of assembly.
ra REPAIR
PINION AND CAGE DISASSEMBLY (FWD. AXLE) DIFFERENTIAL PINION GEAR BUSHING
Replacement
1. Place assembly in arbor press with cage on arbor Remove bushings, using suitable remover, or punch
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plates. Press pinion downward and out of cage. and press to drive bushings from gear.
2. Remove bearing adjusting spacer (26), used between Press new bushings into gear until bushing is not less
bearings, and tag for reassembly reference. than 3/16" below edge of hole in gear. Burnish or ream
3. Bearing cups can be removed from pinion cage with bushings to size given in “ Specifications."
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remover (J-3940) in manner illustrated in figure 15

when inspection indicates necessity.
4. If inspection indicates necessity, remove bearings
from pinion using puller (J-3493) in manner illus
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trated in figure 16.

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l J L - 1 .1 Shift Cylinder
tip*
as
Input Shah
Bearing
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Compression
Spring
Sliding Clutch
Push Rod
Output Shaft
Shift Fork Assem bly
F ig . 1 1 - I n t e r - A x l e D iffe re n t ia l A ir L o c k - O u t S h ift C o m p o n e n ts F ig . 13— Removal of Output Shaft Assem bly

REAR AXLE 4-36
DIFFERENTIAL PINION GEAR BUSHING

R e p la c e m e n t
1. Place pinion in vise fitted with soft jaw pads, then
use hack saw to split bushing at two places opposite
each other. Bushing can now be easily removed.
2. Remove burrs or sharp edges from pinion bore which
Side Gear might interfere with proper bushing installation.
Assem bly 3. Press new bushing into pinion until bushing is cen
tered equally in pinion.
4. Burnish or ream bushing to size as indicated in
"Specifications” at end of this section.
REA SSEM BLY

All gears, thrust washers, bearings, and contact sur
faces should be coated with recommended differential
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Snap Ring lubricant, before parts are installed, to prevent scoring
during initial axle operation.
PINION AND CAGE ASSEMBLY AND

INSTALLATION (REARWARD AXLE)
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Procedures for assembly and installation of rearward
axle pinion and cage on these axles is the same as
described and illustrated in section for Eaton rear axle
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model 17121.
PINION AND CAGE ASSEMBLY (FWD. AXLE)

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1. Press pinion inner tapered bearing cone onto pinion,
Fig. 14— Disassem bly or Assem bly of O utput Shaft
with wide portion of cone toward pinion teeth, until
seated against shoulder. Use bearing replacer plates
OUTPUT SHAFT BUSHING (J-3493) and an arbor press.
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R e p la c e m e n t 2. Press straight roller bearing (21) onto pinion, then
Remove bushing, using slide hammer and puller. stake end of pinion using a staking tool or a round
Press new bushing into shaft until bushing is 1/8" be nosed punch.
low end of shaft. Burnish or ream bushing to size given 3. If removed press tapered roller bearing cups into
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in "Specifications." cage until seated tightly against shoulders in cage.

4. Install pinion and bearing assembly in pinion cage.
Install same bearing adjusting spacer as removed at
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disassembly. Press outer bearing cone on pinion.

5. Place pinion and cage in an arbor press and apply
9-10 tons pressure to bearings.
6. Wrap soft wire around cage and pull on horizontal
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line with spring scale (J-8129). Rotating (notstarting)

torque should be within limits given in “ Specifica
tions” at end of this section.
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R E M O V IN G INNER R E M O V IN G INNER
B EARING C O N E ROLLER BEARING
____________________ TPM-6551
F ig . 15 — P in io n C a g e B e a rin g C u p Rem oval Fig . 16— Pinion Bearing Removal

REAR AXLE 4-37
7. Proper bearing adjustment is obtained by selective 4. Install gasket and shift cylinder body on cover and
spacer (26) used between pinion bearing cones. Refer secure with cap screws and lock washers.
to "Specifications” at end of this section for sizes of 5. Soak felt seals thoroughly in oil, then install seals
spacers available. and grommet on piston.
6. Install spring over push rod, then install piston as
PINION AND CAGE INSTALLATION sembly on rod. Install grommet on push rod, then
(FWD. AXLE) secure piston to rod with nut and washer.
1. Place same shims (25) that were removed at dis 7. Install grommet on cover, then install cover on body
assembly on differential carrier, then position pinion and secure with stud nuts and lock washers.
and cage assembly in carrier. N O TE: Paragraphs 8 through 11 following are
2. Install cap screws and lock washers attaching cage
applicable only to axles using vacuum operated
to carrier. Tighten cap screws to recommended
inter-axle differential lock.
torque.
3. Install helical drive gear (27) on pinion, then install 8. Install compression spring and washer on push rod,
retaining nut (28). Nut is tightened to recommended then compress spring and install retaining pin. Coat
torque after differential is installed. spring and push rod with grease.
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GEAR TOOTH CONTACT AND BACKLASH 9. Install shift lever bracket to carrier cover, using
new gasket. Install and tighten cap screws.
Instructions for obtaining proper gear tooth contact and
10. Install shift lever in bracket, engaging slot in push
backlash are given in “ GENERAL REAR AXLE IN
o
FORMATION” section. These instructions cover both
rod. Install clevis and cotter pins.
11. Install boot over shift lever and bracket.
the "R ed Lead” and "Pinion Setting Gauge” methods.
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INPUT SHAFT AND COVER ASSEMBLY
DIFFERENTIAL ASSEMBLY (FWD. AXLE)
AND INSTALLATION 1. Press bearing (30) on input shaft.
Procedure for reassembly and installation of forward
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2. Locate input shaft in inter-axle differential cover,
and rearward axle differential assembly used on these with splines engaging sliding clutch gear and with
axles is described and illustrated in "SINGLE REDUC bearing seated in cover.
TION REAR AXLE” section for Eaton rear axle model
3. Install bearing cover and oil seal assembly using
17121.
OUTPUT SHAFT INSTALLATION (FWD. AXLE)
ra same shim pack removed at time of disassembly,
provided original parts are being reinstalled. Tighten
1. If removed, install bearing cone (9) on output shaft cap screws only finger tight.
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side gear.
NO TE: To determine shim pack thickness in
2. Install side gear (8) and bearing assembly on output
stall retainer without shims and tighten cap
shaft and secure with snap ring.
screws finger tight. Measure clearance between
3. Install two new O-rings (12) in grooves of output
retainer and cover, then add 0.003" to this di
ar
shaft.
mension which is the thickness of shims re
4. Install output shaft and bearing cone assembly in
quired for corrrct bearing clearance.
differential carrier.
4. Install propeller shaft yoke and nut on input shaft.
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INTER-AXLE DIFFERENTIAL ASSEMBLY Tighten nut to recommended torque, then secure with
(FWD. AXLE) cotter pin.
1. Install thrust washers and differential pinions on 5. Install "D ” shaped washer (4) thrust washer (5), and
differential spider. helical side gear (6) on input shaft (2) and secure
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2. Position spider assembly in male half of differential with snap ring (fig. 3).
case. INTER-AXLE DIFFERENTIAL COVER
3. Position female half of case over male half, aligning INSTALLATION (FWD. AXLE)
as
punch marks made at time of disassembly. N O TE: Be sure pinion helical drive gear nut
4. Install bolts and nuts securing two halves of case. (28) is tightened to recommended torque and se
Tighten to recommended torque and secure with lock cured with cotter pin before cover is installed.
wire.
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5. Position inter-axle differential over output shaft side 1. Install cover assembly on differential carrier, align
gear, with nuts toward front (away from output shaft ing dowel pins with holes in cover and using new
side gear). gasket. Rotate input shaft to mesh shaft splines with
differential spider splines.
INTER-AXLE DIFFERENTIAL COVER 2. Install cover to carrier cap screws and lock washers.
ASSEMBLY (FWD. AXLE) Use caution during tightening to be sure cover seats
1. Install input shaft front bearing (30) into inter-axle against carrier without binding.
differential cover (29). 3. Check inter-axle differential operation by holding
2. Install push rod felt seal and retainer in cover. output shaft while turning input shaft. If the assembly
3. Insert push rod into cover while engaging shift fork differentiates, the unit is correctly assembled.
with sliding clutch gear, then push this assembly into
operating position. DIFFERENTIAL CARRIER INSTALLATION
1. Install new carrier to housing gasket over studs.
NOTE: Paragraphs 4 through 7 following are 2. Start carrier assembly (20) over studs and lower
applicable only to axles using air operated inter into housing. Install stud nuts and lock washers, then
axle differential lock. tighten evenly and alternately until tight.

REAR AXLE 4-38
HOUSING COVER INSTALLATION cover assembly using stud nuts and lock washers.
1. At forward axle, press output shaft rear bearing (14) DIFFERENTIAL LOCK CONTROLS
into housing cover (17), then secure with snap ring. The differential lock mechanism used on these axles
2. At forward axle, coat outer surface with Permatex,or is either vacuum or air controlled, depending upon the
equivalent, to prevent oil leaks, then install seal as- model of vehicle. Refer to instructions previously in this
sembly (15) in housing cover. section for removal and installation of air shift cylinder
3. Place new gasket on housing, then install housing assembly at forward axle differential lock cover.
SPECIFICATIONS
MODEL (F ron t).................... . 30DSF and 34DSF DRIVE GEAR
( R e a r ).................... . 30DSR and 34DSR Maximum Run-Out................. ................. 0.003"
TYPE .
RATIOS ............................... 4.88:1, 5.57:1, 6.14:1, DIFFERENTIAL CASE
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6.50:1, 7.17:1, and 7.60:1 Maximum Run-Out................. ................. 0.002"
Side Gear Contact
Surface—I.D.................... 2.374"-2.376"(30DS)
SIDE GEAR—Front 2.756"-2.758"(34DS)
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Bushing D iam eter........... . ... 2.128"-2.129" SIDE GEAR
Differential Case
SPIDER Contact Surface—O.D. . . 2.367"-2.368"(30DS)
Diameter of A r m s ........... . . . 0.937"-0.938" 2.748"-2.750"(34DS)
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Arms in Same Plane Within .................... 0.004” Pinion and Side Gear Backlash . . . 0.008"-0.015"
Allowable Out of Square . . .................... 0.004" Maximum Run-Out from Axle Splines . . . . 0.003"
SIDE PINION
Diameter—I.D...................
PINION BUSHING
. ... 1.064"-1.065"
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SIDE PINION
Inside D ia m eter................. 0.942"-0.943"(30DS)
1.003"-1.004"(34DS)
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Inside D ia m eter.............. . .. . 0.940"-0.941" SPIDER
Outside D ia m e te r........... . .. . 1.061"-1.062" Diameter of A r m s ..............
0.937"-0.938"(30DS)
0.997"-0.998"(34DS)
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Allowable Out of Square . . . . ................. 0.004"
Side Pinion....................... . . . 0.0287” -0.0320" Arms in Same Plane Within . . ................. 0.004"
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Side Gear ....................... . . . 0.0610"-0.0635"

“ D” Washer ................. . . . . 0.249"-0.250" THRUST WASHER THICKNESS
Side G e a r ............................ . . 0.0600” -0.0635”
SLIDING CLUTCH GEAR Pinion G e a r ......................... . . 0.0280"-0.0320"
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Width of Fork Groove . . . .... 0.320"-0.325"

AXLE SHAFT
OUTPUT SHAFT Number of Splines................. .......................16
Pilot Bushing Diameter . . ... . 1.378"-1.379" Diameter at S plin es........... 1.870"-1.875"(30DS)
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1.975"-1.980"(34DS)
INPUT £iHAFT Flange and Splines Square W ithin.............. 0.010"
Diameter at Pilot End . . . ........... 1.374"-1.375”
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Bearing Retainer Shims . . . . . . 0.003"-0.010"

Diameter at Side Gear . . ........... 2.123"-2.125" TORQUE SPECIFICATIONS (FT. LBS.)
Differential Case Bolt . . . . .............. 90-105
PINION AND DIFFERENTIAL
Pinion Shaft N u t .................... .............. 500-700
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ADJUSTMENTS AND CLEARANCES Pinion Cage Cap Screw . . . . .............. 135-155

Drive Gear to Drive Pinion Backlash 0.006"-0.016" Differential Bearing Cap Bolt . . 210-250 (30DS)
Shim Thickness Available . 0.003", 0.005", 0.010", 350-425 (34DS)
0.020", 0.030" Differential Carrier Stud Nut .............. 110-130
Pinion Bearings Differential Bearing Adj. Lock . . 115-125 (30DS)
Adjustment Method (See T e x t ) ........... Spacers 160-175 (34DS)
Spacer Thickness Available Input Shaft N u t....................... .............. 175-425
Front Unit ................. 0.311", 0.313", 0.317", Input Bearing Retainer . . . ................. 75-85
0.321", 0.325", 0.327" Differential Carrier Cover . .............. 115-125
Rear U n it.................... 0.255", 0.257", 0.261", Output Shaft N u t .................... .............. 175-325
0.265", 0.269", 0.271" Inter-Axle Differential Case ................. 50-60
Rotating Torque (In lbs.) . ....................... 15-35 Ring Gear to Differential Case N u t ........... 85-95
Axle Shaft Flange Stud Nut (1/2" ) .............. 50-60
NOMINAL ASSEMBLY DIMENSION.............. 4.125" Axle Shaft Flange Stud Nut (5 / 8 ").............. 90-110

REAR AXLE 4-39
TANDEM REAR AXLE

(ROCKWELL-MODELS SLHD AND SQHD)
This section includes description and overhaul infor through an air shift chamber attached to side of inter
mation on Rockwell tandem Models SLHD and SQHD axle differential cover (fig. 2).
hypoid rear axles with inter-axle differential. When inter-axle differential is locked by sliding clutch
Refer to "Specifications” at end of this section for new gear, the front and rear axles operate as one unit. This
limits, fits, tolerances, torque readings, available shim is desirable in event one of the axles encounters loss of
thicknesses and other important inspection and reassem traction.
bly information. When inter-axle differential is in unlocked position,
front side gear drives rearward axle, while rear side
gear drives forward axle.
CONSTRUCTION
IDLER GEAR AND SHAFT (FORWARD AXLE)
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Rear axle unit consists of two hypoid drive type axle
assemblies. Forward unit (fig. 1) in addition to a con An idler gear, supported by tapered roller bearings, is
ventional differential, incorporates an inter-axle dif mounted between drive gear mounted in adapter case, and
ferential, thru-shaft, and idler gear. Inter-axle differen drive gear mounted on pinion. Entire assembly is sup
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tial allows the two axles to operate independently or to be ported in adapter case by a shaft.
locked together as a single unit. The thru-shaft permits
power to be transmitted from input shaft through inter AXLE DIFFERENTIAL'
axle differential to inter-axle propeller shaft. Differential in each axle is conventional four pinion
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type with helical drive gear riveted to flanged half of dif
PINION AND SHAFT ferential case. The two halves of differential case are
machined as an assembly and must be replaced as such.
The hypoid drive pinion on front and rear axle units is
straddle mounted with two tapered roller bearings at
front and one straight roller bearing at rear. Pinion on
front unit is driven by a helical gear from an idler gear.
ar Thrust washers are used between pinions and case,
also between side gears and case. Thrust washers must
be replaced in sets.
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Complete differential assembly is supported by opposed
Rear unit pinion is driven by an inter-axle propeller shaft
tapered roller bearings located in legs of carrier. Bear
connecting front axle thru-shaft to rear axle pinion.
ings are adjustable to provide proper drive gear location
and to adjust bearing pre-load.
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INTER-AXLE DIFFERENTIAL (FORWARD AXLE)
AXLE SHAFTS
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The function of the inter-axle differential is to divide

the torque between the two axles in the same manner as Axle shafts are full floating type, splined to differential
the differential in a single axle divides the torque between side gears at inner end, and attached to hubs by studs
two wheels. and nuts at flanged end. Stud holes in flange are taper-
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Action of the inter-axle is controlled by the driver reamed to accommodate split tapered dowels.
OVERHAUL
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Rear axle assemblies should be completely removed SHIFT REMOVAL (FORWARD AXLE)
from vehicle whenever carrier assembly is to be dis
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1. At right side of adapter case, remove shift housing

assembled for overhaul. However, axle shafts can be cap screws and lock washers, then remove housing.
removed without removing axle assembly. 2. At inside of case, through shift housing opening, re
Except for construction of pinion shafts and the inter move nut, button, lever, cup, and spring (fig. 2).
axle differential on front unit, front and rear differential
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units are the same. Following procedures describe front N O TE: Stud is pressed into carrier and it may
units and apply to both front and rear units unless other be necessary to press it out slightly in order to
wise noted in text. remove shift lever.
THROUGH SHAFT REMOVAL (FORWARD AXLE)

1. Hold propeller shaft yoke at rear of thru-shaft with
DISASSEMBLY holding bar (J-3453) while nut is being loosened.
Before and during axle disassembly check the following: 2. Remove cap screws and lock washers attaching thru-
1. Check axle housing for lubricant leaks before clean shaft rear bearing and oil seal cage to axle housing
ing, then steam clean thoroughly. bowl.
2. Check pinion and bevel gear backlash. Refer to 3. Tap cage lightly with soft hammer to loosen cage
"Specifications” at end of this section. from housing bowl.
3. Check pinion gear shaft, also bevel gear shaft and 4. As thru-shaft and cage assembly is being pulled
differential bearing end play. This information should rearward, grasp the sliding clutch gear through shift
be recorded for reference at reassembly. housing opening and remove gear from end of shaft.

IN T E R -A X L E D IF F E R E N T IA L A S S E M B L Y
B E A R IN G A N D O IL
SE A L R E T A IN E R
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IDLER S H A F T
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A D J U S T IN G SPACER
IDLER P IN IO N
ADAPTER CASE
c ca
P IN IO N D R IV E G E A R
A D J U S T IN G SPA CER
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A D J U S T IN G S H IM S
D IF F E R E N T IA L A S S E M B L Y
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P IN IO N GEAR
D IF F E R E N T IA L C A R R IE R
T -10 56
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Fig . 1— Se ctio n a l V ie w of Forward Rear A x le

REAR AXLE 4-41
THROUGH SHAFT DISASSEMBLY

(FORWARD AXLE)
1. Remove yoke nut, then remove yoke with suitable
available puller.
2. Press thru-shaft from cage assembly, using suitable
support at inner race of bearing.
3. Remove snap ring from cage, then tap bearing out of
cage from seal end, using care not to damage seal.
4. If seal is to be replaced, remove with punch, other
wise do not disturb.
DIFFERENTIAL CARRIER REMOVAL

nuts and lock washers, except the two near top.
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Loosen two at top and leave installed to prevent
carrier from falling.
2. Break carrier loose from axle housing by tapping
3. Support carrier on roller jack; then remove top nuts
and lock washers, then work carrier free, using
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puller screws in holes when provided. A small pinch
bar may be used to keep carrier straight in housing Fig. 2 — In te r-A x le Differential Sh ift Units
bore while carrier is withdrawn, provided end of bar
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is rounded to prevent damage to carrier flange. 3. Lift gear and bearing cone assembly from adapter
4. Mount differential carrier assembly in suitable re
(fig. 9).
pair stand (fig. 3) which will facilitate servicera 4. When inspection indicates replacement is necessary,
operations. bearing cones can be removed from gear with suit
able puller. Bearing cups can be driven from cage
INTER-AXLE DIFFERENTIAL REMOVAL and adapter.
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AND DISASSEMBLY (FORWARD AXLE)
1. Hold propeller shaft yoke with a holding bar (J-3453)
while nut is being removed.
2. Remove cap screws attaching inter-axle differential
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cover to adapter case. Separate cover from case

(fig. 4).
3. Use arbor press to press inter-axle differential as
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sembly from cover (fig. 5). Do not damage assembly,

due to being dropped during pressing operation.
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4. If original match marks on two halves of differential

case are not clear, remark with prick punch for
reference at reassembly.
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5. Cut lock wire, then remove bolts holding two cases

together.
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6. Separate case halves, then remove spider, pinions,

side gears, and thrust washers (fig. 6).
7. Remove oil seal from cover.
8. Remove snap ring, then press bearing from cover.
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ADAPTER CASE REMOVAL (FORWARD AXLE)

1. Remove cap screws and lock washers attaching adap
ter case to differential carrier.
2. Separate adapter and helical gear with bearings from
differential carrier (fig. 7).
DRIVE GEAR REMOVAL (FORWARD AXLE)

1. Using dial indicator, check end play of helical drive
gear and record for reference at time of reassembly.
2. Cut lock wire, and remove six cap screws. Using
two screws as pullers (fig. 8), pull bearing cage and
cup from adapter. Fig. 3 — D ifferential C arrier Assem bly Mounted in Repair Stand

REAR AXLE 4-42
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Fig. 6 — In te r-A xle Differential Components
ferential carrier legs and caps (fig. 13) for identifi
y.
cation when reassembling.
4. Cut lock wire and remove bearing cap screws, bear
ing caps, and adjusting rings.
Fig. 4 — In te r-A x le D ifferential and C over Assembly
Removed from Adapter
IDLER GEAR DISASSEMBLY (FWD. AXLE)

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5. Straight rod can be used as shown in figure 14, to
assist in removing differential assembly from
carrier.
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1. Remove idler gear retaining nut and spacing washer. DIFFERENTIAL DISASSEMBLY
Shaft is held at flats on rear of shaft while loosening 1. Place differential assembly on bench. If original
nut. identification marks on case halves are not clear,
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2. Lift shaft from rear of adapter case (fig. 10). Idler punch mark both halves (fig. 15) to assist in properly
gear assembly can now be removed from adapter matching at reassembly.
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case as an assembly (fig. 11).

3. Remove bearing cones. Tap bearing cups out of gear,
then remove adjusting spacers, also remove snap
ring. Refer to figure 12.
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DIFFERENTIAL REMOVAL
1. At side of differential carrier, loosen lock nut, then
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remove thrust screw. Rotate differential and remove

thrust block. Differential can now clear pinion bearing
when removed.
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2. Before removing differential assembly, check back

lash as instructed later in this section.
3. If original marks are not visible, center punch dif-
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Fig. 7 — A dapter C ase Assem bly Removed from

F ig . 5 — In te r A x le D iffe re n t ia l A sse m b ly Rem oved from C a s e Differential C arrier

REAR AXLE 4-43
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Fig. 8— Removing D riv e G e a r Bearing C ag e with Pu ller Screws
2. Cut lock wires, then remove bolts and separate case

halves (fig. 15).
3. Remove four pinions and thrust washers from spider.
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Remove differential side gears and thrust washers
from case. Fig. 10— Idler Shaft Removal
4. If differential side bearings require replacement, use
universal puller set (J-3493) in manner shown in
figure 16 to remove bearings.
PINION CAGE REMOVAL (FORWARD AXLE)

ar while removing nut and flat washer from pinion.
2. Place assembly in arbor press with cage on arbor
blocks. Press pinion downward and out of cage and
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gear (fig. 17).
1. Cut lock wire, then remove cap screws attaching
3. Remove bearing adjusting spacer, used between bear
pinion cage to differential carrier.
ings, and tag for reassembly reference.
2. Use brass rod and hammer to tap end of pinion so to
4. Bearing cups can be removed from pinion cage with
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drive assembly from carrier. Use caution not to
remover (J-3940) in manner illustrated in figure 18
damage pinion bearing. Puller screws can also be
when inspection indicates necessity.
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used to pull pinion and cage assembly from carrier

5. If inspection indicates necessity, remove bearings
(fig. 8). from pinion using puller (J-3493) in manner illus
3. Remove adjusting shims from between cage and
trated in figure 19.
carrier. Wire shim pack together to facilitate ad
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justment at time of reassembly. PINION CAGE REMOVAL (REARWARD AXLE)

1. Remove bolts and lock washers which attach pinion
PINION AND CAGE DISASSEMBLY cage to carrier. With puller screws installed as
(FORWARD AXLE)
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shown in figure 20, pull cage from carrier. NOTE:

1. Clamp teeth of pinion in vise having soft jaw plates, Use of pinch bar may damage the shims.
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F ig . 9 — D r iv e G e a r , B e a rin g s and C a g e Rem oved from A d a p te r F ig . 11— Idler G e a r Removal and Installation

REAR AXLE 4-44
Idler Gear
Fig. 12— Idler G e a r Components
2. Remove adjusting shims from between carrier and
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cage. Wire shim pack together to facilitate adjust
ment at reassembly.
PINION AND CAGE DISASSEMBLY

(REARWARD AXLE)
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1. Hold propeller shaft yoke with holding bar (J-3453) Fig. 14— Differential Assem bly Removal & installation
and remove pinion nut. torque specifications of various bolts and nuts, also fits
2. Place assembly in arbor press with cage on bed of and clearances of mating parts.
arbor. Press drive pinion downward and out of cage.
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3. Remove yoke and retainer with oil seal assembly. PINION AND CAGE ASSEMBLY
Remove pinion bearing spacer from pinion. Carefully (FORWARD AXLE)
tag adjusting spacer for reassembly reference. ra
4. Lift outer bearing cone from cage. If inspection indicates that drive pinion should be re
5. When inspection indicates necessity, cups can be placed, replacement of drive gear is also necessary as
removed from cage (fig. 18) with remover (J-3940). these parts are serviced as matched sets.
1. Press inner pinion bearing onto drive pinion with
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6. If necessary pinion bearing inner cone can be re
moved with universal puller (J-3493)(fig. 19). wide portion of cone toward pinion, until seated
7. Remove snap ring holding straight roller bearing to against shoulder. Use plates from universal set
pinion, then remove bearing (fig. 19). (J-3493).
2. Install straight roller bearing on shaft, then install
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REASSEMBLY lock ring retaining bearing to pinion.

3. If new cups are to be installed, press cups firmly
Before axle is assembled, make sure that all parts against shoulder of pinion cage.
have been thoroughly cleaned, particularly oil passages in
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pinion cage, differential carrier and bevel gear shaft

bearing cages. Apply a thin coating of differential lubri Differential Case
cant to all thrust and bearing surfaces to prevent scoring
Thrust W asher
of parts when vehicle is first placed in service. Case M arks
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Use of new Lock washers and gaskets is recommended Side G ear

throughout during assembly of axle. Adjustments must be
Pinion
carefully made to insure efficient and continuous opera
as
tion. Refer to “ Specifications” at end of this section for Thrust

W asher
Spider
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Drive Geai
Differential
Bearing
F ig . 1 3 — D iffe re n tia l B ea rin g C a p A lig n m e n t M a rk s Fig. 15— Differential Assembly

REAR AXLE 4-45
4. Lubricate bearings with recommended axle lubri

cant; then insert pinion and bearing assembly into
cage. Place original adjusting spacer over pinion
shaft.
5. Press outer pinion bearing onto pinion.
6. Adjust pinion bearing pre-load as instructed under
AXLE INFORMATION” .
7. Press gear on pinion shaft, then install washer and
nut. Tighten pinion nut, using torque wrench.
8. Recheck pinion bearing torque to be sure it is still
within the recommended limits.
PINION CAGE INSTALLATION

(FORWARD AXLE)
1. Install original shim pack on carrier.
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2. Install pinion and cage assembly on carrier, being
sure that oil passage holes are not covered.
3. Install cap screws and tighten to recommended
torque.
IM P O R T A N T : If the gauge method is to be used
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Fig. 17— Pressing Pinion from G e a r and C a g e
this stage of assembly. Refer to "Gear Back 3. If new cups are to be installed, press cups firmly
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lash and Tooth Contact” in "GENERAL REAR against shoulder of pinion cage.
AXLE INFORMATION.” If gauge method is not 4. Lubricate bearings with recommended axle lubricant;
to be used, continue with assembly operations ra then insert pinion and bearing assembly into cage.
as described in following paragraphs. Place original spacer or spacer combination over
pinion shaft.
PINION AND CAGE ASSEMBLY 5. Press outer pinion bearing onto pinion.
(REARWARD AXLE) 6. Adjust pinion bearing pre-load as instructed under
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If inspection indicates that drive pinion should be re
AXLE INFORMATION.”
placed, replacement of drive gear is also necessary as
7. Install oil seal assembly into retainer.
these parts are serviced as matched sets.
8. Install new gasket then oil seal retainer and seal
1. Press inner pinion bearing onto drive pinion with
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wide portion of cone toward pinion, until seated

against shoulder. Bearing
2. Install straight roller bearing on shaft. Install re Cage Bearing Cup
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tainer and snap ring retaining bearing to pinion. Remover

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F ig . 1 6 — D iffe re n t ia l B e a rin g Rem oval Fig. 18— Pinion C a g e Bearing C u p Removal

REAR AXLE 4-46
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F ig . 19— Pinion Bearing Removal (Typical)
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assembly on cage. Install shaft yoke on pinion shaft. Fig . 2 1 — C h e ck in g Fit of D ifferential Bearing C a p
Install washer and pinion nut, then tighten to rec
ommended torque. Insert cotter pin. Do not back off 1. Lubricate differential case inner walls and all the
nut to align cotter pin hole. component parts with recommended axle lubricant.
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2. Install differential side bearings using an arbor press
PINION CAGE INSTALLATION or a suitable driver.
(REARWARD AXLE) 3. Position new thrust washer and side gear in bevel
1. Install original shim pack on carrier.
2. Position pinion and cage assembly on carrier housing
bolt holes. Be sure oil passages in shims and cage
index with similar passages in carrier.
ar gear half of case. Install spider with pinions in
position, using all new thrust washers. Install re
maining side gear and new thrust washer (fig. 15).
4. Install other half of case over assembly. Align mat
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3. Install bolts and lock washers. Tighten bolts to cor ing marks on differential case halves (fig. 15).
rect torque. Install four bolts holding two halves of case together.
Draw the two halves together firmly. Check assem
IM P O R T A N T : If the gauge method is to be used bly for free rotation of gears; then install remaining
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to determine pinion cage shim pack thickness, bolts. Tighten to correct torque then install lock
the gauging operation should be accomplished at wire.
this stage of assembly. Refer to ‘ ‘Gear Backlash
ca
and Tooth Contact” in “ GENERAL REAR AXLE DIFFERENTIAL INSTALLATION

INFORMATION” section. If gauge method is not
to be used, continue with assembly operations as Proper bearing cup and adjusting ring fit is of utmost
described in following paragraphs. importance and should be carefully checked before dif
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ferential is installed.
DIFFERENTIAL ASSEMBLY 1. Temporarily install bearing cup, adjuster ring, and
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Whenever inspection shows that drive gear must be re

placed, it is also necessary to install new pinion as these
parts are serviced in matched sets.
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F ig . 2 0 — P in io n C a g e Rem oval F ig. 2 2 — Differential Bearing C ap Installation

REAR AXLE 4-47
2. Tighten the same adjusting nut until 0.000" end play

is obtained.
listed in "Specifications” remove differential as
sembly and check for cause.
4. Tighten each adjusting nut one notch from 0.000” end
play position, to place correct pre-load on differen
tial bearings.
NOTE: After bearing pre-load has been ad
justed proceed with tooth contact and backlash
adjustment before completing the next step.
5. Install adjusting ring locks and secure with cap
screws. Install lock wires at locks and bearing caps.
GEAR TOOTH CONTACT
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ADJUSTMENT AND BACKLASH
Drive pinion is adjusted for tooth contact by means of
shims between pinion cage and carrier. Drive gear is
adjusted with right and left adjusting rings at sides of
differential. Refer to “ Gear Tooth Contact and Backlash”
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Fig. 2 3 — D ifferential Bearing Pre-Load C heck in “ GENERAL REAR AXLE INFORMATION” section
for tooth contact and backlash adjustment instructions.
bearing cap, then install and tighten cap screws to Backlash dimensions are listed in “ Specifications” at
recommended torque.
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2. Bearing cup must be a hand push fit (fig. 21) in bore,
otherwise the bore must be reworked with a scraper THRUST BLOCK INSTALLATION
or emery cloth, until proper fit is obtained. Location ra
of high spots in carrier bore can be readily located 1. Position differential carrier on side with back face of
by applying a light coating of prussian blue to bearing bevel gear upward.
cup. 2. Place thrust block on drive gear; then rotate gear
3. If adjusting ring cannot be turned by hand or with a until hole in block is aligned with adjusting screw
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maximum of 20 foot-pounds torque, this indicates hole in differential carrier.
that ring may be oversize and another ring which 3. Install adjusting screw and lock nut; then tighten
provides proper fit should be used. screw until thrust block seats against back face of
4. Coat differential side bearing cones and cups with gear.
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rear axle lubricant specified in LUBRICATION (SEC. 4. To obtain correct clearance between block and gear,
0) of this manual. loosen adjusting screw 1/4 turn; then lock securely
5. Place bearing cups over bearing cones, then position with nut.
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differential assembly in differential carrier. 5. Recheck to assure minimum clearance of 0.010"-

6. Insert bearing adjusting rings and turn hand tight 0.015" during full rotation of drive gear.
against bearing cups.
7. Place differential bearing caps in position on carrier IDLER GEAR AND SHAFT ASSEMBLY
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legs with alignment marks (fig. 22) in line; then tap (FORWARD AXLE)
lightly into position. 1. Install snap ring in idler gear hub groove.
If bearing caps do not seat easily 2. Press idler gear inner bearing cup into idler gear
as
C A U T IO N :
and properly, adjusting rings may be cross until seated against snap ring.
threaded. Remove bearing caps and reposition 3. Install idler gear bearing cup spacing sleeve in hub
adjusting rings. Forcing caps into position will against opposite side of snap ring (fig. 24).
result in irreparable damage to differential 4. Press opposite bearing cup into idler gear until
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carrier or to bearing caps. seated against spacing sleeve.

5. Install inner and outer bearing cones in gear with
8. Install cap screws, then tighten to recommended spacers between cones.
torque. 6. Position idler gear assembly in adapter case (fig. 9)
9. Tighten adjusting rings alternately until tight. Re with bearing cones aligned with idler shaft opening in
volve differential assembly after each tightening to case.
assure normal bearing contact and to keep bearing 7. Tap idler shaft through the adapter case and idler
cups straight in bores. gear assembly (fig. 25). Install idler shaft washer
and nut.
DIFFERENTIAL BEARING
PRE-LOAD ADJUSTMENT IDLER GEAR BEARING ADJUSTMENT
1. Using dial indicator at back face of drive gear as 1 (FORWARD AXLE)
shown in figure 23, loosen bearing adjusting nut on 1. Mount adapter case in a vise with jaws clamping flats
flanged side until end play can be noticed on on end of idler shaft.
indicator. 2. Tighten idler shaft nut to 500 foot-pounds torque.

REAR AXLE 4-48
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Fig. 2 4 — Installing Spacer in Idler G e a r
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3. Mount dial indicator to adapter case with stem Fig. 2 6 — In te r-A x le D ifferential Installed in A dapter Case
against face of idler gear.
4. The correct adjustment of idler gear bearings is 3. Position adapter case assembly to differential car
rier and secure with ten cap screws and lock wash
zero to .005" loose as indicated by dial indicator.
5. Whenever end play of gear does not fall within these
ra ers. Tighten cap screws alternately and evenly to
recommended torque.
limits, install a thicker or thinner spacer combina
tion of spacer as required to obtain proper limits.
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DRIVE GEAR INSTALLATION
ADAPTER CASE INSTALLATION (FORWARD AXLE)
(FORWARD AXLE) 1. Press bearing cones onto each end of helical drive
gear, if they were removed.
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1. Install helical drive gear bearing cup in adapter case.

Allow cup to project slightly beyond surface of case. 2. If removed, press bearing cup into bearing cage until
2. Clean bolting surface of adapter case and differential seated against shoulder.
carrier. Install new gasket to differential carrier. 3. Install gear and bearing assembly in case, with long
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hub of gear toward front.

4. Install cage and cup assembly in case, using same
shim pack removed at time of disassembly.
5. Tighten cap screws to recommended torque. Use dial
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indicator at end of gear to check end play, which

should be 0.001" to 0.005". Remove or add shims
between cage and adapter case to obtain correct end
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play. Secure cap screws with lock wire when correct

adjustment has been obtained.
INTER-AXLE DIFFERENTIAL ASSEMBLY

(FORWARD AXLE)
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1. Position thrust washer and rear side gear into rear

half of differential case.
2. Install spider with pinions and thrust washers over
rear side gear.
3. Install forward side gear and thrust washer over
spider pinions.
4. Install front half of differential case being sure that
alignment marks on case halves are matching each
other.
5. Install cap screws holding two halves of case to
gether. Check for free rotation of differential gears.
6. Tighten cap screws to recommended torque, then
check again for free rotation. Secure cap screws with
F ig . 2 5 — In s ta llin g Id le r G e a r Sh aft in A d a p te r C a s e lock wire.

REAR AXLE 4-49
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Fig. 2 8 — Through Shaft and Bearing Retainer Installation
DIFFERENTIAL CARRIER INSTALLATION
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ing, over studs in housing.
F ig. 2 7 — In te r-A xle Differential C ove r Installed
2. Roll carrier into position on roller jack. Start car
ry
rier over studs in housing, using flat washers under
7. Press bearing on front half of differential case, using stud nut at four points. Tighten alternately and even
spacing washer between bearing and differential ly until carrier is in position. Replace temporary
case.
ra flat washers. Install lock washers and stud nuts,
then tighten to specified torque.
INSTALLATION (FORWARD AXLE) N O TE: Driving carrier into housing with the
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1. Position inter-axle differential assembly in adapter use of a hammer may damage the carrier stud
case (fig. 26). flange and will result in oil leaks.
2. Tap assembly into place so that rear half of dif
ferential fits over drive gear hub. Rotate differential THROUGH SHAFT ASSEMBLY
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to allow splines on side gear and drive gear to align (FORWARD AXLE)
with each other. 1. Install bearing in thru-shaft cage, then secure with
3. If removed, install snap ring in inter-axle differen snap ring.
tial cover.
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2. Press cage and bearing assembly onto rear end of

4. Install cover to adapter case (fig. 27), using new thru shaft until bearing is seated against shoulder on
gasket. Install and tighten cover to case cap screws. shaft. Press against inner race of bearing.
5. If removed, install oil seal assembly in cover. 3. Install new oil seal assembly in cage. Coat outer
Coat outer surface of seal with sealing compound, to surface of seal with sealing compound to prevent oil
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prevent oil leaks. Coat lip of seal with axle lubricant leaks. Coat lip of seal with axle lubricant to prevent
to prevent scoring. scoring.
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6. Install propeller shaft yoke and nut at inter-axle 4. Install propeller shaft yoke and nut at rear of thru
differential input shaft. shaft.
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SPECIFICATIONS
ROCKWELL TANDEM— SLHD AND SQHD
S L H D ............................................................. 6:17 AXLE DIFFERENTIAL (BOTH AXLES)
* S Q H D ..............................................................4:33
SLHD and SQHD . . . . 4:11; 4:44; 4:63; 4:88; 5:29; ADJUSTMENTS AND CLEARANCES
5:83; 6:83; 7:20; 7:80; 8:60 Backlash—Gear to P in io n ................. 0.006"-0.012”
Type .............. .Tandem with Inter-Axle Differential Backlash Adjustment M e th o d ....................See Text

BRAKES 4-50
Differential Bearing Spacer Thickness , 0.250", 0.255", 0.740", 0.750"
Adjustment M eth od ....................Threaded Rings 0.760", 0.770", 0.780"
Bearing Pre-Load..................................See Text
DRIVE GEAR
Backlash to Pinion ......................... 0.006"-0.012" DIFFERENTIAL CASE
Runout—Installed (T o ta l)............................... 0.008" Bushing Dia. (Burnish)....................
Dia. at Fwd. Side G e a r .................... 2.309"-2.311"
DIFFERENTIAL CASE Dia. at Rear Side G e a r .................... 2.842” -2.844"
Diameter at Side Gear—I.D................ 2.627"-2.629"
SIDE GEAR-REAR
SIDE GEAR Diameter at Case Contact................. 2.812"-2.813"
Diameter at Differential Case........... 2.582"-2.587"
SIDE GEAR-FORWARD
Diameter at Case Contact 2.279"-2.289"
SIDE PINION
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Diameter—I.D..................................... 1.065"-1.067" SPIDER
Diameter of A r m s ............................ 0.871"-0.873"
SPIDER Arms in Same Plane Within...................... 0.0025"
Diameter of A r m s ............................ 1.059"-1.061"
Arms in Same Plane Within......................... 0.0025" SIDE PINION
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Diameter—I.D..................................... 0.877"-0.879"
THRUST WASHER THICKNESS THRUST WASHER THICKNESS
Side G e a r.......................................... 0.058"-0.062" Side Gear ....................................... 0.058"-0.062”
Side P in ion ....................................... 0.058"-0.062"
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Side P in io n ....................................... 0.058"-0.062"
PINION (BOTH AXLES) CLUTCH SHIFT COLLAR
Width of Fork Groove . .
ra 0.504"-0.510"
DRIVE PINION CLUTCH SHIFT FORK
Nominal Assembly Dimension...................... 3.656" W id th ...................... 0.479” -0.484'
Backlash to Drive G e a r .................... 0.006"-0.012"
Backlash Adjustment ..................................Shims AXLE SHAFT
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Shim Thickness...................... 0.003", 0.005", 0.010" Number of Splines (SLHD)..................................21
Number of Splines (SQHD)..................................22
BEARINGS Diameter at Splines (SLHD).............. 1.997"-2.002"
T ype................................................Tapered Roller Diameter at Splines (SQHD).............. 2.122” -2.127”
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Bearing Adjustm ent..................................Spacers Run-Out at Center (M a x .)...............................1/16"

Spacer Thickness . . . 0.238", 0.239", 0.240", 0.241” , Run-Out of F la n g e............................ 0.010"-0.005"
0.242", 0.243", 0.249", 0.255", TORQUE SPECIFICATIONS
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0.261", 0.267", 0.273”

Rotating Torque 5-15 in. lbs. Pinion Shaft N u t ....................................... 300-400
Input Shaft N u t .......................................... 300-400
Through Shaft N u t .................................... 300-400
DRIVE GEAR (FWD: AXLE) Carrier to Housing.................................... 160-180
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Through Shaft Bearing Retainer.................... 25-30

BEARINGS Input Shaft Bearing R e ta in e r...................... 40-45
Type .............................................Tapered Roller Inter-Axle Differential Case B o lt................. 80-90
as
Bearing End P l a y ................. 0.001"-0.005” Loose Differential Bearing L o c k ............................ 15-20

Bearing Adjustm ent.................................... Shims Shift U n it..................................................... 25-30
Shim Thickness.................................. 0.003"-0.010" Pinion Cage B o lt.......................................... 80-90
Adapter Case to Carrier B o lts ....................60-65
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IDLER SHAFT (FWD: AXLE) Differential Case B o lt ............................... 185-205

Differential Bearing Cap B o lt.................... 290-320
BEARINGS Drive Gear Bearing C a g e ............................ 25-30
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Type • • ■ .................................... Tapered Roller Idler Shaft Nut.......................................... 300-400
Bearing End Play....................0.001"-0.005" Loose Axle Shaft Flange Stud Nut (1/2") .............. 30-40
Bearing Adjustm ent................................. Spacers Axle Shaft Flange Stud Nut ( 5 / 8 " ).............. 50-60

SECTION 5
BRAKES
Page Page
Vacuum P o w e r B ra k e S y s t e m ................................................. ...5-1 T r a i l e r B ra k e Hand C o n tro l V a l v e s ................................5-13
Vacuum P o w e r C y lin d e r A p p lic a tio n C h a r t ............................5-1 T ilt C a b ................................................................................. 5 - 1 3
O verh a u l .................................................................................... ...5-1 C o n v e n tio n a l..........................................................................5-16
P o w e r C y lin d e r (T an d em D ia p h r a g m )............................ 5-1 L im it in g Q u ick R e le a s e V a l v e .......................................... 5 - 1 7
P o w e r C y lin d e r (S in gle D ia p h ra g m ) ................................ 5-2 T r a i l e r E m e r g e n c y A i r V a lv e - T ilt C a b .................. 5-18
V acuum P u m p ..........................................................................5 -6 T r a i l e r E m e r g e n c y A i r Supply C o n tro l V a l v e s . . . . 5-18
A i r B r a k e s .....................................................................................5-9 T r a c to r P r o te c t io n (B re a k a w a y) V a l v e s .........................5-19
O v e r h a u l........................................................................................ ...5-9 DD3 B ra k e A c t u a t o r ............................................................ 5-21
A p p lic a tio n V a l v e s ............................................................... ...5-9 A i r C o m p re s s o rs and G o v e r n o r s .......................................... 5-24
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R e la y V a l v e ............................................................................. 5-11 M id la n d -R o s s T y p e ...................................................................5-24
P r e s s u r e P r o te c t io n V a l v e ................................................. ...5-12 B en d ix -W estin gh o u se T u - F lo T y p e ................................... 5-34
M o is tu re E je c t o r V a l v e ..................................................... 5-12
VACUUM POWER BRAKE SYSTEM
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Refer to figures 1 and 2 for a typical illustration of a cab models,
vacuum power brake system on conventional cab and tilt
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VACUUM POWER CYLINDER MODEL APPLICATION CHART ra
Truck Power Cyl. Power Cyl. Truck Power Cyl. Power Cyl.
Model Model Type Model Model Type
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70 Series 70 Series
(Single Rear Axle- Single (Tandem Rear Axle- C-4036-A Tandem
Conventional) C-4035-A Diaphragm Conventional) Diaphragm
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70 Series (Tilt Cab) C-4058 Tandem

Diaphragm
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OVERHAUL
POWER CYLINDER OVERHAUL 8. Remove front clamp band and lift front and rear
(TANDEM DIAPHRAGM) housing assembly off front housing.
9. Remove end plug from rear end of piston rod.
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DISASSEMBLY (Fig. 3) 10. Remove diaphragm and plate assembly, collar and
1. Scribe marks on rear diaphragm housing, front and diaphragm return spring.
11. Remove snap ring from piston rod.
as
rear housing assembly, front housing and clamp

bands. Scribe marks on front diaphragm housing and 12. Remove front diaphragm and plate assembly with
hydraulic cylinder body. Scribe marks on control piston rod and nut.
valve housing and hydraulic cylinder body. 13. Remove nut from piston rod and remove diaphragm
and plate assembly.
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2. Remove bleeder screw (where used).

14. Remove collar and snap ring from piston rod.
3. Mount unit in vise with vacuum chambers up and
15. Remove snap ring and bushing from front and rear
vise jaws gripping the hydraulic cylinder body.
housing assembly.
Tighten vise only enough to hold the unit, do not
tighten vise enough to distort the hydraulic cylinder 16. Remove O-ring, seal washer and block vee.
body. 17. Remove two bolts and remove front housing, rein
4. Remove clamp band and rear housing. forcement plate and gasket from hydraulic cylinder
5. Remove by-pass tube. body.
18. Remove snap ring from hydraulic cylinder body and
6. C A U T IO N : Outer edge of diaphragm plates are very lift bushing, push rod and hydraulic piston from body
sharp and can cause severe cut if not properly as a unit.
handled. Remove jam nut from push rod. Screw push 19. Remove, small O-ring, washer, bushing block vee,
rod out of end plug and allow it to drop inside of the large O-ring and spacer from push rod.
assembly. 20. Remove snap ring from piston assembly and sepa
7. Remove tube and nut assembly. rate piston, push rod and valve body.

BRAKES 5-2
Air Cleaner
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Vacuum Gauge
Master Cylinder
(From Vacuum Pump on Diesel)
Brake Pedal
Vacuum Power Cylinder
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to Control Valve
8 Hydraulic Line From
Master Cylinder
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9 Hydraulic Line to Wheels
10 Atmosphere Line From
ra Air Cleaner
Fig. 1— Typical Vacuum and H ydraulic Lines Conventional

21. Remove valve insert from valve body. 6. Place control valve diaphragm spring in housing.
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22. Remove block vee from piston. 7. Place control valve housing assembly in position on
23. Remove four bolts which fasten control valve housing hydraulic cylinder body and fasten with four bolts.
to hydraulic cylinder body. 8. Install block vee on hydraulic piston.
24. Remove control valve diaphragm return spring from 9. Install insert in valve body.
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housing. 10. Assemble piston, push rod and valve body. Install
25. Remove diaphragm assembly from hydraulic cyl snap ring.
inder body and separate retainer, diaphragm, control 11. Assemble spacer, large O-ring, block vee, bushing,
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piston and block vee. washer and small O-ring on push rod.
26. Remove snap ring, retainer and seal ring from 12. Install bushing, push rod and hydraulic piston in hy
housing. draulic cylinder body as a unit. Install snap ring.
27. Remove valve cap (press fit), valve seat, valve body 13. Place gasket, reinforcement plate and front housing
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and valve spring from housing. in place and fasten to hydraulic cylinder body with
28. Remove residual check valve assembly and seal ring two bolts.
from body (where used). 14. Install block vee, seal washer and O-ring on rear
as
29. Remove snap ring from check valve body and remove bushing.
washer, spring, valve and valve seat from valve body. 15. Place bushing assembly in front and rear housing
assembly and install snap ring.
ASSEMBLY 16. Install snap ring and collar on front end of piston
rod (threaded end).
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NOTE: Steps 1 and 2 apply only to models which

17. Install diaphragm and plate assembly on piston rod
have a check valve.
and secure with nut. Stake nut in place.
1. Install valve seat, valve spring and washer in check 18. Install front diaphragm and plate assembly with
valve body. Install snap ring in check valve body. piston rod through bushing.
2. Install seal ring on residual check valve body and in 19. Install snap ring on rear end of piston rod.
stall assembly in hydraulic cylinder body. 20. Place diaphragm return spring, collar and diaphragm
3. Install control valve spring and body in control valve and plate assembly on rear end of piston rod.
housing. From opposite side, install valve seat and 21. Install end plug in rear end of piston rod.
press on valve cap to secure assembly. 22. Place assembly of front and rear housing with dia
4. Install seal ring, retainer and snap ring in control phragm assemblies and piston rod over end of push
valve housing. tod and set in place on front housing. Install front
5. Assemble retainer, control valve diaphragm control clamp band.
piston and block vee. Place in position in hydraulic 23. Install tube and nut assembly in control valve
cylinder body. housing.

BRAKES 5-3
1 Air Line to Control Valve 8 Frame Crossmember

2 Control Valve 9 Lines to Wheel Cylinders
3 Compensating Line 10 Air Filter Cap
4 Hydraulic Line to Control Valve 11 Radiator Support Frame
5 Vacuum Booster Cylinder 12 Master Cylinder
6 Booster Support Bracket 13 Vacuum Line - Engine to
7 Frame Side Rail Control Valve
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.FRONT
T -2 9 3
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Fig. 2— Typical Vacuum and H ydraulic Lines Installation for Tilt C a b M odels
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24. Place complete unit in vise with hydraulic cylinder 3. Mount unit in vise with vacuum chamber up and vise
body up so that push rod and piston will slide toward jaws gripping the hydraulic cylinder body. Tighten
rear of unit. Insert a screwdriver through end plug in vise only enough to hold the unit; do not tighten vise
rear diaphragm plate and turn push rod counter enough to distort the hydraulic cylinder body.
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clockwise to thread it through the end plug. Continue 4. Remove clamp band and rear housing assembly.
to turn until the diaphragm and plate assembly begins 5. Remove tube and nut assembly from control valve.
to move. 6. Remove lock nut from end of push rod and remove
as
25. Install jam nut on push rod. diaphragm and plate assembly, spacer and diaphragm
26. Install by-pass tube. return spring.
27. Place rear housing in position and install clamp C A U T IO N : Outer edge of diaphragm plate is
band. very sharp and can cause severe cut if not
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28. Install bleeder screw. properly handled.

7. Remove two bolts which fasten front housing to hy
draulic cylinder body. Remove front housing, rein
POWER CYLINDER OVERHAUL forcement plate and gasket.
(SINGLE DIAPHRAGM) 8. Remove snap ring from hydraulic cylinder body and
pull push rod, bushing and piston assembly out of
body as a unit.
DISASSEMBLY (Fig. 4) 9. Slide washer and bushing off push rod.
1. Scribe marks on rear diaphragm housing, clamp band 10. Remove block vee from bushing.
and front housing. Scribe marks on front diaphragm 11. Remove O-ring and spacer from push rod.
housing and hydraulic cylinder body. Scribe marks 12. Remove snap ring from piston and separate push rod,
on control valve housing and hydraulic cylinder body. piston and hydraulic cylinder valve.
2. Remove mounting bracket from hydraulic cylinder 13. Remove valve insert from valve body.
body. 14. Remove block vee from piston.

BRAKES
5-4
28 Bleeder Screw
29 Washer
30 Seal Ring
31 Check Valve Body
32 Check Valve Seat
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33 Check Valve Spring
34 Check Valve
35 Snap Ring
36 Hydraulic Cylinder Body
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37 Block Vee
38 Control Valve Piston
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39 Diaphragm Washer
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32
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40 Control Valve Diaphragm
41 Diaphragm Retainer
42 Control Valve Diaphragm
Return Spring
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43 Valve Spring
ca 44 Seal Ring
45 Snap Ring
46 Retainer
47 Valve Cap
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48 Valve Seat
49 Valve Body
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50 Control Valve Housing
18 Snap Ring 51 Bolts (4)
1 Jam Nut 9 Diaphragm Return Spring 19 Washer 52 Tube and Nut Assembly
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2 End Plug 10 Rear Bushing 20 Block Vee 53 Push Rod

3 Collar (2) 11 Snap Ring 21 O-Ring (large) 54 Nut
4 Rear Housing 12 Seal Washer 22 Spacer 55 O-Ring
5 Diaphragm and Plate 13 Front and Rear Housing 23 Snap Ring 56 O-Ring (2)
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Assembly (2) Assembly 24 Valve Body 57 O-Ring

6 Clamp Band (2) 14 Front Housing 25 Valve Insert 58 Block Vee
7 Snap Ring (2) 15 Front Bushing 26 Block Vee 59 Piston Rod
8 O-Ring (small) 16 Reinforcement Plate 27 Hydraulic Piston 60 By-Pass Tube_______ t - 2 7 6 2
F ig . 3 — Tandem Diaphragm Power C y lin d e r

) ) )
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CONTROL VALVE ASSEMBLY
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19 Block Vee
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20 Valve Insert
21 Valve Body
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22 Snap Ring 32 Valve Seat
23 Washer 33 Seal Ring

24 Snap Ring 34 Retainer
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7 Spacer 25 Gasket 35 Snap Ring

1 Lock Nut 8 Front Housing 26 Bushing 36 Valve Cap
2 Rear Housing Assembly 9 Diaphragm Return Spring 27 Push Rod 37 Valve Spring
3 Diaphragm and Plate 10 Bolts (2) 28 Piston Cup Seal 38 Control Valve Housing
Assembly 11 Reinforcement Plate 29 Control Valve Piston 39 Bolts (4)
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4 O-Ring 12 Block Vee 30 Control Valve Diaphragm 40 Diaphragm Retainer

5 Tube and Nut Assembly 13 O-Ring Return Spring 41 Control Valve Diaphragm
6 Clamp Band 14 Spacer 31 Valve Body 42 Diaphragm Washer T-2 7 & 1
BRAKES
5-5
Fig . 4 — S in g le Diaphragm Pow er C y lin d e r
BRAKES 5-6
15. Remove four bolts which secure control valve hous 5. Place control valve diaphragm return spring in
ing to hydraulic cylinder body. Remove housing. position in housing.
16. Remove control valve diaphragm spring from 6. Install housing and spring on hydraulic cylinder body
housing. and fasten with four bolts. Tighten bolts alternately.
17. Remove control valve diaphragm assembly from hy 7. Install block vee on piston.
draulic cylinder body. 8. Install valve insert in valve body.
18. Separate diaphragm retainer, diaphragm, diaphragm 9. Assemble valve body, piston and push rod and install
washer, control piston and cup seal. snap ring.
19. Remove snap ring from control valve housing. Re 10. Install spacer and O-ring on push rod.
move retainer and seal ring from housing. 11. Install block vee on bushing.
20. Remove valve cap (press fit) and remove valve seat, 12. Install bushing and washer on push rod.
valve body and spring from control valve housing. 13. Install push rod, piston and bushing assembly in
hydraulic cylinder body. Secure with snap ring.
ASSEMBLY 14. Position gasket, front housing and reinforcement
plate on hydraulic cylinder body. Fasten with two
1. Place control valve spring on valve body and insert
bolts.
in housing. Install valve seat from other side and
15. Install diaphragm return spring, spacer and dia
secure with valve cap (press fit).
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phragm and plate assembly on push rod. Install lock
2. Install seal ring and retainer in housing. Secure with
nut on end of push rod.
snap ring.
16. Install tube and nut assembly in control valve.
3. Assemble diaphragm retainer, diaphragm, diaphragm 17. Place rear housing in position and secure with clamp
washer, control piston and cup seal. band.
4. Install control valve diaphragm assembly in hy
18. Install mounting bracket on front end of hydraulic
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draulic cylinder body.
cylinder body.
VACUUM PUM P
ry
OVERHAUL ra
DISASSEMBLY (Refer to Figure 1) ball bearing. To drive out these parts, use a length
of 1/4 or 3/8 inch diameter rod through the opening
R e m o v a l of the Pulley
on the pulley side of the end plate.
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1. Clamp the base of the pump in a vise and then re
2. With the point of a scribing tool, remove felt washer
move cotter pin and castle nut.
from the pulley side of the end plate.
2. To remove pulley, use wheel puller if necessary. Do
3. Using punch, drive out oil seal and seal gasket from
not use a hammer to loosen pulley.
the end plate.
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3. If necessary, drive Woodruff key out of the slot in the

shaft using a punch having a beveled end. CLEANING
R e m o val o f the Rotor A s se m b ly cind the All the pump parts must be thoroughly cleaned with a
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End Plate A sse m b lie s from the H o u sin g suitable cleaning solvent. An air hose is helpful in blow
1. Scribe alignment marks between the housing and ing oil and cleaning fluid out of the oil passages and the
both end plates to assure correct reassembly of each recesses in the various parts of the pump.
end plate to the housing.
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2. Remove nuts from six bolts. INSPECTION

3. Use a length of 3/16 inch diameter rod to drive the
bolts out of end plate and housing. Satisfactory operation of the vacuum pump depends to
as
4. Remove end plates and rotor assembly. some extent on the precision design of its parts. The
5. Remove two rubber gaskets from the grooves of the following inspections should be made before reassembly
end plates. Use the point of a scribing tool if nec of the pump. Where defective parts are found, they should
essary to remove the gaskets. be replaced with new parts.
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6. Do not remove bushing from rear end of plate. F r o n t a n d R e a r E n d P la t e s

7. Do not remove guide pins from the housing. Check the finished surface of both the front and rear
R e m o val o f the Front End Plate from end plates by placing a scale or straight edge across the
the Rotor a n d D isa sse m b ly of the Rotor surface and note any uneven wear. Concavity must not
1. Separate three rotor vanes from rotor. be more than .003 inches. Any low spots can be found by
2. Place the end of the rotor shaft against the work using a .003 inch feeler gauge with the straight edge. If
bench and use a fiber mallet to drive front end plate the surface of either end plate is worn excessively or
assembly off the shaft. scored, the end plate should be replaced with a new part.
3. Use care not to scratch the polished surface of the Inspect the bronze bushing in the rear end plate for
rotor shaft. looseness, wear, and scoring. If the bushing is defective,
replace the complete end plate assembly.
D isa sse m b ly of the Front End Plate
1. Place the outer edge of the machined surface of end E n d P la t e B u s h in g a n d R o to r S h a f t C le a r a n c e
plate on wood blocks and drive out baffle plate and The clearance of the rotor shaft (at the rear end plate)

BRAKES 5-7
to the rear end plate bushing should not be greater than and dirt from the rotor and shaft assembly after
.004 inches. The outside diameter of the rotor shaft polishing.
should be .7485 - .7495 inches and the inside diameter of
Rotor and the Vanes
the bushing should be .7500 - .7505 inches.
Inspect the outside diameter and the ends of the alumi
Ball Bearing num rotor. There should be no signs of uneven wear on
Check the ball bearing to see if it is worn or damaged. the ends of the rotor as might be caused by poor align
Rotate the bearing with the fingers to determine if it has ment of the rotor in the housing. Be sure to examine the
dirt or grit in the races. Inspect the rotor shaft for wear vane slots in the rotor for burred edges or score marks.
at the point where the shaft rides in the ball bearing. The The length of the rotor should be 3.181 - 3.182 inches. If
ball bearing should slide onto the shaft without inter the rotor is worn or scored, the rotor and shaft assembly
ference, yet should not be loose. The inside diameter of must be replaced.
the bearing should be .7872 - .7874 inches and the outside Check the vanes for wear, scoring, or embedded par
diameter of the rotor shaft (at the front end plate) should ticles of metal. Examine the curved edge of the vane
be .7867 - .7872 inches. Check the fit of the outside diam which is in contact with the inside diameter of the
eter of the ball bearing in the recess of the front end housing. There should be no signs of separation or
plate. The bearing should not be loose. The outside diam splitting. This separation is usually found about 5/8
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eter of the ball bearing should be 1.8501 - 1.8504 inches inches from the ends of the vanes on the curved edge. It
and the inside diameter of the end plate recess should be can be detected by wiping the curved edge dry and then
1.8495 - 0.8505 inches. squeezing the vane and watching for signs of oil which
will appear on the dry surface at points where separation
Rotor Shaft
has occurred. If separation is detected, replace the
Check the rotor shaft at the point it is in contact with
vanes.
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the oil seal. If the outside diameter of the shaft at this
Check the vane to rotor clearance by using feeler
point is rough or scratched, it should be polished down
gauges. The vane to rotor clearances, resulting from
slightly with a fine grade of emery cloth (grade #3/0
normal pump wear, should not become greater than .020
should be satisfactory). The rotor and shaft assembly can
ry
inches for efficient pump operation. If the clearance is
be rotated in a lathe with the chuck jaws clamped on the
excessive, replace the vanes. If new vanes are added to
“ rear end plate” end of the shaft.
the pump, the vane to rotor clearance should not be less
NOTE: Be careful not to polish the shaft under
size at the point where it is in contact with the
ball bearing. Be sure to remove all emery dust
ra than .0045 inches. If the clearance is less than .0045
inches, it can be increased by rubbing the sides of the
vanes against a flat sheet of emery cloth. The length of
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as
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1 Lock Washer 10 Baffle Plate

2 Nut 11 Woodruff Key
3 Shaft Nut 12 Rotor Vanes
4 Front End Plate 13 Rotor and Shaft
5 Rubber Gasket 14 Guide Pins
6 F elt Washer 15 Rubber Gasket
7 Seal Gasket 16 Rear End Plate
8 Oil Seal 17 Bolt
9 Ball Bearing 18 Housing
T-905
F ig . 1— V a c u u m Pum p C o m p o n e n ts

BRAKES 5-8
the vanes should not be greater than the length of the 3. Align guide pin in its hole in end plate.
rotor. 4. Be sure gasket is in alignment in the groove in the
end plate.
Oil Seal
The oil seal should not fit loosely in its recess in the Assembly of the Vanes into the Rotor
front end plate. A press fit should exist when installing 1. Coat the rotor vanes with a film of SAE #30 oil and
the seal. The outside diameter of the seal should be assemble the vanes into the rotor slots by sliding the
1.501 - 1.505 inches. The inside diameter of the end vanes in endwise with the notched edge of the vanes
plate should be 1.498 - 1.500 inches. A new oil seal toward the rotor shaft.
should always be used when the pump is reassembled. 2. Assemble each vane with the rotor slot at its top
position. This allows the vane notch to slip over the
Baffle Plate
shoulder on the baffle plate.
Inspect the inside diameter of the baffle plate hole for
wear. There should be clearance between the baffle plate
and the rotor shaft at all times. The baffle plate should Assembly of the Rear End Plate to the Housing
not fit loosely in the front end plate and a slight press fit 1. Place rubber gasket in the groove around the finished
may be found when installing the plate. The outside diam surface of the end plate and coat the inside diameter
eter of a new baffle plate should be 2.251 - 2.253 inches of the end plate bushing with SAE #30 oil.
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and the inside diameter of the recess in the end plate 2. Assemble the end plate to the rotor shaft and hous
should be 2.250 - 2.251. ing, aligning pin with its hole in the end plate.
3. Attach the end plates to the housing using six bolts
Housing
and nuts.
Inspect inside diameter of the pump housing for severe
4. Clamp the base of the pump in a vise and draw up the
score marks or burred edges. A few shallow marks or
nuts on the bolts. Tighten each nut evenly, a little
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grooves extending around the housing inside diameter
at a time, alternating across the end plate. Tighten
surface (in direction of rotor rotation) are not objection
the nuts until the end plates are drawn up tightly
able and will not hurt the performance of the pump. Some
against the housing.
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score marks of this type will usually be found inside a
pump housing after the pump has been in operation a Assembly of the Pulley to the Rotor Shaft
short time. 1. Insert Woodruff key in slot in the rotor shaft and
The length of the housing from the machined flat sur assemble pulley on the shaft. (If the key will not go
faces - (not to be mistaken with the ridges at each end
which fit into the rubber gasket grooves in the end plates)
ra into the slot by hand, support the shaft on a wood
block and tap the key into place with a small hammer
- should be 3.310 - 3.315 inches. This should be meas or mallet.)
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ured at six equally spaced points on the housing. 2. Tighten the pulley on the shaft using castle nut.
3. Install new cotter pin.
ASSEMBLY
Front End Plate
TEST CHECK
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1. Place pulley side of end plate against work bench. The vacuum pump has now been completely reassem
2. Dip felt washer and double lip oil seal in vacuum cyl bled and should be checked for rotor to housing clearance
inder oil (or SAE #30 oil). and rotor to end plate clearance.
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3. Assemble the felt washer and gasket in the end plate.

4. Using a small mallet, or a small arbor press, along Checking the Rotor to Housing Clearance
with a length of 1-1/2 inch diameter rod having a To check the rotor to housing clearance, use .003 inch
smooth and square end, press the oil seal into the and .006 inch feeler gauges. Pass the .003 inch gauge
end plate. The seal should be pressed into the end down through the vacuum port and through the point of
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plate until it is against gasket. minimum clearance between the rotor and the housing.
5. Dip ball bearing in SAE #30 oil and then assemble Rotate the rotor by hand (in the direction opposite to that
shown on front end plate) as an aid in moving the feeler
as
bearing into the end plate.

6. Using a length of rod as mentioned above, press gauge between the rotor and the housing. While holding
baffle plate into the end plate with the beveled edge feeler gauge in place, rotate the rotor one complete
of the plate in. All points of the baffle plate must be revolution. Repeat this operation with the gauge at both
flush with or below the finished surface of the end ends of the rotor using both the .003 inch and .006 inch
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plate. gauges. The rotor to housing clearance should not be less

than .003 inches nor greater than .006 inches. The clear
Assembly of the Front End Plate to the Rotor Shaft ance should “ feel” equal at both ends of the rotor.
1. Coat the shaft with SAE #30 oil and then assemble Intermediate feeler gauges between .003 and .006 inches
end plate assembly on the shaft. are helpful in determining if clearance is equal.
If the rotor to housing clearance is not correct, try
2. Drive the end plate assembly on the shaft using a
to correct it by driving on the outer edge of the end
tubular piece of metal over the rotor shaft.
plates with a hammer and a flat end punch. To avoid the
Assembly of the Rotor and Front End Plate risk of cracking the end plate, place the punch between
Assembly to the Housing the lugs containing the holes for the clamping bolts. Mov
1. Place rubber gasket in the groove around the finished ing the end plates horizontally toward the minimum
surface of front end plate. clearance space will tend to decrease the rotor to housing
2. Check the front end plate to housing alignment marks clearance and moving the end plates horizontally away
and assemble the rotor into housing. from the minimum clearance space will tend to increase

BRAKES 5-9
the rotor to housing clearance. It may be necessary to screwdriver. If the end plates are shifted, the rotor to
loosen the nuts of the clamping bolts to shift the end housing clearance should be checked again.
plates. After the end plates have been shifted adequately, Tighten each of the nuts of the clamping bolts and make
retighten the nuts. a final check of both the rotor housing and rotor to end
plate clearances. There should be metal-to-metal contact
Checking the Rotor to End Plate Clearance at all points between the housing and the end plates. A
To check the rotor to end plate clearance, mount a dial .001 inch feeler gauge can be used to check any points
indicator reading "0 ” at the pulley end of the rotor shaft. where the contact is in doubt.
With the indicator in place, grasp the pump pulley and When the clearances are correct, remove the dial in
move the rotor and shaft assembly back and forth in the dicator and rotate the rotor by hand to be certain there
pump housing noting movement as registered on the dial are no points of binding in the pump. Do not confuse bind
indicator. Check this movement at six equally spaced with the normal drag of the oil seal in the front end plate.
positions during one 360 degree rotation of the rotor. The oil seal will cause an even, slight drag while binding
The rotor to end plate clearance must not be less than
will be uneven, tending to occur at certain points during
.004 inches nor greater than .008 inches.
the rotor rotation.
If the rotor to end plate clearance is not correct, try Pour approximately two tablespoons of clean SAE #30
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to correct by shifting the end plates vertically. (This may oil into the vacuum port of the pump to act as an anti- rust
not always correct the clearance.) To shift the end and to give initial lubrication when the pump is initially
plates downward, drive on the top edge of the end plate started. If the pump is not to be used immediately, be
with a hammer and punch. To shift the end plates up sure all open ports are protected against the entrance of
ward, wedge a large screwdriver between the bottom of dust and dirt.
the end plate and the housing base and drive in on the
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VACUUM PUMP SPECIFICATIONS
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M o d e l............................................................4GA Baffle Plate
Rotation................................................ Clockwise
Outside Diameter..........................2.251"-2.253"
D r i v e ...........................................Belt & Pulley ra Shaft Hole D ia m eter.................... 0.790"-0.800''
Front Bearing (Ball)
I.D............................................ 0.7872"-0.7874"
Oil Seal
0. D 1.8501"-1.8504"
Outside Dia....................................1.501"-1.505"
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Rear Bushing (Not Serviced I.D. to fit Shaft Dia. o f ............................ 0.781"
Separately) Thickness.................................. 0.703"-0.734"
T yp e.................................................Double Lip
1................................................D 0.7500"-0.7505"
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Housing
Front End Plate
Inside Diameter..........................3.5715"-3.5725"
Recess for Baffle Plate—Dia. . . . 2.250"-2.251" Length (between machined
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Recess for Ball Bearing—Dia. . .1.8495"-1.8505" ends) ...........................................3.310"-3.315"

Recess for Oil Seal—Dia................ 1.498"-1.500"
Recess for Felt Washer—Dia. . . . 1.240"-1.260" Rotor
Shaft Hole—Dia.............................. 0.826"-0.831"
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Length...........................................3.181"-3.182"
M aterial............................................. Aluminum
Rotor Vane
as
Rotor Shaft
Quantity......................................................... 3
Length...........................................3.179"-3.181" Length............................................................9"
W id t h ........................................... 1.050"-1.070" Diam. at Rear Bushing . . . . 0.7485"-0.7495"
Thickness..................................... 0.246"-0.249" Diam. at Ball B earin g........... 0.7867"-0.7872"
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AIR BRAKES
OVERHAUL
APPLICATION VALVE 3. Remove three bolts which attach pedal bracket to
BENDIX-WESTINGHOUSE valve body and remove pedal bracket.
TYPE E-5 CAUTION: Hold bracket firmly so piston re
DISASSEMBLY (Refer to Fig. 1) turn spring does not cause bracket to fly off
assembly when bolts are removed.
1. Remove cotter pin, pedal lever pin and pedal lever
from assembly. 4. Remove retainer and plunger from pedal bracket.
2. Loosen lock nut and remove stop button. 5. Remove piston assembly and piston return spring.

BRAKES 5-10
22 23 24
1 Pedal Lever 9 Washer Inlet Valve Seat
2 Lever Pin 10 Spring Seat O-Ring
3 Bolt 11 Rubber Spring O-Ring
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4 Pedal Bracket 12 Stop Button Inlet Valve
5 Lock Nut 13 Cotter Pin Valve Retainer
6 Retainer 14 O-Ring O-Ring
7 Plunger 15 Piston Valve Return Spring
8 Bolt 16 Piston Return Spring Application Valve Body
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T -27 68
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Fig. 1— A p p lic a tio n V a lv e Components (B -W M ode ls E-5)
Remove bolt from center of piston assembly and re ASSEMBLY

move washer, spring seat and rubber spring. Remove ra
O-ring from piston. 1. Install O-ring on inlet valve. Install valve retainer.
6. Remove inlet valve seat assembly. Remove O-rings 2. Install valve spring and valve in body.
from seat. 3. Install O-rings on valve seat and install valve seat in
7. Remove inlet valve assembly from valve body. Re body.
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move valve retainer and valve O-ring from valve. 4. Install O-ring on piston. Install rubber spring, spring
8. Remove inlet valve spring from valve body. seat and washer in piston.
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as
25 26 27 28 29 30
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1 Pedal Pad 11 Spring Retainer 21 Cotter Pin

2 Lock Washer 12 Reaction Ring 22 Stop Screw
3 Nut 13 Upper Shim 23 Lock Nut
4 Pedal Lever 14 Spring 24 Application Valve Body
5 Lock Nut 15 Lower Shim 25 Exhaust Valve
6 Roller 16 Piston 26 O-Ring
7 Pedal Lever Pin 17 Block Vee 27 Valve Return Spring
8 Retaining Screw 18 O-Ring 28 O-Ring
9 Pedal Bracket 19 Piston Return Spring 29 Valve Cage
10 Snap Ring_______ 20 Shoulder Bolt 30 Snap Ring T-2769
F ig . 2 — A p p lic a t io n V a lv e C o m p o n e n ts ( M - R M o d e l N - 4 1 7 3 )

BRAKES 5-11
5. Install piston assembly and piston return spring in a. Install as many lower shims as required to obtain
valve body. a spring preload of 68 to 73 pounds in assembled
6. Place retainer and plunger on pedal bracket and as position.
semble bracket to valve body. b. Install as many upper shims as required to obtain
7. Install stop button and lock nut. a clearance of .170" to .180" between upper sur
8. Install pedal lever, lever pin and cotter pin. face of reaction ring and lower surface of spring
retainer.
MIDLAND-ROSS c. Place spring in position in piston.
d. Install reaction ring and spring retainer.
MODEL N-4173
e. Compress spring in vise and install snap ring.
DISASSEMBLY (Refer to Fig. 2) f . Install O-ring and block vee on piston assembly.
2. Install piston return spring in valve body.
1. Remove cotter pin, pedal lever pin and pedal lever
3. Install piston in valve body, compress spring and
from assembly.
install snap ring.
2. Loosen lock nut and remove stop screw.
4. Install O-ring on exhaust valve.
3. Remove four retaining screws and pedal bracket.
5. Turn valve over and install exhaust valve in valve
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Hold bracket firmly so piston return
C A U T IO N : body.
spring does not cause bracket to fly off assembly 6. Install exhaust valve return spring.
when screws are removed. 7. Install O-ring on valve cage and install cage in valve
body.
4. Remove piston, O-ring and block vee as an assembly.
8. C o m p ress e x h a u s t v a lv e s p r in g an d i n s t a ll s n a p r in g .
5. Remove piston return spring from valve body.
9. Place pedal bracket in position and secure with four
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6. Turn valve over and remove snap ring which retains
screws.
valve cage.
10. Install stop screw and lock nut.
7. Remove valve cage and O-ring as an assembly.
11. Install pedal lever, lever pin and cotter pin.
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8. Remove valve return spring.
9. Remove exhaust valve and O-ring as an assembly.
RELAY V A L V E
Remove O-ring from valve.
10. Disassemble piston assembly. DISASSEMBLY—PISTON TYPE
a. Remove O-ring and block vee.
b. Place piston assembly in vise to control pressure
ra
(ALL CONVENTIONAL MODELS) (Refer to Fig. 4)
of spring. 1. Scribe marks on cover and valve body to permit
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c. Remove snap ring. proper reassembly. Remove four bolts which fasten
d. Open vise slowly to relieve spring pressure. cover to valve body.
e. Remove spring retainer, spring, reaction ring, 2. Remove cover. Piston will remain inside cover.
upper shim (if present) and lower shim (if Remove piston return spring.
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present). 3. Remove piston and O-ring from cover. Use air

pressure if necessary.
ASSEMBLY (Refer to Fig. 2) 4 . Remove O-ring from piston.
5. Remove inlet and exhaust valve seat.
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1. Assemble piston assembly (refer to fig. 4): 6. Remove O-ring from valve body,
7. Remove two bolts which fasten exhaust cover to
valve body.
8. Remove exhaust cover and remove exhaust check
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from cover.
9. Press inlet and exhaust valve assembly out of valve
body.
as
10. Disassemble inlet and exhaust valve:

a. Remove snap ring and separate valve cap, return
spring and spring seat from valve.
b. Remove O-rings from valve cap.
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ASSEMBLY
1. Install O -rings in valve cap.
2. Assemble inlet and exhaust valve; install spring seat,
return spring and valve cap on valve and secure with
snap ring.
3. Press inlet and exhaust valve in valve body.
4. Install exhaust check in exhaust cover and install
1 Spring Retainer 5 Reaction Ring
cover on valve body.
2 Spring 6 Shim (As Req'd.)
5. Install O-ring in valve body.
3 Snap Ring 7 Shim (As Req'd.)
6. Install valve seat in piston.
4 Piston T -2 7 7 1
7. Install O-ring on piston.
8. Install piston assembly in cover,
9. Place piston return spring in valve body.
F ig . 3 — A p p lic a t io n V a lv e P isto n A sse m b ly ( M - R ) 10. Place piston and cover assembly on valve body

BRAKES 5-12
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Bolt 7 O-Ring 13 Valve Cap
co
Valve Body 8 Valve Cover 14 O-Ring
O-Ring 9 Exhaust Check 15 O-Ring
Piston Return Spring 10 Bolt 16 Valve Return Spring
Inlet and Exhaust Valve Seat 11 Exhaust Cover 17 Spring Seat
12 Snap Ring 18 Inlet and Exhaust Valve
y.
Piston
(align marks made at disassembly), compress return

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F ig . 4 — Relay V a lv e Components (Piston Type)
ASSEMBLY
br
spring and secure cover to body with four bolts. 1. Place diaphragm, spring cap and spring in position
on lower body.
2. Place upper body on top of spring and compress as
PRESSURE PROTECTION VALVE sembly in vise with holes aligned.
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3. Install four screws.

MOISTURE EJECTOR VALVE
1. Since this valve contains a heavy spring (65 psi)
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place it in a vise before disassembly. DISASSEMBLY (Refer to Fig. 6)

2. Remove four screws which fasten upper body to
1. Remove upper cap. Remove gasket from cap.
lower body.
2. Remove spring.
3. Open vise slowly until spring tension is completely
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3. Remove guide post, plunger, inlet seat and plunger

relieved.
4. Separate body halves and remove spring, diaphragm seat as an assembly.
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4. Remove lock nut, spacer, inlet seat and guide post

and spring cap.
from plunger and seat assembly.
5. Remove plunger from plunger seat.
as
6. Remove lower body from body. Remove gasket from

lower body.
7. Remove actuator from body. Remove O-rings from
actuator.
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8. Remove column from body.
ASSEMBLY (Refer to Fig. 6)

1. Install column into body.
2. Install new O-rings on actuator. Install actuator in
body.
3. Install new gasket on lower body. Install lower body
in body.
4. Install plunger in plunger seat.
5. Install guide post, inlet seat, spacer and lock nut on
plunger and seat assembly.
6. Install guide post, plunger, inlet seat and plunger
seat as an assembly, in body.
7. Install spring.
F ig . 5 — Pressure P ro te c tio n V a lv e 8. Install new gasket on upper cap. Install upper cap.

BRAKES 5-13
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1 Upper Cap
2 Gasket 11 Column
3 Spring 12 Gasket
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4 Lock Nut 13 Plug
5 Spacer 14 Body
ra 6 M et Seat 15 O-Ring
7 Guide Post 16 Actuator
8 Gasket 17 O-Ring
9 Plunger 18 Gasket
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10 Plunger Seat 19 Lower Body
T- 1756
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Fig. 6 — M oisture Ejector V a lv e Components

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TRAILER BRAKE HAND CONTROL VALVES

OVERHAUL
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H A N D C O N T R O L V A L V E D IS A S S E M B L Y - haust valve (27), and valve spring (28) from cage.

7. Remove self-locking nut (16) from operating handle
as
TILT C A B M O D E LS
shaft, then remove handle (13) and shaft (14) from
K e y N u m b e rs in Text Refer to Fig. 7 cover. Remove screw (19), friction plunger spring
1. Wipe all dirt from exterior of unit. Remove air line (20), and friction plunger (21) from cover. Remove
connector fittings from inlet valve cover and valve operating cam (15) from cover, noting position of
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cage. cam in cover for reassembly.

2. Using a scribe or prick punch, mark inlet valve 8. Remove snap ring (22) and exhaust filter screens and
cover (1), valve cage (3), valve body, and valve felt (23) from valve body.
cover (10) to facilitate assembling parts in the same 9. Do not disassemble piston (24) unless necessary to
relative positions. replace parts as indicated later under “ Cleaning,
3. Remove four nuts (12) and lock washers (11) from Inspection, and Repair.”
studs. Remove cover (10) and handle (13) assembly
from studs. C L EA N IN G , INSPECTIO N, A N D REPAIR
4. Remove body from studs, then remove piston as R epair Kit (K e y N u m b e rs Refer to Fig. 7 )
sembly (24) and piston spring (4) from body. Remove A repair kit is available containing parts which should
bearing plunger (17) and spacers (18) from piston always be replaced when overhauling the hand control
cup. Do not lose spacers (18). Remove O-ring (26) valve. Repair kit contains the following parts: Exhaust
and seal (5) from piston. valve (27), inlet valve (29), valve spring (28), O-rings
5. Remove cage (3) and valve assembly from studs. (2 and 26), piston seal (5), piston spring (4), friction
Remove O-rings (2). plunger spring (20) and a valve cover gasket. Discard
6. Remove nut (30), then remove inlet valve (29), ex these parts and install new parts at assembly.

BRAKES 5-14
Com pensating ating spring spacers (25) from piston. Discard

- Port 101112 damaged parts and obtain new parts for assembly.
3 2 4 5
2. Assemble Piston.
a. Travel of piston cup (8) between snap ring (9) and
spacers (7) must be within limits shown on figure
19. To check travel of cup, install spacers (7)
which were removed, then install piston cup in
piston, without graduating spring, and seat cup
against spacers. Measure distance from top of
cup flange and bottom edge of snap ring groove as
shown in figure 10. Add or remove spacers (7)
f
as necessary to obtain a dimension of 0.090 to
Inlet Delivery 26 25 24 23 22 21 20 19
Port Port 0.100 inch.
b. Remove cup from piston, leaving spacers (7) in
Inlet Valve Cover 17 Bearing Plunger
place. Apply a thin coating of multipurpose grease
Valve Cage O -rin gs 18 Plunger Spacers
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(N.L.G.I. #1 with a rust inhibitor ingredient) to
Valve Cage 19 Friction Plunger
cup bore in piston. Install graduating spring
Piston Spring Screw spacers (25), graduating spring (6), and piston cup
Piston Seal 20 Friction Plunger (8) in piston. Place the assembly in arbor press
6 Graduating Spring Spring and press the piston cup into piston (fig. 17) until
7 Piston Cup Spacers 21 Friction Plunger cup clears snap ring groove. Install snap ring (9).
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8 Piston Cup 22 Snap Ring Check preload on spring. Add or remove spacers
9 Snap Ring 23 Exhaust F ilter (25) if necessary to obtain a preload of 16 pounds,
10 Valve Cover Screens and Felt plus or minus 2 pounds.
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11 Lock W asher 24 Valve Piston
12 Nut 25 Graduating Spring H A N D C O N T R O L V A LV E A SSE M B LY
13 Valve Operating Spacers K e y N u m bers in Text Refer to Fig. 7
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Handle 26 Piston O -rin g 1. Coat valve guides in valve cage (3) with a multi
14 Operating Handle 27 Exhaust Valve purpose grease (N.L.G.I. #1 with a rust inhibitor
Shaft 28 Valve Spring ingredient). Assemble exhaust valve (27), valve
15 Operating Cam 29 Inlet Valve spring (28), inlet valve (29), and nut (30) in valve
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16 Self-locking Nut 30 Valve Retaining Nut cage, with parts positioned as shown in figure 16.
T P M -7 5 5 8 Hold exhaust valve while firmly tightening nut.
2. Install O-ring (26) and seal (5) in grooves in piston.
Lip of seal must point toward small end of piston.
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Fig. 7 — Trailer Brake Hand Control V a lv e — Tilt C ab

3. Coat operating cam (15) with a multipurpose grease
C le a n in g (N.L.G.I. #1 with a rust inhibitor ingredient), then
Wash all parts in mineral spirits. Make sure com insert cam into valve cover (10), making sure it is
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pensating passage in valve body and plunger bore in cover

are open and clean.
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Inspection
1. Inspect internal bores in valve body and external
surfaces of piston which have sliding contact with
ss
each other for evidence of wear, scoring, or cor

rosion. Check exhaust valve seat at small end of
piston and inlet valve seat in valve cage for rough
ness. Slight imperfections may be cleaned up with
a
crocus cloth. If badly worn, or pitted, replace with

new parts.
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2. Check action of piston cup in piston; graduating

spring is under a preload of 14 to 18 pounds, thus
pressure in excess of this must be applied to cup to
check action of cup in piston. If piston or cup is
damaged in any way, or if spring is weakened, dis
assemble piston and replace damaged parts as di
rected later under “ Repair.”
3. Inspect bearing plunger and operating cam for evi
dence of wear and replace if necessary.
R e p air ( K e y N u m bers Refer to Fig. 7 )
1. Disassemble Piston. Place piston assembly in arbor
press and press piston cup down away from snap
ring as shown in figure 18. Remove snap ring (9),
then release arbor press. Remove piston cup (8),
graduating spring (6), cup spacers (7), and gradu Fig. 8 — Disassembling Hand Control V a lv e Piston

BRAKES 5-15
Use Spacers as
Necessary to Obtain
Dimension Shown
0.090"
0 . 100"
Use Spacers as Necessary

To Obtain a Preload of
16 Lbs. + or — 2 Lbs. T P M -7 6 2 9
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Fig. 9 — Hand Control V a lv e Piston, C u p and G raduating Spring F ig. 11— M e asuring Exhaust V a lv e C learance
positioned to provide proper action against bearing 7. Install piston spring (4) in valve body, large end
plunger. Install actuating handle and shaft, inserting first.
shaft through cover and cam with flats on shaft 8 . Install piston assembly (24) in valve body, small end
engaging hole in cam. Install self-locking nut on shaft first. Use care not to damage lip of piston seal (5).
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and tighten firmly. Install friction plunger (21), Small end of piston must enter hole in bottom of
plunger spring (20), and screw (19) in cover. Tighten valve body as piston is pushed into place. Install
screw until plunger exerts a firm pressure against bearing plunger (17) in top of piston cup (8), using
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cam. the same spacers (18) which were removed under
4. Make sure assembly studs are firmly tightened into head of plunger.
inlet valve cover (1). 9. While holding piston down with finger, place cover
5. Place O-rings (2) in grooves in valve cage (3), then
place cage assembly over studs with inlet valve re
taining nut toward inlet cover and with marks made
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prior to disassembly aligned. Make sure O-ring does
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not become dislodged as cage is positioned against
cover.
6. Apply a thin coating of a multipurpose grease
(N.L.G.I. #1 with a rust inhibitor ingredient) to bore
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in valve body. Place valve body over studs, with end

having small hole down and with marks *made prior
to disassembly aligned.
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as
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DELIVERY SUPPLY EXHAUST

PORT PORT PORT
1 Head 10 Exhaust 17 Body
2 Cam Follower Valve Guide 18 O-Ring
3 O-Ring 11 Valve Spring 19 Piston
4 Spirol Pin 12 Valve Stem 20 Gasket
5 Handle 13 Inlet Valve 21 Graduating
6 Knob Seat Spring
7 Adjusting Ring 14 Inlet Valve 22 Cam
Lock Washer 15 Piston Return 23 Cover
8 Adjusting Ring Spring 24 O-Ring
9 Exhaust Valve 16 O-Ring
F ig . 1 0 — M e a s u r in g P isto n T rave l F ig . 12— Hand Control V a lv e B -W M odel T C -2

BRAKES 5-16
assembly over studs, with marks made prior to dis 8. Remove piston and piston return spring from body.
assembly aligned. Install lock washers (11) and nuts Remove O-ring from piston.
(12) on studs and tighten firmly. 9. Remove two screws and lock washers which holds
10. Install filter screens and felt (23) in valve body and inlet and exhaust valve assembly (also called TC-2
secure with snap ring (22). insert) in valve body.
11. With air line connector removed from valve cage, 10. Remove O-ring from insert assembly.
and with valve operating handle in released position, 11. Disassemble inlet and exhaust valve insert.
insert feeler gauge through delivery port and check a. Insert an object (such as a bolt) in the supply
clearance between exhaust valve as shown in figure port to hold the inlet valve on its seat.
11. Clearance should be between 0.030 and 0.040 b. Depress the exhaust valve guide and spring and
inch. If not within these limits, remove valve cover remove the exhaust valve. Remove spring and
(10) and add or remove spacers (18) under head of guide from stem.
bearing plunger (17) as necessary to bring clearance c. Remove stem with inlet valve from inlet valve
within these limits. seat and remove valve from stem.
BEN DIX-W ESTIN G H O USE A SSEM B LY
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TC-2 H A N D CO NTRO L VALVE 1. Assemble inlet and exhaust valve insert:
(Refer to Figure 12) a. Install inlet valve on stem and place inlet valve
o
and stem in valve seat.
D IS A S S E M B L Y -C O N V E N T IO N A L M O D ELS
b. Insert an object (such as a bolt) in the supply port
1. Drive spirol pin out of valve head and handle. Re to hold inlet valve on its seat.
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move handle from head and head from valve c. Place spring and exhaust valve guide over stem
assembly. and compress spring.
2. Remove O-rings from handle and from head. d. Install exhaust valve on stem.
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3. Remove adjusting ring lock washer. 2. Install O-ring on insert assembly.
4. Remove two screws which hold body and cover to 3. Install inlet and exhaust valve assembly (TC-2 in
gether; separate body from cover. ra sert) in valve body.
5. Remove gasket and graduating spring. 4. Install piston return spring in body.
6. Remove cam and cam follower from cover. 5. Install O-ring on piston and install piston in body.
7. Unscrew and remove adjusting ring. 6. Install adjusting ring in cover and screw it down
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1 Bolt 14 Graduating Spring

2 Lock Washer 15 Cam
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3 Bracket 16 Cam Shaft Assembly

4 End Cap 17 Cam Housing
5 O-Ring 18 Adjusting Bearing
6 Elastic Stop Nut 19 Collar
7 Valve Disc 20 Cover
8 Valve Body and Spacer Assembly 21 Lock Nut
9 Valve Return Spring 22 Lever Assem bly
10 Discharge Valve Assem bly 23 Name Plate
11 Piston Return Spring 24 Lock Washer
12 Block Vee 25 Screw
T-
T -2 7 7 5
13 Piston
F ig . 1 3 — H an d C o n tro l V a lv e ( M - R M o d e l N - 3 0 0 6 0 )

BRAKES 5-17
until it is flush with top of cover.

7. Install cam follower and cam in cover.
8. Install graduating spring in body.
9. Place gasket in position on body and assemble cover 1 Instrument Panel
to body. Fasten with two screws. 2 Dash Plate
10. Install adjusting ring lock washer, head seal O-ring 3 Fulcrum Pin
and head. 4 Control Lever
11. Install O-ring on handle, place handle in position and 5 Exhaust Port
secure with spirol pin. 6 Body
7 Valve Disc
8 Valve Spring
M ID L A N D -R O SS N-30060 9 O-ring
H A N D CO NTRO L VALVE 10 Cap Nut
(Refer to Figure 13) 11 Inlet from Application
Valve
D IS A S S E M B L Y -C O N V E N T IO N A L M O D E LS 12 Outlet to Limiting Valve
13 Plunger Spring
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1. Remove cover screw, name plate and cover.
2. Loosen lock nut and remove lever assembly. 14 Plunger
3. Scribe marks on valve body and cam housing to per
mit proper reassembly.
4. Unscrew and remove collar.
5. Remove cam housing assembly, camshaft and cam.
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Separate the individual parts.
6. Remove adjusting bearing from cam housing.
Fig. 15— T w o -W a y Control V a lv e
7. Remove graduating spring from body.
ry
8. Remove piston and block vee assembly from body. 11 . Remove elastic stop nut from inlet and discharge
Remove block vee from piston. valve assembly. Remove inlet valve disc assembly.
9. Remove piston return spring from body. 12. Remove discharge valve assembly from body.
10. Remove end cap and O-ring from body. Remove O-
ring from end cap.
ra 13. Remove discharge valve return spring from body.
A SSEM B LY
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1. Position discharge valve return spring in body.
From Application Valve .
2 Install discharge valve assembly in body.
3. Compress discharge valve return spring, install inlet
valve disc assembly in valve body and secure with
From
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elastic stop nut.

Two-Way 4 . Install O-ring on end cap and install end cap in body.
Valve
5. Install piston return spring in body.
.
6 Install block vee on piston and install piston assem
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bly in valve body.

7. Install graduating spring in valve body.
8. Install adjusting bearing in cam housing.
9. Install cam and camshaft in cam housing and place
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assembly in position on valve body. Align scribe

marks at disassembly. Secure by installing collar.
.
10 Install lever assembly and secure with lock nut.
as
11 . Install cover and name plate. Secure with cover

screw.
LIM ITIN G Q U IC K RELEASE VALVE

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O VERHAUL (Fig. 14)

D ISA SSE M B L Y
1. Remove cap screws and lock washers which secure
valve cover to valve body. Separate cover and body
and discard O-ring (5).
2. Push Valve carrier with inlet and exhaust valve as
t sembly out of valve body. Remove O-rings from
Exhaust
1 O-rings 5 O-ring
grooves in valve body and discard.
2 Valve Piston 6 Exhaust Valve
C le an in g, Inspection, a n d R epair
3 Valve Body 7 Valve Cover
Wash all metal parts in cleaning solvent. Examine
4 Inlet Valve T -95 6
body and cover for cracks or other damage. Inspect ex
haust valve seat in cover; if seat is nicked, chipped, or
F ig . 1 4 — Front B rake L im itin g V a lv e a n d Q u i c k R e le ase V a lv e worn, replace cover. Remove slight scratches or scores

BRAKES 5-18
Control Port place body. Replace valve disc if any wear or damage is
evident. Replace valve spring if weakened by rust or
corrosion.
ASSEMBLY
1. Install new O-ring in groove in plunger and on cap
nut. Coat plunger with a barium base, place spring
on small end of plunger, and install plunger and
spring in top of body.
2. Coat cam surface and pin with a barium base grease.
Install control lever in body and secure with fulcrum
pin. Stake pin in place.
3. Turn body bottom side up and install valve disc,
Exhaust valve spring, and cap nut, being sure new O-ring is
Supply Port in place on cap nut. Tighten cap nut firmly.
1 Knob Port 5 Piston Springs 4. After installing valve in vehicle, or using a test
om
2 Piston 6 End Cap hook-up, test valve for proper operation.
3 Piston O -rin gs 7 Body
4 End Cap O -rin g T P M -7 5 5 6
AIR VALVE OVERHAUL (Fig. 16)
(TILT CAB MODELS)
DISASSEMBLY
Fig. 16— Trailer Emergency A ir V a lv e — Tilt Cab
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1. Unscrew knob from piston. If necessary, place punch
from inner surface of body with crocus cloth. If any part or rod through the hole in piston to prevent piston
of the valve carrier and inlet and exhaust valve assembly from turning.
ry
is scratched, nicked, chipped, or worn, the complete as 2. Remove two screw and washer assemblies holding
sembly must be replaced. body end cap to body. Separate cap and body. Lift
two piston springs from end of piston. Remove and
ASSEMBLY ra discard cap O-ring seal.
1. Install new O-rings in grooves in valve body, then 3. Push piston out of body. Remove and discard O-ring
place valve carrier assembly in body. seals.
2. Place new O -ring on body, then install cover, making
C le a n in g, Inspection, an d R epair
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sure valve guide enters bore in cover. Install cap
Wash all metal parts in cleaning solvent. Examine
screws and lock washers and tighten firmly.
body and end cover for cracks or other signs of damage.
3. After installing valve in vehicle, or using a test
hook-up, test valve as previously directed under Inspect piston surface and bore of body and cap. Inspect
seating surface of body and piston. Remove slight
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“ Serviceability Tests.”
scratches or scores with crocus cloth. Inspect piston
TWO-WAY VALVE OVERHAUL (Fig. 15) springs and replace if damaged or broken.
DISASSEMBLY ASSEMBLY
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1. Install new O-ring seals in grooves in piston. Coat

1. Using a small drift, drive out fulcrum pin securing
piston and bores with a multipurpose grease (N.L.G.I.
control lever in valve body and remove lever.
#1 with a rust inhibitor ingredient), and insert
2. Remove cap nut, O-ring, valve spring, and valve disc
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piston, threaded end first, into body bore at cover

from bottom of body.
opening.
3. Push against bottom of valve plunger to remove
2 . Install large and small springs in end of piston.
plunger from top of body. Remove plunger spring
as
Place new O-ring seal in body groove. Install end

from body and remove O-ring from plunger.
cap and align screw holes with threaded-holes in
C le a n in g a n d Inspection body. Attach end cap to body with two screw and
Wash all metal parts in cleaning fluid. Carefully ex washer assemblies. Tighten firmly.
3. Install knob on valve piston. Tighten finger tight.
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amine small end of plunger which contacts valve; if any

roughness or damage is evident, replace plunger. Inspect 4. After installing valve in vehicle, test valve for
valve seat in body; if seat shows wear or damage, re proper operation.
TRAILER EM ERGEN CY A IR SU P P LY CONTROL V A LV ES

CONVENTIONAL M ODELS
O V ER H A U L
BENDIX-WESTINGHOUSE AIR body and lower body cover together. Separate the
SUPPLY VALVE three pieces.
Remove piston spring and piston from lower body.
Remove O-ring from piston. Remove O-ring from
DISASSEMBLY (Fig. 17) lower body.
3. Remove O-ring from valve body.
1. Remove two screws which hold valve body, lower 4. Remove plunger assembly from valve body.

BRAKES 5-19
1 Knob 10 Cover Screw

2 Pin 11 Lower Body Cover
3 Nut 12 Lower Body O-Ring 5 O -ring 8 Spring
1 Piston
4 Valve Body 13 Piston 9 Spring
2 Nut 6 O -ring
5 Inlet and Exhaust 14 Plunger Nut
3 Washer 7 O -ring 10 Cap
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Valve 15 Plunger Washer
4 Body T -2 7 9 5
6 Valve Body O-Ring 16 Valve Spring
7 Valve Lower Body 17 Plunger O-Ring
8 Spring 18 Plunger Fig. 18— A ir Supply Control V a lv e (M -R ) C onventional M odels
9 Piston O-Ring
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MIDLAND-ROSS AIR SUPPLY VALVE
Fig. 17— A ir Supply Control V a lv e (B-W ) C onven tion al M od e ls
ry
1. Remove two screws which fasten valve cap to valve
5. Remove plunger nut, washer and inlet and exhaust
body. Separate the two pieces.
valve from plunger. Remove O-ring from plunger.
2. Remove O-ring from valve cap.
6. Remove valve spring from valve body.
ASSEMBLY
ra 3. Remove two springs from valve body.
4. Remove piston assembly from valve body. Remove
three O-rings from piston.
1. Place valve spring in valve body.
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2. Install O-ring on plunger. Install inlet and exhaust
ASSEMBLY
valve, washer and nut on plunger. Install assembly
in valve body. 1. Install three O-rings on piston. Install piston as
3. Install O-ring in valve body. sembly in valve body.
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4. Install O-rings in lower body and on piston. Install 2. Place two springs in position in valve body.
piston and piston spring in lower body. 3. Install O-ring on valve cap.
5. Assemble valve body, lower body and lower body 4. Place valve cap in position on valve body and secure
with two screws.
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cover. Fasten with two screws.
TRACTOR PROTECTION (B R E A K A W A Y ) V A LV ES
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CO N VEN TIO N AL
:0, ^jj
M O DELS
O V ER H A U L
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3. Install O-ring on check valve seat.

BENDIX-WESTINGHOUSE TRACTOR 4. Assemble exhaust check valve seat, valve spring and
PROTECTION VALVE valve plunger.
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5. Install inlet valve preload spring, diaphragm, washer

DISASSEMBLY (Fig. 19) and screw.
1. Remove retaining ring from valve body. 6. Insert valve parts in valve body.
2. Remove all valve parts from inside of body. 7. Fasten by installing retaining ring.
3. Remove screw, washer, diaphragm and inlet valve
preload spring. MIDLAND-ROSS TRACTOR
4. Separate exhaust check valve seat, valve spring and
valve plunger.
PROTECTION VALVE
5. Remove O-ring from check valve seat. DISASSEMBLY (Fig. 20)
6. Remove two O-rings from plunger.
1. Remove snap ring from valve body.
7. Remove valve retainer and valve from plunger.
2. Remove plastic piston stop and O-ring from valve
body.
ASSEMBLY 3. Remove piston assembly from valve body. Remove
1. Install valve and valve retainer on plunger. block vee and O-ring from piston.
2. Install two O-rings on plunger. 4. Remove piston return spring.
CHEVROLET SERIES 70-80 HfeAVY DUTY TRUCK SHOP MANUAL

BRAKES S-20
1 Valve Body 8 Screw

2 Plunger O-Ring 9 Retaining Ring
3 Valve Plunger 10 Check Valve O-Ring 1 Snap Ring 8 Spool 15 O-ring
om
4 Valve 11 Exhaust Check Valve 2 O-ring 9 O-ring 16 O-ring
5 Inlet Valve Preload Seat 3 Piston Stop 10 Lock Washer 17 Piston
Spring 12 Plunger O-Ring 4 Block Vee 11 Screw 18 Spring
6 Diaphragm 13 Valve Spring 5 Exhaust 12 Spring 19 O-ring
7 Diaphragm Washer 14 Valve Retainer T-2794 Valve Assy. 13 End Cap 20 Body
6 Spring 14 Valve 21 Ball
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7 O-ring T -2 7 9 6
Fig. 19— Tractor Protection V a lv e (B -W ) C onventional M ode ls

Fig. 2 0 — Tractor Protection V a lv e (M -R )
ry
5. Remove screws and lock washers from front of plunger out of bore. Remove and discard plunger
protection valve. O-rings.
Remove end cap assembly. Remove O-ring from end
cap.
7. Remove inlet valve disc and inlet valve spring from
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3. Remove exhaust check valve end cap, spring, and
ball.
Cleaning, Inspection, and Repair
end cap. Wash all metal parts in mineral spirits. Dry thor
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8 . Using a blunt punch, tap the exhaust valve LIGHTLY oughly. Examine body and end covers for cracks or other
from the back of tractor protection valve. Plastic signs of damage. Inspect plunger surfaces and bores in
valve spool should fall out of body. valve body. Remove slight scratches or scores with
9. Remove two O-rings from plastic valve spool.
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10. Remove exhaust valve spring from valve body.

11 . Remove exhaust valve assembly from valve body.
Emergency Line Service Line
Outlet Port Outlet Port
ASSEMBLY
cc
(To Trailer) (To Trailer)

1 2 3
1. Insert exhaust valve assembly in tractor protection
valve body.
.
2 Insert exhaust valve spring in valve body.
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3. Install two O-rings on plastic valve spool.

4. Install plastic valve spool in valve body.
5. Install inlet valve spring and inlet valve disc in end
as
cap. Install O-ring on end cap.

Place end cap assembly in position on valve body and
secure with four screws and lock washers.
7. Install piston return spring in valve body.
8 . Install block vee and O-ring on piston. Install piston
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assembly in valve body.

9. Install O-ring and plastic piston stop in valve body.
10. Install snap ring in valve body. Control Port Emergency Line Service Line Inlet
(From Emergency Inlet Port Port (From Double
BREAKAWAY VALVE (Fig. 21) Air Valve) (From Air Tank) Check Valve)
(TILT CAB MODELS) 1 Control End Cover 7 Plunger Spring
DISASSEMBLY 2 End Cover Gasket 8 End Cover Gasket
3 Valve Body 9 Service Line End
1. Remove four screw and washer assemblies from
4 Control Plunger Seal Cover
control end cover. Separate end cover and body and
discard gasket. Pull control plunger out of bore. 5 Control Plunger 10 Plunger O -rin g Seals
Remove and discard seal cup and O-ring seals. 6 Valve Plunger 11 Exhaust Check Valve
T P M -7 5 5 9
2. Remove four screw and washer assemblies from
service line end cover. Separate end cover and body
and discard gasket. Pull plunger spring and valve Fig. 2 1 — Trailer Breakaway V a lv e — Tilt C ab

BRAKES 5-21
9 Push Plate and Shaft 19 Yoke

10 Return Spring 20 Cotter Pin
11 Shaft Bearing 21 Lock Nut
12 Non-Pressure Plate 22 Splash Guard
13 Felt Breather 23 Boot
14 Retaining Spring 24 Push Rod
15 Mounting Nut 25 Cap Screw
16 Lock Washer 26 Retainer Ring
17 Mounting Bolt 27 Lock Cap
18 Yoke Pin 28 Roller Spring
Q 29 Spring Seat W asher
y
i 30 Roller
31 Collar
I 32 Piston
m
I 33 Piston Grommet
o
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Auxiliary Pressure Plate
Auxiliary Clamp Ring ra
Clamp Bolt Nut
Clamp Bolt
Auxiliary Diaphragm
Service Pressure Plate
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Service Clamp Ring
Service Diaphragm
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Fig. 2 2 — D D 3 Brake A ctu ator Assembly Components
crocus cloth. Inspect plunger spring and replace if washer assemblies in end cover and body. Tighten
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damaged or broken. firmly.

3. Carefully install new O-ring seals in the grooves of
NOTE: Keep all parts dirt and dust free.
valve plunger. There are three sizes of O-rings on
ASSEMBLY this plunger. Each O-ring should be in groove of
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1. Coat plungers and body bore with a multipurpose right size. Insert plunger, small end first, in “ SERV
grease (N.L.G.I. #1 with a rust inhibitor ingredient). ICE” end of valve. Insert plunger spring.
Carefully install new seal cup and O-ring seals in 4. Place new gasket over pilot on service line end
as
grooves of control plunger. Lip of seal cup should cover. With gasket properly aligned, insert cover
point in a direction away from O-ring. Insert pilot in “ SERVICE” end of valve. Install four screw
plunger, small end first, in “ CONTROL” end of and washer assemblies in end cover and body.
valve. Tighten firmly.
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2. Place new gasket over pilot on control end cover. 5. Insert exhaust check valve ball and spring in exhaust
With gasket properly aligned, insert cover pilot in port. Install end cap and stake securely in two
“ CONTROL” end of valve. Install four screw and places.
OVERHAUL
DD3 BRAKE ACTUATOR Remove auxiliary and service clamping ring nuts and
bolts. Spread clamping rings slightly, just enough to
slip them off the plates. It may be necessary to use a
DISASSEMBLY soft mallet driver to break the clamping rings loose.
1. Clean brake actuator exterior of all road grime. If the rings are being reused, caution should be taken
Mark it in such a way that it can be reassembled against bending them out of shape.
correctly. After clamping rings are removed, auxiliary pres
2. Remove yoke and yoke lock nuts. sure plate, parking diaphragm, service pressure
3. Remove boot, splash guard, retaining spring and felt plate and service diaphragm are removed in that
breather. order.

BRAKES 5-22
6. Place the remains of actuator on a smooth surface one or more need replacing. Check springs for cracks,
with the push plate down. Connect an air supply distortion or corrosion.
(shop air) line to the locking port. By hand press Replace all parts not considered serviceable during
down on the actuator non-pressure plate and at the these inspections, especially rubber parts.
same time apply air to the locking port. As the shaft ASSEMBLY
is unlocked, ease the non-pressure plate back and
remove push plate and shaft assembly with push rod 1. On assembly, line up parts as they were marked
and return spring. prior to disassembly.
7. Hold lock cap down against roller spring tension and 2. If the bearing in the non-pressure plate was removed
completely remove all four (4) cap screws before re it should be reinstalled or replaced.
leasing and removing cap. 3. Lubricate piston and collar bores, shaft, piston
8. Remove roller spring and spring seat washer. grommet, piston and roller cavity with a barium
9. Remove all eight (8) rollers. base grease (or equivalent).
10. Next cautiously apply air at the locking port to assist 4. Position piston grommet in piston bore. Then piston,
in removal of collar and piston, and to remove piston with smooth end down, against grommet.
om
grommet. 5. Place collar in its bore in plate.
11. Inspect bearing in shaft bore of non-pressure plate 6. Position all eight (8) rollers in groove formed by
and remove it only if it is showing signs of wear and top of piston and collar ramp.
is to be replaced. 7. Place roller spring seat washer on top of rollers.
12. The push rod should not be removed from the shaft 8. Position cone shaped roller spring on washer with
unless it is damaged. If the rod is removed it must small end to washer.
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be replaced. To remove the rod, place a heavy 9. Position cap on roller spring. Press cap down and
washer over the rod against the shaft, then position hold while installing cap screws evenly and securely.
a spacer and second washer over the rod and be 10. Turn over non-pressure plate with lock mechanism
ry
neath the yoke lock nut(s). Turn the lock nut(s) down installed and position return spring in plate with
with a long handled wrench, pulling the push rod large end down.
from the shaft. 11. Position push plate and shaft over return spring and
13. The knurled T-bolts in the non-pressure plate can be
ra press down so shaft moves through lock. The lock
removed and replaced if damaged. should hold shaft position against return spring. If
not, check assembly to this point.
Cleaning and Inspection 12. Install service diaphragm, service pressure plate
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Wash all metal parts in a good cleaning solvent. Dry and clamping ring.
thoroughly. Any reuseable rubber parts should be wiped 13. Install auxiliary diaphragm, auxiliary pressure plate
clean. Discard felt breather. Inspect all parts for ex and clamping ring.
cessive wear or deterioration. Particular attention should 14. Tighten clamping ring bolts in both clamping rings
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be given to the piston and collar bores in the plate. Also, evenly and securely.
the air passage from the lock port to piston bore should 15. Install boot and new breather felt, then breather re
be clean and not restricted. It may be necessary to re taining spring. Position splash guard down over boot.
move the inspection plug to thoroughly clean this passage. 16. Perform checks as outlined in “ Operating and Leak
cc
Rollers should be checked carefully and all replaced it age Checks" in service portion of this manual.
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BRAKES 5-23
AIR COMPRESSORS AND GOVERNORS
AIR COMPRESSOR AND GOVERNOR

(MIDLAND-ROSS TYPE)
DESCRIPTION no difference in service between air-cooled and water-

cooled models, except the operations which pertain to the
Compressor illustrated in figure 1 is a 7-1/4 cubic- cooling system.
foot, air-cooled unit. The 12 cubic-foot, water-cooled
unit is similar to air-cooled unit shown except cylinder There is also a difference in the governor used on
head and block have passages for water circulation. Also, some later compressors. This difference is covered
om
bore size in the 12 cubic-foot unit is larger than in the later in this section under “ A ir Compressor Governor.”
7-1/4 cubic-foot unit. Information in text applies to both
7-1/4 and 12 cubic-foot compressors unless otherwise
noted.
COMPRESSOR MOUNTING AND DRIVE
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A ir compressor is a two cylinder, reciprocating type
unit. Compressor is driven by belt from the engine water
pump pulley, lubricated by the engine lubrication system,
There are two different types of air compressor
ry
and the water-cooled unit is cooled by the engine cooling
mountings on gas engines. On all Tilt Cab Models the air
system. Standard compressor is air-cooled and has a
compressor is mounted on a cast bracket which is hinged
7-1/4 cubic-feet per minute capacity, based on its piston
by a single heavy bolt to the engine front cover casting.
displacement at 1250 rpm. Optional compressor has
ra
water-cooled cylinder head and block, and has a 12 cubic-
feet per minute capacity based on its piston displacement
An adjusting arm is fastened to the compressor cylinder
head at one end and the engine front cover casting at the
other end. The entire assembly is mounted on the right
at 1250 rpm.
front side of the engine just ahead of the engine cylinder
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block and head. On all other (Conventional Models) the
Compressor governor, attached to top of compressor air compressor is mounted on a cast bracket which is
cylinder head, controls compression of air. Crankshaft hinged by a single heavy bolt to a second cast bracket.
is mounted in a ball bearing in front and insert type This second bracket is fastened to the engine front cover
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bearing at the rear. Connecting rod bearings are replace casting in two places. In conjunction with this second
able insert type. Upper ends of connecting rods are bracket a third bracket is also fastened to the engine
equipped with replaceable bushings. Each piston has two front cover casting and is used as a generator mount.
compression rings at top and one oil ring at bottom. A generator adjusting arm is fastened to the generator at
cc
Piston pins are held in pistons with wire type locks on one end and to the top cast bracket at the other end. An
7-1/4 cubic-foot air-cooled type. On 12 cubic-foot water- air compressor adjusting arm is fastened to the com
cooled compressor, snap rings are used at both ends of pressor cylinder block at one end and the engine front
piston pin to retain pin in piston. cover casting at the other end. The entire assembly is
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mounted above the engine to the right side, just ahead of

the engine cylinder block and head.
Flapper type inlet valves are installed in bottom of the
as
cylinder head. Movement of these valves is limited by

Compressor is belt driven from water pump pulley.
inlet valve guards which also hold inlet valves in place.
The pivoted compressor mounting makes possible the
The discharge valve discs are spring-loaded against
adjustment of drive belt tension. Refer to “ Drive Belt
seats installed in bottom of cylinder head.
Maintenance and Adjustment” later in this section.
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Four different Midland-Ross air compressor models

are used on gasoline engine vehicles covered by this
manual, as follows:
COMPRESSOR LUBRICATION
The basic difference between early and late models is
in the material composition of pistons, connecting rods
and crankcases. All early compressors have cast iron Lubricating oil, under pressure from the engine lubri
pistons, connecting rods and crankcases while all late cation system, enters drilled crankshaft through the
compressors have aluminum pistons, connecting rods and crankshaft bearing cap and lubricates the connecting rod
crankcases. bearings. Some of the oil that flows between sides of
connecting rod bearings and cheeks on crankshaft is
Figure 1 is typical of all compressors covered here sprayed upward. This oil lubricates the piston pin bush
and all procedures are applicable to all models. The dif ings and the cylinder walls. The oil drains from com
ference in material composition between models has no pressor into the mounting bracket and returns directly
effect on the methods of service or repair. Also, there is to the engine crankcase.

BRAKES 5-24
COMPRESSOR AIR INTAKE Governor inlet port admits tank air to bottom of inlet
valve. As air pressure increases, inlet valve is gradu
ally forced upward from valve seat. When cut-out pres
sure is reached, inlet valve snaps to full open position.
A ir taken into the compressor is filtered through an Plunger is also forced upward, compressing spring and
oil-wetted hair-element, dry paper element or cellulose seating exhaust valve. Tank air then passes through a
ribbon element. The element is connected to the air inlet small orifice in inlet valve, around outside of exhaust
elbow on side of compressor cylinder head. Service in valve, through body cavity and connecting tube, to cavity
structions on strainer are in LUBRICATION (SEC. 0). in top of unloader. The pressure in unloader cavity
forces unloader valves downward. Valves, in moving
downward, depress inlet valve plungers. Plungers, in
turn, open inlet valves in head to interrupt compression
of air in cylinders. Pistons then merely move air back
and forth between cylinders.
COMPRESSOR AND GOVERNOR
OPERATION
om
When tank pressure drops to cut-in point, plunger
AIR COMPRESSOR OPERATION (Fig. 1) spring forces plunger, inlet valve, and exhaust valve
downward. Inlet valve is returned to valve seat and
exhaust valve is opened. Open exhaust valve allows un
1. Compressing loader air to escape through exhaust port in governor
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adjusting screw. As air pressure above unloader valve
During the downstroke of each piston, air is drawn decreases, inlet valve plunger springs force unloader
into the cylinder through the flapper-type inlet valve valves upward. Expanding springs also retract plungers.
ry
in cylinder head. As each piston begins an upstroke, As inlet Valves are released, compression of air is
the air above the piston is compressed. When the resumed.
air pressure in the cylinder becomes greater than ra
the air pressure in the cylinder head above the dis
charge valve, the discharge valve is forced off valve
seat. A ir passes through discharge port into air line
leading to air tank. As piston starts downstroke,
AIR COMPRESSOR AND
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the discharge valve returns to valve seat. Com
pressed air is prevented from returning to the cyl GOVERNOR MAINTENANCE
inder and the intake and compression cycle is
repeated.
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Service compressor air strainer at intervals rec

ommended in LUBRICATION (SEC. 0). Perform the fol
lowing inspection and maintenance operations at intervals
2. Not Compressing determined by truck operating conditions.
cc
When air pressure in system reaches maximum

pressure for which governor is set, the governor 1. Remove cylinder head and clean carbon from inlet
operates and causes the inlet valve plungers to hold and discharge valves. If valves are damaged in any
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inlet valves off valve seats. With inlet valves open, way, replace with new parts.
air passes freely back and forth between the cyl
inders and compression is stopped. When air pres
as
sure in system is reduced to governor cut-in setting, 2. Make sure compressor discharge line is not choked
the governor again operates. Inlet valve plungers with carbon.
release the inlet valves, and compression of air is
resumed.
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3. Check governor cut-in and cut-out pressures and ad

just, if necessary. Refer to “ Governor Adjustment”
later in this section.
4. Check compressor and bracket mounting bolts for

GOVERNOR OPERATION looseness, and tighten if necessary.
The air compressor governor consists of two separate 5. Make sure all oil, water, and air line connections are
units, a governor assembly and an unloader valve (figs. tight and not leaking.
11, 12 and 13). The unloader valve is mounted directly
on cylinder head. The governor assembly is bolted to a
mounting bracket attached to two of the cylinder head 6. Check compressor drive belt tension and adjust if
studs. necessary as directed later.

BRAKES 5-25
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1 Discharge Valve Cage 11 Connecting Rod 21 Crankshaft Oil Seal

2 Unloader Assem bly 12 Bearing Cap Gasket (R ear) 22 Bearing Cap (Front)
3 Inlet Valve Plunger 13 Crankshaft Bearing (R ear) 23 Cylinder Block Gasket
4 Plunger Spring 14 Bearing Cap (Rear) 24 Cylinder Block
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5 Governor Assem bly 15 Crankcase 25 Cylinder Head Gasket

6 Inlet Valve 16 Connecting Rod Bearing Cap 26 Discharge Valve Seat
7 Inlet Valve Guard 17 Connecting Rod Bearing Insert 27 Discharge Valve
8 Piston 18 Crankshaft 28 Washer
9 Piston Pin 19 Bearing Cap Gasket (Front) 29 Discharge Valve Spring
10 Piston Pin Lock 20 Crankshaft Bearing (Front) 30 Cylinder Head t-482
F ig . 1 — M id la n d - R o s s A i r C o m p re ssor

BRAKES 5-26
DRIVE BELT MAINTENANCE COMPRESSOR REPLACEMENT

AND ADJUSTMENT
REMOVAL
Drive belts used on models covered by this supplement
are not all made of the same material. Some are made of
1. Exhaust compressed air from air system. With
nylon, some dacron, and some fiberglass. For belt ten
water-cooled compressor, also drain engine cooling
sion adjustment purposes, there are two types, fiberglass
system as directed in COOLING SYSTEM (SEC 0).
and others.
2. Disconnect air and oil lines from compressor. Dis

MAINTENANCE connect water lines from water-cooled compressor.
Drive belt must be kept at proper tension. A loose belt

3. Loosen pivot bolt at compressor base, then loosen
■will lower output of compressor, while a tight belt will
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compressor adjusting arm bolt. On models shown in
cause eventual bearing failure. A regular, periodic in
figure 3, loosen generator adjusting arm bolt. Tilt
spection is recommended to check condition and tension
compressor and remove drive belt from compressor
of drive • belt. Replace belt if frayed or badly worn.
pulley.
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4. Disconnect adjusting arm from compressor by re
moving adjusting arm bolt.
ADJUSTMENT (Other Than Fiberglass)
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5. Remove four bolts and lock washers attaching com
1. Loosen bolt at adjusting arm. Loosen pivot bolt at pressor crankcase to mounting bracket. Lift air
compressor mounting bracket. compressor assembly off mounting bracket.
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2. Position compressor so that a reading of 120-130 6. Remove cotter pin and nut securing pulley on crank
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lbs. (new belt) or 90-100 lbs. (used belt) is obtained shaft. Remove pulley from crankshaft, using a suit
on a strand tension gauge placed at the center of the able puller.
greatest belt span.
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3. Tighten adjusting arm bolt and/or nut securely.

Tighten pivot bolt nut. INSTALLATION
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NO TE: On a new vehicle, or after a new belt 1. Install pulley on compressor crankshaft, making sure
is installed, check belt tension twice in first 200 key is in place. Install crankshaft nut and tighten
miles of operation. firmly. Secure nut with new cotter pin.
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2. Use new gasket and make sure mating surfaces of

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NO TE: On some models it is necessary to ad compressor crankcase and mounting bracket are
just generator drive belt as well as compressor clean. Position compressor on mounting bracket and
drive belt. Refer to ENGINE COOLING SYSTEM attach with four bolts and lock washers. Connect
(SEC. 6) for illustration of belt arrangements on compressor adjusting arm to bracket on side of
various models. compressor cylinder head or block. Do not tighten.
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3. Connect air and oil lines to compressor. Connect

water lines on water-cooled compressor. Check all
connections for tightness. With water-cooled com
ADJUSTMENT (FIBERGLASS) pressor, fill engine cooling system as directed in
COOLING SYSTEM (SEC. 13).
Same as for “ other than fiberglass” except belt tension
is 90-100 lbs. new or used and it is NOT necessary to re 4. Place drive belt in compressor pulley and adjust
check belt tension within first 200 miles. Fiberglass belt tension as directed previously in this section.
belts do not stretch and lose tension as do nylon and Also adjust generator belt tension.
dacron. For identification purposes, there are two red
parallel lines drawn across the outer circumference of 5. Adjust air compressor governor as directed later
the fiberglass belt. in this section.

BRAKES 5-27
AIR COMPRESSOR OVERHAUL
COMPRESSOR DISASSEMBLY compressor has ten nuts attaching cylinder head to cyl
(Refer to Figure 1) inder block. Lift head assembly off block. Remove cyl
inder head gasket and discard.
The compressor crankcase, cylinder block, and cyl

inder head are so designed that these parts may be as
sembled in different ways to meet various installation DISASSEMBLE CYLINDER HEAD
requirements. Therefore, these parts should be marked (Refer to Fig. 2)
prior to disassembly. Each part may then be assembled
in the proper relative position.
1. On air-cooled models, remove air strainer from air
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REMOVE GOVERNOR ASSEMBLY inlet elbow on cylinder head. Remove air inlet elbow
from head. A ir strainer on water-cooled models
mounts in cylinder block.
1. Disconnect both ends of tube between governor and
unloader. Remove tube assembly.
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2. Turn cylinder head bottom side up and remove dis
2. Remove two stud nuts attaching governor mounting charge valve seat (4), using a short length of 7/16
bracket to cylinder head. square tool stock with corners ground off, as a
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wrench adapter. Refer to figure 5 for adapter di
3. Lift governor assembly off cylinder head studs. mensions and application.
REMOVE UNLOADER ASSEMBLY

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charge valves (5), springs (2) and cages (1) to fall
out of cylinder head.
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1. Remove two cap screws and lock washers attaching
unloader assembly to cylinder head.
4. Pry inlet valve guard and pin assemblies from bot
2. Remove unloader assembly. Remove inlet valve tom of cylinder head. Remove inlet valves in manner
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plunger (3) and plunger spring (4). illustrated in figure 4.

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REMOVE CYLINDER HEAD

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On air-cooled compressor, remove six nuts from studs

attaching cylinder head to cylinder block. Water-cooled
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2 Discharge Valve Spring 6 Inlet Valve

3 Washer 7 Inlet Valve Guard
4 Discharge Valve Seat t-480
TP 8583
7 / 16-IN SQ TOOL STOCK
F ig . 2 — C ro ss S e c tio n o f C y lin d e r Head Fig. 3 — Removing or Installing D ischarge V a lv e Seats

BRAKES 5-28
| | Cylinder Head 2. Remove compression and oil rings from piston, using
Inlet Valve Guard a conventional piston ring ejqpander.
12 Cu.-Ft. Compressor
1. Remove piston pin snap rings from piston assembly
(fig. 8). Press piston pin out of piston and connecting
rod.
2. Remove compression and oil rings from piston, using
a conventional piston ring expander.
REMOVE CRANKSHAFT BEARING CAPS

1. Remove four nuts from studs which secure front
bearing cap to crankcase.
R E M O V IN G INLET VALVE GUARD
2. Tap bearing cap lightly and remove.
3. Press oil seal out of front bearing cap.
4. Discard bearing cap gasket.
5. Remove four nuts from studs which secure rear
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bearing cap to crankcase.
6. Tap bearing cap lightly and remove from studs.
Rear insert bearing will be removed as part of cap
assembly.
7. Discard bearing cap gasket.
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REMOVE CRANKSHAFT AND BEARINGS
1. Position crankshaft so that connecting rod rear
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Cylinder Head bearing journal is aligned with cut-out section of
Inlet Valve Guard crankcase rear bearing bore.
Inlet Valve 2. Press crankshaft out of front bearing and remove
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TP-8582 from crankcase through rear cut-out section (fig. 5).
INLET VALVE GUARD A N D VALVE REM OVED 3. Rear insert type bearing was removed as part of
rear bearing cap. Press front ball bearing out of
crankcase.
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Fig. 4 — Inlet V a lv e and G uard Removal
CLEANING, INSPECTION, AND
5. Note location of pipe plugs in cylinder head, then re REPAIR
move plugs to permit thorough cleaning of internal
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CLEANING
passages.
After disassembly and before inspection, wash all parts
REMOVE CYLINDER BLOCK thoroughly in a suitable cleaning solvent. Make sure all
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carbon deposits are removed from pistons and cylinder

Remove six nuts and internal-teeth lock washers from head. Prod drilled oil passages in crankshaft to make
studs attaching cylinder block to crankcase. Lift cyl sure passages are open. Scrape all carbon from piston
inder block off crankcase and pistons. Remove gasket ring grooves in pistons.
between crankcase and cylinder block from top of
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crankcase. INSPECTION AND REPAIR

REMOVE PISTON AND CONNECTING Discard all gaskets, crankshaft front oil seal, and
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crankshaft seal ring and obtain new parts for assembly.

ROD ASSEMBLIES Inspect balance of parts and make necessary repairs or
1. Turn crankshaft so that one connecting rod is at bot replacement as directed below, referring to figure 1 for
tom of stroke. Remove cotter pins (early models identification of parts.
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only) and nuts from connecting rod bolts, remove 1. Cylinder Head and Valves
bearing cap and bearing insert, then lift piston and a. Examine cylinder head for cracks and damaged
connecting rod through top of crankcase. Temporar threads in tapped openings. Replace head if any
ily install bearing cap on connecting rod from which damage is evident. Be sure all water passages
it was removed. Loosely install nuts on bolts. are free from foreign matter if compressor is
2. Position other connecting rod at bottom of stroke by water-cooled type.
turning crankshaft. Remove connecting rod as in b. Examine discharge valves and valve seats. If
step 1 above. valves are deeply grooved on one side where they
contact the seats, they may be turned over to use
DISASSEMBLE PISTONS AND the unworn side. If valves have been previously
CONNECTING RODS turned over so that both sides are worn, or if
otherwise damaged, replace with new parts. If
7-1/4 Cu.-Ft. Compressor valve seats are pitted or otherwise damaged, re
1. Remove piston pin lock from inside of piston pin, place with new parts. If discharge valves are to
then press piston pin out of piston and connecting rod. be turned over or if new valves or seats are to

BRAKES 5-29
be used, valves must be lapped to seats, using iron only), and bushing must be finished after in
lapping compound. After lapping, thoroughly clean stallation to inside diameter listed in “ Specifica
lapping compound from valves and seats. tions” at end of this group.
c. Check fit of compression and oil rings in ring
NOTE: After lapping each valve to a seat,
keep valve and seat together as a matched set; grooves in pistons. Clearance between ring and
ring groove must not exceed limits given in
each valve must be installed on the seat to which
it was lapped. "Specifications.” Place each ring in cylinderbore
and measure ring gap. Gap must be within limits
c. Inspect inlet valves and inlet valve guards for listed in “ Specifications” at end of this section. If
pitting or corrosion. If corrosion does not readily clearances are not within these limits, new rings
clean off without leaving pits, replace with new must be used at assembly.
parts. Make sure dowel pin is tight in valve d. Examine connecting rod bearing inserts for scor
guard. ing, pitting, or visible wear. If damage is evident,
d. Inspect inlet valve plungers for distortion and new inserts must be installed. To check fit of
for evidence of wear at both ends. bearings on crankshaft, install each connecting
e. Check inlet valve plunger springs and discharge rod with bearing inserts on crankshaft journal
valve springs for free length and compression. If from which they were removed, using a 1/4 x
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not within limits listed in "Specifications” at end 3/4-inch piece of 0.002-inch brass shim stock be
of this section, replace with new parts. tween bearing journal and bearing insert (fig. 8).
f . Examine governor attaching studs for distortion Tighten connecting rod bolt nuts to 8 to 10 foot
or damaged threads. Replace studs if damaged. pounds torque. If bearing fit is correct, the 0.002-
Pistons, Connecting Rods, and Bearings inch shim should lock the bearing on the journal.
a. Examine pistons for scoring, cracks, or damage
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Check clearance between side of connecting rod
of any kind. Measure outside diameter of each and cap and cheek on crankshaft (fig. 8). If clear
piston and compare this diameter with inside ance exceeds 0.006 inch, new rods and caps must
diameter of cylinder bore. On models with cast be used.
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iron pistons, if lower part of piston is more than
0.004 inch smaller in diameter than the cylinder NOTE: Do not file or lap bearing caps or rods
bore, piston must be replaced with a new part. to take up clearance; always use new bearing in
serts if clearances are excessive.
On models with aluminum pistons, if the piston
diameter is more than 0.009 inch smaller than
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3. Cylinder block
the cylinder bore, piston must be replaced with a a. Examine inside of cylinder bores for scoring or
new part. Service pistons are available in .010", pitting. Check bores for out-of-round and taper.
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.020" and .030" oversize (both cast iron and If out-of-round more than 0.002 inch from top to
aluminum). bottom of bore, replace with new cylinder block.
b. Check fit of piston pins in pistons and connecting b. Examine studs in top of cylinder block. Replace
rod bushings. Pin must be light tap fit in piston bent studs or studs having damaged threads. When
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and in bushing. Determine which part is worn and installing new stud, make certain that replacement
replace as necessary. To replace bushing in con stud is the same length as stud removed.
necting rod, press old bushing out and press new c. Examine cylinder block for cracks or broken
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bushing into place. Hole in bushing must be cooling fins. Replace block if damaged in any way.
aligned with hole in top of connecting rod (cast
Feeler G auge
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Align Connecting
Rod Journal with Cut-out
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Crankshaft
Connecting Rod
C H ECK IN G BEARING C H E C K IN G ROD A N D CAP

FIT O N CRANKSHAFT TO CRANKSHAFT CLEARANCE
T P -8 5 8 6
Fig . 5 — A lign m en t of C onnecting Rod Journal with Fig. 6 — C h e c k in g Fit of C onnecting Rod on Crankshaft
C u t -O u t in C rankcase Bearing Bar

BRAKES 5-30
Align Holes
Piston Pin
TP-8590
Fig. 7 — A lign m en t of Lock Holes in Piston Pin and Piston
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4. Crankshaft and Bearings
a. A bent or twisted crankshaft cannot be repaired.
If connecting rod journals are scored beyond re
pair or worn more than limits listed in “ Speci
fications," replace with new crankshaft.
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b. Threads, keyway, and all ground and machined
surfaces must not be mutilated or worn.
c. Examine ball bearing for worn or damaged balls;
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rotate bearing by hand to detect roughness. If Fig. 8 — Piston Pin Installed (W ater-C ooled Compressor)
wear, roughness, or damage is evident, bearing
must be replaced. through crankcase rear bearing bore and press front
bearing into crankcase front bearing bore.
5. Crankcase
a. Examine crankcase for cracks or other damage.
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INSTALL CRANKSHAFT BEARING CAPS
Replace with new part if damaged.
b. Inspect studs in crankcase and replace any which 1. Press new oil seal into front bearing cap.
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are bent or have damaged threads. When replac 2. Place new gasket over studs at front end of
ing studs, be sure and install studs of proper crankcase.
length in same holes from which they were 3. Slide front bearing cap over end of crankshaft.
removed. 4. Pull bearing cap into place by alternately tightening
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6. Crankshaft Bearing Caps the four nuts which secure bearing cap. Be careful
Examine crankshaft front and rear bearing caps not to damage oil seal when installing cap.
and replace if cracked. Check inside diameter of 5. Place new gasket over studs at rear end of
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rear insert bearing against dimension listed in crankcase.

“ Specifications." Replace bearing cap if bearing is 6. Slide rear bearing cap and insert bearing assembly
appreciably worn (bearing only, is not serviced over end of crankshaft. Align crankshaft and bearing
separately). cap so that cap fits evenly in crankcase bore.
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7. Pull bearing cap into place by alternately tightening

the four nuts which secure bearing cap.
COMPRESSOR ASSEMBLY
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ASSEMBLE PISTONS AND CONNECTING RODS

Coat crankshaft and bearings, connecting rods and
bearings, and pistons, pins, and bushings with engine oil 1. Position connecting rod in piston and press piston
before assembling. Refer to figure 1 for assembled po pin into place. On air-cooled compressor, make sure
sition of parts. piston pin lock hole lines up with the lock hole in the
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piston (fig. 7). Install piston pin lock, making sure

NOTE: Special parts, in addition to standard the lock engages holes in piston pin and piston. On
parts, are available for overhauling air com water-cooled compressor, after piston pin is in
pressor. Special parts are .010", .020” , and proper position, install snap ring in piston at both
.030" oversize pistons and .010", .020" over ends of piston pin (fig. 8).
size rings, a cylinder block with 0.015" oversize 2. Install compression and oil rings on pistons. Three
cylinder bores, and 0.010" undersize crankshaft rings are used in each piston, two compression rings
and bearing inserts. at top and one ventilated oil ring at bottom (fig. 11).
INSTALL CRANKSHAFT AND BEARING NOTE: Compression rings must be installed

surface marked “ T O P " facing top of piston.
1. Install ball bearing on front of crankshaft. Press
bearing on crankshaft until inner race is seated 3. Press connecting rod bearing inserts into connecting
firmly against shoulder on crankshaft. rod and cap with hand, making sure locks on inserts
2. Insert crankshaft and front bearing, as an assembly, engage locking slots in rod and cap. Tag or mark

BRAKES 5-31
SPR IN G EXPAND ER
D IA P H R A G M
fJ-i3 79 9 'Z
D ISC
BU SH IN G RETAINER PLUG
VALVE BO DY T -l 82 4
Fig. 9 — Piston and C onnecting Rod Assem bly
bearing caps and rods so that each cap will be in
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stalled on rod from which it was removed.
INSTALL PISTON AND CONNECTING ROD

ASSEMBLIES AND CYLINDER BLOCK F ig . 11— Unloader Assembly
1. Insert pistons into cylinder block from bottom side,
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compressing piston rings to make rings enter cyl inserts, matching bearing cap and rod as shown in
inder bores. figure 11. Install nuts on connecting rod bolts,
2. Place new cylinder block-to-crankcase gasket over tighten to 8 to 10 foot-pounds torque, and secure
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studs on top of crankcase. Hold cylinder block over with new cotter pins (where used).
crankcase with lower ends of connecting rods ex
tending just below top of crankcase, then lower cyl ASSEMBLE CYLINDER HEAD (Refer to Fig. 2)
inder block onto crankcase.
NOTE: Cylinder block must be positioned on

ra1. Turn cylinder head upside down and insert valve
crankcase with marks made prior to disassembly cages (1), springs (2) and valves (5) into cavities in
aligned. If a new unmarked part is being used, bottom of cylinder head. Install copper washer (3)
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position cylinder block so the short stud on top and valve seat (4). Tighten firmly.
of block is at the left-hand side when viewed 2. Place one inlet valve in recess in bottom of cylinder
from pulley end of crankshaft. Attach cylinder head, with hole in valve aligned with valve guard pin
block to crankcase with six internal-teeth lock hole in head. Place inlet valve guard on top of inlet
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washers and six nuts. Tighten nuts to 12 to 17 valve, with dowel pin inserted through hole in inlet
foot-pounds torque. valve into cylinder head. Tap guard firmly into
place, then stake in place at four points (see fig.
3. Turn the assembly over and position connecting rods 10). Install the other inlet valve and valve guard in
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on crankshaft journals, making sure bearing inserts the same manner. After both valves ai'e installed,
are in place. Install connecting rod bearing caps and turn cylinder head over and check operation of
valves. Using one of the inlet valve plungers without
spring, insert plunger down through cylinder head
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onto inlet valve. Press inlet valve down against

valve guard, then make sure inlet valve springs back
up when released.
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3. Install pipe plugs removed at disassembly.

4. On air-cooled models install air inlet elbow and air
strainer.
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INSTALL CYLINDER HEAD

Inlet Valve Guard Place new cylinder head gasket over studs on top of
cylinder block so cut-out portion of large holes will be
adjacent to discharge valve seats when cylinder head is
installed. Install cylinder head over studs with marks
Cylinder Head made prior to disassembly aligned, or with depression
at side of head over short stud in block. Install nuts on
studs and tighten to 16 to 17 foot-pounds torque.
INSTALL UNLOADER ASSEMBLY

1. Install two inlet valve plungers and plunger springs.
2. Position unloader assembly on cylinder head and
F ig . 1 0 — S ta k in g In le t V a l v e G u a r d in C y lin d e r Head secure with two bolts and lock washers.

BRAKES 5-32
INSTALL GOVERNOR ASSEMBLY relief hole in discharge line open continuously, com
pressor should maintain a pressure in air tank as
1. Install governor assembly and bracket on cylinder
follows:
head, using two studs.
2. Connect tube assembly to unloader and governor. 7-1/4 cu.-ft. unit.................................... 75 psi
Make sure that connections are tight. 12 cu.-ft. u n i t .......................................105 psi
TESTING REBUILT UNLOADER OVERHAUL

AIR COMPRESSOR Remove unloader assembly from air compressor as
Connect an oil supply line having at least 15 pounds directed previously in “ Air Compressor Overhaul.” Key
pressure to crankshaft rear bearing cap; provisions must numbers in text following refer to figure 11.
be made for unrestricted draining of oil from crankcase
during test. If tests are being made in dusty atmosphere, DISASSEMBLY
connect a suitable air strainer to compressor air inlet
1. Remove two snap rings (3) from body.
opening.
2. Remove bushing (1), valve (2), diaphragm (4), and
1. Run-in Test
expander spring (5) from body. Should difficulty be
With compressor connected to a source of power
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encountered in removing these parts, apply air pres
(at least 1-1/2 horsepower) to run it at 1250 rpm,
sure to body to force out these parts.
run compressor for one-half hour with discharge
port open to atmosphere. Check during this test for
ASSEMBLY
co
oil leaks, overheating, and excessive noise.
2. Oil Passing Test 1. Apply thin film of light engine oil to bushing, dia
Oil passing test is made by running air compres phragm, and body before assembly.
sor for one-half hour at 1250 rpm, pumping against 2. Install expander spring (5) around inside of dia
50 pounds air pressure, with an oil trap connected phragm (4), then install these two parts in body.
.
into discharge line. Oil passed during this test must 3. Place valve (2) in recess of bushing (1), then install
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not exceed two cubic centimeters. in body.
3. Efficiency Test 4. Install snap ring (3) retaining previously installed
Efficiency test is made by running compressor for ra parts in body.
one-half hour at 1250 rpm, with discharge port con 5. Test assembly with air pressure. Unloader should
nected to an air tank. With a 1/16-inch diameter withstand a pressure of 100 psi without leaking.
b
GOVERNOR ADJUSTMENT 1. Loosen lock nut. Use screwdriver at adjuster plug.
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The following procedure covers adjustment with com- 2. Turn adjuster plug in (clockwise) to increase cut-out
pressor installed on vehicle. Governor is attached as setting, or out (counterclockwise) to decrease setting,
shown in figure 1. One complete turn of adjuster plug will change cutout
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1 Adjuster Plug 8 Valve Assembly

2 Lock Nut 9 Governor Body
3 Spring 10 Filter Screen
4 Spring Guide 11 Filter
5 Housing Lock Nut 12 End Cap Washer
6 Housing O -rin g 13 End Cap
7 Housing
F ig . 1 2 — C o m p re ssor G o v e r n o r

BRAKES 5-33
pressure 20 psi.
ASSEMBLY (Fig. 12)
3. When cut-out pressure setting of 100-107 psi is at
tained, lock adjuster plug with lock nut. A repair kit is available containing all parts which re
quire replacement at overhaul.
GOVERNOR OVERHAUL 1. Install screen, filter, washer, and end cap in gover
Remove governor from air compressor as directed nor body.
previously in "A ir Compressor Overhaul.” 2. Install valve assembly.
DISASSEMBLY (Fig. 12) 3. Install " O ” ring on housing and install housing in
governor body.
1. Loosen lock nut, then remove adjuster plug, spring
4. Install housing lock nut. Tighten securely.
and spring guide.
5. Install spring guide, spring and adjuster nut in
2. Remove housing lock nut.
housing.
3. Remove housing from governor body. Remove hous
6. Install lock nut.
ing “ O” ring.
7. Adjust governor to proper setting and tighten lock
4. Remove valve assembly.
nut.
5. Remove end cap, washer, filter and screen from
8. Test is directed for proper operation and leaks.
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governor body.
SPECIFICATIONS
7-1/4 Cu. Ft. Unit 12 Cu. Ft. Unit
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Compressor M o d e l....................................... N-6400-F N-5217-G
T y p e ............................................................... 2-cylinder, Engine 2-cylinder, Engine
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Lubricated, A ir Cooled Lubricated, Water Cooled
Capacity (at 1250 r p m ) ........................... 7-1/4 cu. ft. per minute 12 cu. ft. per minute
Cylinder Bore ............................................. ra 1.9995"-2.0000" 2.3745"-2.3750"
Pistons
Piston Diameter at Top L a n d s............... 1.9945"-1.9955" 2.3685"-2.3695"
Piston Diameter from 2nd Groove Down 1.9945"-1.9955” 2.3685"-2.3695"
Piston Pin D ia m e t e r .............................. 0.4998"-0.5000" 0.4998"-0.5000"
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Piston Rings
Compression Ring G a p ........................... 0.004"-0.010" 0.005"-0.010"
Oil Ring Gap .......................................... 0.005"-0.015" 0.006"-0.015"
Groove Clearance
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Top Compression Ring........................ 0.001"-0.003" 0.0015"-0.0035"

Second Compression R in g .................. 0.001"-0.003" 0.001"-0.003"
Oil R ing................................................ 0.0010"-0.0035" 0.0010"-0.0035"
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Connecting Rod Bushing

L e n g t h ...................................................... 0.800" 0.800"
Burnished D iam eter................................. 0.5002"-0.5003" 0.5002"-0.5003"
Connecting Rod Bearing In se rts.................. Lock fit on crankshaft journal with 1/4" x 3/4" x 0.002"
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shim between insert and journal.

Crankshaft
Connecting Rod Journal Diameter" . . . . 1.1230"-1.1235" 1.1230"-1.1235"
as
Main Bearing Journal D ia m e t e r ............ 1.3779"-1.3784" 1.3779"-1.3784"

Crankshaft Main Ball Bearing (Front)
Outside D ia m e t e r .................................... 2.8340"-2.8346" 2.8340"-2.8346"
Inside Diameter .................................... 1.3775"-1.3780" 1.3775"-1.3780"
Crankshaft Main Insert Bearing (Rear)
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Inside D ia m e te r....................................... 1.3792"-1.3807" 1.3792"-1.3807"

Crankshaft Bearing Bore ........................... 2.8331"-2.8338" 2.8331"-2.8338"
Discharge Valve Springs
Free L e n g th ............................................. 31/32" 31/32"
Length Under 3.5 lb. L o a d ..................... 47/64" 47/64"
Unloader Plunger Springs
Free L e n g th ............................................. 27/32" 27/32"
Length Under 2.7-3.3 lb. Load ............ 15/32" 15/32"
Governor Spring
Free Length .......................................... 1.36" 1.36"
Length Under 27.8-33.8 lb. Load . . . . 1.22" 1.22"
Air Pressure Setting
C u t - O u t ................................................... 100-107 psi 100-107 psi
C u t - I n ...................................................... 85 psi 85 psi

BRAKES 5-34

(BENDIX-WESTINGHOUSE TU-FLO TYPE)
The following information applies to both the 7-1/4 for attaching the support bracket. Upper end of support
and 12 cubic-foot compressors, unless otherwise noted. bracket is mounted on the pivot bolt. Two adjusting
Information on governors also applies to all compressors. arms with slotted holes are attached to the mounting
base and to the engine to provide for belt tension ad
DESCRIPTION justment. Compressor is driven by dual belts from the
engine accessory drive train. Belts and pulleys are
The compressors covered in this section are single-
shielded for protective purposes; figure 2 shows com
acting, two cylinder reciprocating type. The rated ca
pressor drive arrangement with belt guard removed.
pacity of all compressors is their piston displacement
in cubic feet per minute when operating at 1250 rpm.
Compressors can be readily identified by referring to
COMPRESSOR LUBRICATION
name plate attached to cylinder block. Plate will show Oil, under pressure from the engine lubrication sys
om
either type 400 or 500. Capacity of T U -F L O 400 is 7-1/4 tem, enters drilled crankshaft through crankcase rear
cubic-feet per minute. Capacity of T U -F L O 500 is 12 end cover. Oil is then forced through the crankshaft and
cubic-feet per minute. All compressors have water- drilled connecting rods. Bearings, piston pins, and
cooled cylinder heads and water-cooled cylinder blocks. pistons are lubricated in this way. Oil returns to engine
These compressors are used on Diesel engines only and crankcase through a line connected to bottom of oil
have different mounting and drive adaptations, depending sump in compressor mounting base on belt driven
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upon model application. models. On gear driven models, oil drains from the
Compressors are lubricated by the engine lubrication compressor crankcase bottom cover into the engine gear
system and cooled by water from engine cooling system. train cover, and then into the engine crankcase.
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Governor, acting in conjunction with the air compressor
unloading mechanism, controls compression of air. Con COMPRESSOR AIR INTAKE
necting rod bearings are replaceable insert type. Upper
A ir compressor has forced air intake system. A ir
ends of connecting rods are equipped with replaceable
bushings. Piston pins are retained in pistons by wite
type locks.
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inlet cavity is connected by a hose to engine air box at
front of engine. When each compressor piston is on down-
stroke, air pressure from engine air box forces open the
On belt driven air compressors the crankshaft is
compressor inlet valve and fills cylinder. This tends to
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mounted in crankcase on a ball bearing in front and an
insert type bearing in rear. On gear driven air com
pressors the crankshaft is mounted in crankcase on in
sert type bearings both front and. rear.
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Some of the compressors covered here have aluminum

connecting rods, pistons and crankcases while others
have cast iron connecting rods, pistons and crankcases.
There is no model number distinction to indicate ma
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terial used.
Figure 9 is typical of all compressors covered here
and all procedures are applicable to all Models. The
difference in material composition between models has
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no effect on the methods of service or repair.

See “ Specifications" at end of this sub-section for
differences in tolerances and dimensions betweel alumi
as
num and cast iron models.
COMPRESSOR MOUNTING
AND DRIVE
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GEAR DRIVEN MODELS (Fig. 1)

Gear driven compressor models are flange-mounted
to an adapter assembly on rear of gear train cover, and
are driven directly from engine camshaft. A hub with
internal fiber teeth is keyed to compressor crankshaft
and secured by a nut and cotter pin (fig. 1). An internal
toothed fiber drive disc is bolted to the engine camshaft
gear. A drive coupling assembly is splined to fiber hub
at one end and camshaft drive disc at the other end.
BELT DRIVEN MODELS (Fig. 2)

The belt driven type is mounted on a cast mounting
base which has an oil drain port and two tapped holes Fig. 1— A ir Compressor D rive (Typical)

BRAKES 5-35
supercharge cylinder, since air is forced into cylinder at piston exhausts air into cylinder of other piston on down
a pressure greater than normal outside pressure. Intake stroke, without compression.
air is filtered through engine air cleaners. When pressure in air system is reduced to governor
cut-in setting, the governor releases pressure from be
COMPRESSOR OPERATION neath unloader pistons. Pressure of unloader spring on
A ir compressor crankshaft turns continuously while unloader spring saddle, acting against reduced governor
engine is running. Actual compression of air, however, is pressure, forces pistons away from inlet valves. As inlet
controlled by the governor. Acting with compressor un valve springs, in turn, overcome reduced plunger pres
loader mechanism, the governor loads or unloads com sure, inlet valves reseat and compression is resumed.
pressor when pressure in air system reaches a preset
maximum or minimum. COMPRESSOR MAINTENANCE
It is important that inspection and adjustments listed
OPERATION WITH UNLOADER VALVE CLOSED below be made at intervals determined by severity of
(COMPRESSING) (Figs. 3 and 4) service.
During the downstroke, a partial vacuum is created 1. Remove cylinder head and clean carbon away from
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above each piston. Intake air forces open the inlet valve discharge valves and inlet valves.
and air fills cylinder. 2. Check compressor discharge line. Make sure line is
As piston starts upstroke, the air pressure on top of not choked with carbon.
inlet valve, plus inlet valve return spring force, closes 3. Check compressor mounting bolts and tighten if
the inlet valve. As air above piston is further com necessary.
pressed, pressure lifts discharge valve and compressed 4. Make sure oil, water, and air lines and connections
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air is forced through discharge line into reservoir. At are tight and free from leaks.
start of downstroke, discharge valve returns to seat, 5. On belt driven compressors, check drive belt ten
blocking return flow of compressed air to cylinder as sion, and adjust if necessary.
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cycle is repeated. 6. When draining engine cooling system to prevent
freezing, be sure to remove drain plug from com
OPERATION WITH UNLOADER VALVES OPEN ra pressor cylinder block.
(NOT COMPRESSING) (Fig. 5)
COMPRESSOR DRIVE BELT ADJUSTMENT
When air in system reaches maximum pressure for
(Refer to Fig. 2)
which governor is set, air passes through governor into
A ir compressor is mounted at left rear side of engine
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unloader cavity below unloader pistons in compressor
cylinder block. Upward movement of unloader pistons and is driven by dual belts from an accessory drive
caused by air pressure lifts both air inlet valves off pulley. When either belt requires replacement, both belts
inlet valve seats. With both inlet valves unseated, the air must be replaced.
1. Remove bolt and cap screws attaching belt guard and
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intake cavity in the cylinder block forms a passage be

tween the cylinders above the pistons. Upstroke of one remove guard.
2. Loosen pivot bolt.
3. Loosen all bolts on both adjusting arms.
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as
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F ig . 2 — C o m p re ssor M o u n t in g and A d ju stm e n t (Belt D riv e n ) Fig. 3 — Intake of A ir

BRAKES 5-36
Valve
- ► To Reservoir
To Reservoir
Inlet Valve
Inlet Valve
Piston
Unloader Piston
From Governor
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To Governor
Stroke Stroke
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F ig. 4 — Com pression of A ir Fig. 5 — U nloading Compressor
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4. Position compressor so that a light pressure (5-10
lbs.) on belts midway between pulleys will cause a
COMPRESSOR REPLACEMENT
slight deflection.
5. Tighten all bolts on both adjusting arms.
6. Tighten pivot bolt.
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REMOVAL (GEAR DRIVEN MODELS)
1. Drain engine cooling system.
7. Install belt guard and attach with cap screws and 2. Disconnect water, air, and oil lines from compressor.
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bolt. 3. Remove nuts and washers from four studs attaching
air compressor to flywheel housing assembly. Pull
UNLOADER ASSEMBLY REPLACEMENT compressor straight back off studs and remove from
vehicle.
Parts are available in a kit for replacing unloader as
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sembly. Unloader parts (fig. 6) may be changed without

removing cylinder head as follows:
REMOVAL (BELT DRIVEN MODELS)
1. Drain engine cooling system.
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REMOVAL (Fig. 7) 2. Disconnect water, air, and oil lines from compressor.
1. Remove air inlet elbow and discard gasket.
2. Insert screwdriver blade under unloader spring and
raise spring off unloader spring saddle. Remove
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spring and spring saddle.

3. Lift each plunger guide and remove guide and
plunger. Lift pistons out of bores. If piston is not
as
easily removed, build up air pressure in system until

governor cuts out, raising piston. If compressor has
been removed from vehicle, use air pressure as
shown in figure 7.
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1. Carefully insert each piston, complete with O-ring
and back-up ring, in bore.
2. Slide plunger guide down over unloader plunger.
Place each guide and plunger in position above un
loader piston, then push guide down over top of
piston.
3. Install unloader spring and spring saddle. Make sure
saddle rests squarely on top of plunger guides, and
Piston
make sure top of spring engages spring seat in cyl
T-1154
inder block.
4. Install new gasket at air inlet and connect air inlet
elbow. Fig. 6 — Unloader Assem bly Components

BRAKES 5-37
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R E M O V IN G UNLO ADER R E M O V IN G UNLO ADER PISTONS
PISTON USIN G AIR PRESSURE
Fig. 7 — Removing Unloader Components
3. Remove cap screws and bolt holding belt guard to mounting bracket to be sure oil from compressor
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engine and compressor mounting base. crankcase can return to engine crankcase.
4. Loosen nut on large pivot bolt.
N O TE: On flange mounted compressors, oil
5. Loosen cap screw at slotted end of both adjusting
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passage is an integral part of compressor
arms.
crankcase.
6. Rotate compressor crankcase toward engine to
loosen drive belt tension. ra 3. Lubricate compressor cylinder walls and bearings
7. Remove drive belts from pulleys. with lubricating oil before placing compressor in
8. Remove four bolts holding compressor crankcase to position.
mounting base. Remove three cap screws attaching 4. Clean or replace any damaged or dirty air lines or
compressor support bracket to cylinder block. Re water lines which may be corroded before connecting
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move two cap screws attaching support bracket to them to the compressor.
mounting base. Remove compressor assembly.
9. Remove cotter pin and nut securing pulley on crank GEAR DRIVEN MODELS
shaft, then using a suitable puller, remove pulley
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1. Before installing compressor, examine hub on com

and crankshaft key from crankshaft.
pressor crankshaft and drive disc on camshaft gear
for worn or broken teeth.
INSTALLATION
2. Make sure mating surfaces of air compressor flange
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All Models and flywheel housing assembly are clean. Place new
1. Clean oil supply line to compressor and if possible, compressor to adapter gasket on studs.
run engine a few seconds to be sure oil supply to 3. Insert damper spring in drive coupling and place
compressor is flowing freely. spring end of drive coupling into hub on compressor
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2. Clean oil return line or passage through compressor crankshaft. Place compressor in position on flywheel
as
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IN STA LLIN G U N LO A D E R INSTALLIN G GUIDE A N D PLUNGER IN STALLING U N LO AD ER

PISTON O N U N LO A D ER PISTON SPRING A N D SADDLE
F ig . 8 — In s ta llin g U n lo a d e r C o m p o n e n ts

BRAKES 5-38
housing assembly, guiding teeth on coupling into mesh block. Replace caps on rods with inserts in place to
with teeth in drive disc. Install nuts and washers on prevent damage to bearing inserts.
studs and tighten to 70-80 foot-pounds torque. 4. Remove piston rings from pistons. If connecting
4. Connect all water, air, and oil lines, making sure rods are to be removed from pistons, remove piston
connections are tight. pin lock wires, then press piston pins out of pistons
5. Make sure drain plug is installed in compressor cyl and connecting rods.
inder block, then fill cooling system.
CRANKSHAFT REMOVAL
BELT DRIVEN MODELS Belt-Driven Type
1. Replace crankshaft key in key way and install pulley 1. Remove cap screws and lock washers attaching front
on compressor crankshaft. Install crankshaft nut end cover to crankcase, then remove front end cover
and tighten firmly. Install new cotter pin. and end cover gasket. Remove and discard cover oil
2. Position new gasket and compressor on mounting seal.
base and attach with four twits and lock washers. 2. Remove cap screws and lock washers attaching
Tighten bolts firmly. Install three cap screws at crankcase rear end cover to crankcase. Remove
taching compressor support bracket to cylinder rear end cover and gasket.
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block. Install two cap screws attaching support 3. Press crankshaft and front bearing out of crankcase,
bracket to mounting base. then press front bearing off crankshaft, using suit
3. Place drive belts in pulleys and adjust belt tension able press plates and an arbor press. Rear bearing
as previously directed. When desired tension is (insert type) is removed as part of rear end cover.
achieved, tighten cap screw on each adjusting arm at
F la n g e -M o u n te d Type
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slotted end.
1. Remove cotter pin and nut from front end of crank
4. Tighten nut on pivot bolt firmly. shaft and pull drive hub off shaft. Remove drive hub
5. Install belt guard and secure with cap screws and
key from keyway in shaft.
bolt. Tighten firmly.
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2. Remove cap screws attaching rear end cover to
6. Connect water, air, and oil lines to compressor. crankcase and remove cover and oil seal. Remove
7. Fill engine cooling system as directed in COOLING
oil seal from boss on cover.
SYSTEM (SEC 13). NOTE: Make sure drain plug ra
is installed in compressor cylinder block. NO TE: Crankshaft rear bearing will come off
with end cover.
3. Remove crankshaft through rear end cover opening.
COMPRESSOR DISASSEMBLY
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4. Remove crankcase front and rear thrust washers. Do
The crankcase, crankcase bottom cover, cylinder block, not remove crankshaft bearings from crankcase and
and cylinder head are so designed that method of as end cover unless inspection shows necessity for
sembly may be varied to meet different installation removal.
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requirements. These parts should be marked before

disassembling to indicate proper method of assembling. CYLINDER BLOCK REMOVAL
Refer to fig. 9 for cross-section of complete compressor
AND DISASSEMBLY
assembly.
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1. If compressor is flange type, remove screws and

CYLINDER HEAD REMOVAL AND DISASSEMBLY lock washers securing air compressor governor to
cylinder block, then remove governor and governor
1. Remove all cylinder head cap screws, then lift off gasket. Discard gasket.
cylinder head assembly. Tap head lightly with soft
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2. Remove cap screws securing cylinder block to

hammer, if necessary, to break gasket joint. crankcase, then remove cylinder block and cylinder
2. Scrape cylinder head and block, if necessary to re block gasket. Discard gasket.
as
move any part of gasket sticking to gasket surface. 3. Remove unloader spring, unloader spring saddle, and
3. Remove discharge valve cap nuts and lift out dis spring seat.
charge valve springs and discharge valves. Remove 4. Remove unloader plungers, plunger guides, and un
discharge valve seats. Remove inlet valve springs loader pistons. Remove inlet valve guides.
and inlet valves from top of cylinder block.
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NO TE: It may be necessary to use air pres

PISTON AND CONNECTING ROD sure, WITH CAUTION, at the governor port of
the cylinder block to remove the unloader piston
for inspection, after removing the unloader
1. On gear driven models remove screws and lock plunger and associated parts.
washers attaching crankcase bottom cover to crank
case and remove cover.
2. Before removing, mark each piston. Marks will be
used to reassemble parts in original position. Con OF COMPRESSOR PARTS
necting rods and caps have center punch marks
CLEANING
showing proper position of cap on rod.
3. Straighten prongs of connecting rod bolt washers 1. General. Thoroughly wash all parts in a suitable
and remove bolts and washers. Remove connecting cleaning fluid to remove all traces of dirt, oil, or
rod bearing caps and bearing inserts. Push pistons grease.
with connecting rods attached out top of cylinder 2. Cylinder Head. Soak cylinder head in cleaning fluid

BRAKES 5-39
15 Gasket
16 Cylinder Block
17 Pipe Plug
18 Grommet
19 Unloader Cavity
20 Cap Screw
21 Lock Washer
22 Gasket
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23 Lock Washer
24 Cap Screw
25 Pipe Plug
26 Rear End Cover
27 Crankshaft Rear Bearing
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28 Crankshaft Rear Thrust
Washer
29 End Cover Oil Seal
30 Gasket
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31 Crankcase Cover
32 Lock Washer
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34 Nut
35 Lock Washer
36 Connecting Rod Bearing
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Cap
37 Connecting Rod Bearing
38 Crankshaft Front Thrust
Washer
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39 Crankshaft Front Bearing

40 Crankshaft Key
41 Crankshaft Nut
42 Crankshaft
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43 Crankcase
44 Connecting Rod
45 Unloader Piston
46 Bushing
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47 Oil Control Rings

48 Piston
49 Unloader Plunger Guide
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50 Piston Pin
51 Piston Pin Lock Wire
1 Cap Screw 8 Discharge Port 52 Connecting Rod Bushing
2 Discharge Valve 9 Cylinder Head 53 Water Passage
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3 Discharge Valve Spring 10 Unloader Plunger 54 Compression Rings

4 Discharge Valve Cap Nut 11 Unloader Spring Seat 55 Inlet Valve Seat
5 Inlet Valve 12 Unloader Spring 56 Inlet Valve Guide
6 Inlet Valve Spring 13 Unloader Spring Saddle 57 Discharge Valve Seat
7 Water Passage 14 A ir Intake Cavity TPM-9348 -3
F ig . 9 — T y p ic a l A ir C o m p re ssor (F la n g e M o u n te d M o d e l)

BRAKES 5-40
to loosen carbon from discharge valve cavities and

unloading cavity, and to loosen rust and scale. Blow
dirt out of all cavities with compressed air. Scrape
carbon and dirt from all surfaces. Scrape gasket
particles from gasket surfaces.
3. Discharge Valves. Clean discharge valves, if not
worn excessively or damaged, by lapping with crocus
cloth held on a flat surface.
4. Oil Passages. Thoroughly clean oil passages through
crapkshaft, connecting rods, and crankcase rear end
cover. If necessary, prod oil passages with a piece
of wire, then flush passages with cleaning fluid and
blow out with compressed air.
5. Cylinder Block. Soak cylinder block in cleaning fluid Fig. 11— M easuring Piston Diam eter
to loosen carbon and dirt from air intake cavity.
Clean rust and scale from water passages. Blow out 4. Unloading Pistons and Plungers. Inspect pistons,
m
all passages with compressed air. plungers, and plunger guides for signs of damage or
6. Pistons. Scrape all carbon and dirt out of ring excessive wear. New unloading pistons should slide
grooves in pistons. Clean drain holes in oil ring easily in bores. Replace O-rings in unloader piston.
Check unloading piston return spring dimension and
co
grooves.
7. Ball Bearing. Immerse bearing in cleaning fluid, compare with “ Specifications” listed at end of this
then brush off old lubricant. Blow bearing dry with section. Replace spring if necessary.
compressed air, and wrap in clean cloth. Avoid spin 5. Crankcase and End Covers. Check crankcase and
ning bearing with air blast, as spinning might dam end covers for cracks or other damage. Replace with
y.
age bearing. new parts if damaged.
8. Crankcase Bottom Cover. On gear driven compres 6. Crankcase Bearing Bore. Check fit of ball bearing
sors, wash crankcase bottom cover in cleaning in crankcase bearing bore. Bearing should require a
fluid. Remove all sediment from sump in bottom of
cover.
INSPECTION
ar finger press fit. Replace crankcase if bore is worn
or damaged.
7. Cylinder Block (Fig. 10). Use telescoping gauge to
check cylinder bores for out-of-round and taper.
br
Bores which are scored or out-of-round more than
1. Cylinder Head. Inspect cylinder head for cracks 0.002", or tapered more than 0.003" must be re
or breaks. Replace with new head if cracked or bored, honed, or ground oversize. Pistons and rings
damaged.
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0.010", 0.020", and 0.030" oversize are available.

2. Inlet and Discharge Valve Springs. Discard used in Cylinder bores must be smooth, straight, and round
let and discharge valve springs and replace with and must be finished with a 500 (or finer) grit hone.
new springs.
ca
The clearance between piston and cylinder wall on

3. Inlet and Discharge Valves and Seats. Inspect inlet
models using cast iron pistons must not be less than
and discharge valves and seats for signs of excessive
0.002" or more than 0.004". On models using alumi
wear. Replace valves if grooved deeper than 0.003"
num pistons this clearance must be from 0.0035" to
at point of seat contact. Replace valve seats if con
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dition is such that seats can no longer be refaced.

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as
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F ig ! 1 0 — M e a s u r in g C y lin d e r Bore D ia m e te r F ig . 12— M easuring Piston Ring G a p

BRAKES 5-41
Narrow
Narrow
Ring
W id e
0.0035" 0 .002"
0.0055" 0.004"
Narrow
- J U _ 0.005"
0.015" Wide
T PM -36 7 4
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Fig. 13— Piston Ring Arrangem ent and C learance Fig. 14— Piston Ring Arrangement and C learances
(7 1/4 cu. ft. - C ast Iron) (12 cu. ft. - C ast Iron)
0.008". Since aluminum pistons, when cold, are not necting rod bearing inserts on crankshaft journals.
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round, the piston diameter must be measured on a Clearance between bearings and crankshaft journals
line perpendicular to the center-line of the piston must not be less than 0.0003" or more than 0.0021".
pin. Replace cylinder block if cracked or damaged. Replace bearing inserts if clearance is excessive or
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8. Pistons (Fig. 11). Examine pistons for scoring, if bearings are cracked or flaked. Connecting rod
cracks, or damage of any kind. Measure outside caps are not interchangeable. Position caps so that
diameter of piston with a micrometer and compare ra locking slots are both located adjacent to same cap
this measurement with the inside diameter of cyl screw.
inder bore. Clearance should not be less than 0.002" 12. Crankshaft. Crankshaft journals should not be out-
or more than 0.004". Piston over 0.004" smaller of-round more than 0.001", ridged, or scored. If
than cylinder bore must be replaced with an over grinding is necessary, do not grind fillets at ends of
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size piston (except aluminum, see above). journals. Connecting rod bearing inserts are avail
9. Piston Pins and Bushings. Check fit of piston pins able in 0.010", 0.020", and 0.030" undersize for re
in pistons and connecting rods. Pins must be light ground crankshafts. Check main bearing journals for
press fit in pistons. If piston pin is loose in piston, excessive wear. Dimensions should be such that ball
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the pin, piston, or both must be replaced. Check fit bearing is a press fit on journals.
of piston pins in connecting rod bushings by rocking 13. Crankshaft Bearings. Examine Bearings for wear or
pins in bushings. If looseness is evident, replace flat spots. Replace, if necessary, with new bearings.
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connecting rod bushings as directed under “ Com

pressor Repair.” Discard all piston pin lock wires. COMPRESSOR REPAIR
10. Piston Rings (Fig. 12). Check fit of piston rings in
ring grooves, and check ring gap with ring in cyl DISCHARGE VALVES AND SEATS
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inder bore.
Cast Iron Piston Models 1. Remove slight scratches and pits from discharge
a. Clearance between rings and sides of ring valve seats. Use lapping stone, grinding compound,
as
grooves in 7-1/4 cubic-foot compressor should be lapping disc, and valve grinding tool.
from 0.0015" to 0.0030" as shown in figure 13. 2. Place discharge valves on valve seats, install dis
Ring gap should be from 0.007" to 0.019". charge valve springs in cap nuts, and thread cap nuts
b. Clearance between rings and sides of ring firmly into cylinder head. To test discharge valves
grooves in 12 cubic-foot compressor should be for leakage, connect air line to discharge port in
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from 0.0035" to 0.0055" for wide rings and from cylinder head. Apply 100 pounds air pressure to
0.002" to 0.004" for narrow rings as shown in valves and apply soap suds to discharge valve open
figure 14. Ring gap should be from 0.005" to ings in bottom of cylinder head. Leakage in excess
0.015". of a one-inch bubble in one second is not permis
Aluminum Piston Models sible. If leakage is excessive, leave air pressure
a. Clearance between rings and sides of ring applied. Using a fiber or a hardwood dowel and a
grooves in 7-1/4 cubic-foot compressor should light hammer, tap valves off seats several times.
be from 0.0015" to 0.0030". Ring gap should be This should improve fit of valve on seat. Check
from 0.007" to 0.019". leakage around top of discharge valve cap nuts by
b. Clearance between rings and sides of ring applying soap suds to this area. No leakage is per
grooves in 12 cubic-foot compressor should be missible. Shut off air pressure and disconnect line
from 0.002" to 0.004" for all rings. On these from cylinder head.
models all rings are the same width. Ring gap 3. Remove discharge valve seats too badly worn for
should be from 0.007" to 0.019". refacing. Thread new seats into head and tighten
11. Connecting Rods and Bearings. Check fit of con- firmly. With new valves, discharge valve travel

BRAKES 5-42
should be from 0.056" to 0.070" for 12 cu.-ft. models disassembly. Install cap screws and lock washers. Tight
and .036"-.058" for 7-1/4 cu.-ft. models. en firmly.
INLET VALVES AND SEATS PISTON AND CONNECTING ROD

1. Remove slight scratches or pits from inlet valve
ASSEMBLY AND INSTALLATION
seats. Use lapping stone, grinding compound, lapping 1. Position connecting rod in piston and press piston
disc, and valve grinding tool. Replace seats that can pin into piston with lock wire holes in pin aligned
not be repaired. Dimension from the top of the cyl with lock wire holes in piston.
inder block to the inlet valve seat should not exceed 2. Install new piston pin lock wires in piston pin so that
0.145", nor be less than 0.101". long end extends through piston and pin. Snap short
2. Inlet valves not badly worn or damaged can be re end into lock wire hole at bottom of piston skirt.
paired by lapping valves on a piece of crocus cloth 3. Install piston rings in grooves of pistons. Rings
held on a flat surface. must be installed in proper location and with pip
marks upward. Refer to figure 13 and 14 for proper
CONNECTING ROD BUSHINGS clearance dimensions and location of rings on cast
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If piston pin bushings in connecting rods require re iron pistons. Stagger position of ring gaps outside of
placement, press old bushings out of connecting rods. inlet throat area. For proper clearance and dimen
P ress new bushings in, making sure the oil holes in the sions on aluminum piston models refer to informa
bushings line up with the oil passages in the connecting tion given previously under “ Cleaning and Inspection
rods. Bushings must then be reamed, honed, or bored to of Compressor P arts."
provide 0.0001"-0.0006" clearance on piston pin. 4. Press bearing inserts into rod and cap by hand, with
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locking slots in proper alignment (all slots on side
COMPRESSOR ASSEMBLY of same cap bolt).
CRANKSHAFT INSTALLATION 5. Lubricate pistons, rings, piston pin bushings, and
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bearing inserts with clean engine oil.
Belt-Driven Type 6. Turn crankshaft to position bearing journal nearest
1. Install ball bearing on front of crankshaft. Press drive end of crankshaft (No. 1) downward. Remove
bearing on crankshaft until inner race is seated bearing cap from No. 1 connecting rod.
firmly against shoulder on crankshaft.
2. Insert crankshaft and front ball bearing, as an as
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7. Insert No. 1 connecting rod and piston through top of
No. 1 cylinder, as previously marked, and seat
sembly, through crankcase bearing bore and press squarely on connecting rod bearing journal. Install
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front ball bearing into crankcase front bore. bearing cap. For proper assembly, two slots in
3. Position thrust washer on rear end of crankshaft bearing inserts and in rod and cap should be on side
with oil grooves toward shoulder on shaft. of same cap bolt. Install bolts and lock washers and
4. Install rear end cover oil seal in groove of end tighten to 100-115 inch-pounds torque. Bend prongs
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cover. of lock washers over heads of bolts.

5. Press rear end cover and bearing assembly on 8. Install No. 2 piston and connecting rod in same
crankshaft until end cover is against the crankcase. manner as described above.
6. Install cap screws and lock washers attaching end 9. Install crankcase bottom cover (on gear driven
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cover to crankcase. Tighten cap screws firmly. models), using a new gasket, with marks made prior
7. Install new oil seal in front bearing cap. Place a to disassembly aligned. Attach cover to crankcase
new gasket on bearing cap and slide bearing cap on with screws and lock washers.
crankshaft.
UNLOADER PISTON AND PLUNGER
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8. Install cap screws and lock washers attaching end

cover to crankcase. Tighten cap screws firmly. ASSEMBLY AND INSTALLATION (Figs. 6 and 8)
1. Coat each unloader piston, O-ring, and piston bore
Gear Driven Type
as
1. Place front thrust washer on crankshaft with oil

grooves toward shoulder on shaft.
2. Insert crankshaft through end cover opening in
crankcase. Pipe Plug
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Discharge Valve
3. Position rear thrust washer on crankshaft with oil Discharge Valve Cylinder Head
Seats
grooves toward shoulder on shaft. Springs Gasket
4. Install rear end cover oil seal in groove of rear end N.
cover.
5. Press rear end cover and bearing assembly on
crankshaft until end cover is against the crankcase.
6. Install cap screws and lock washers attaching rear
end cover to crankcase. Tighten cap screws firmly.
7. Install key in keyway in front end of crankshaft, in Discharge Valve
stall drive hub on shaft, and secure with nut and Cap Nuts
cotter pin. Discharge Port Cylinder Head
Discharge Valves Gasket ^
CYLINDER BLOCK INSTALLATION TPM-5325
Place new cylinder block gasket on crankcase. Position

cylinder block on crankcase, aligning marks made before Fig. 15—C y lin d e r Head Components

BRAKES 5-43
with a silicone type lubricant. Insert piston in bore. During the above test the compressor should be
2. Insert plunger in plunger guide. Hold guide and checked for oil leakage and noisy operation.
plunger with long-nose pliers and install over un
loader piston.
3. Install unloader spring saddle and unloader spring. TROUBLESHOOTING
Make certain that saddle rests squarely on top of
plunger guides, and make sure top of spring engages COMPRESSOR FAILS TO MAINTAIN
spring seat pressed into cylinder block. SUFFICIENT PRESSURE
CYLINDER HEAD ASSEMBLY Dirty intake strainer.
AND INSTALLATION (Fig. 15) Restriction in compressor cylinder head intake or
discharge cavities or in discharge line.
1. Install discharge valve seats. Place discharge valve Leaking or broken discharge valves.
on seat through opening in top of cylinder head. Excessive wear.
Place discharge valve spring in discharge valve cap Drive belt slipping.
nut. Thread cap nut into cylinder head. Tighten nuts Inlet valves stuck open.
om
firmly. Worn inlet valves.
2. Place inlet valves, inlet valve guides, and inlet valve Excessive system leakage or usage.
springs in top of cylinder block.
3. Install new cylinder head gasket on cylinder block. NOISY OPERATION
Carefully align inlet valve springs with inlet valve
guides in cylinder head. Align marks made before Loose drive pulley.
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disassembly and install cylinder head on cylinder Restrictions in cylinder head or discharge line.
block. Install cylinder head cap screws and tighten Worn or burned out bearings.
firmly. Replace all pipe plugs. Worn drive coupling.
ry
4. Install new gasket and replace air inlet elbow. Compressor not getting proper lubrication.
Excessive wear.
COMPRESSOR TESTS AFTER
COMPRESSOR PASSES EXCESSIVE OIL
OVERHAUL
A comparatively simple compressor efficiency or
ra Excessive wear.
Dirty air strainer.
build-up test can be run. The compressor must be con
(Improper air strainer maintenance.)
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nected to an oil supply line of at least 15 pounds pres
High inlet vacuum.
sure during the test and an oil return line must be
Small oil return line.
installed to keep crankcase drained. The compressor
Excessive oil pressure.
(when tested) should be tested without a strainer.
Oil supply or return lines to compressor flooded.
ar
To the discharge port of the compressor connect a

Defective or worn oil seal rings in end cover.
reservoir whose volume, plus the volume of the connect
Piston rings not properly installed.
ing line, equals 1300 cubic inches. Run the compressor
Back pressure from engine crankcase.
between 1700 and 1750 rpm. Elapsed time that the com
cc
pressor takes to build up from 0 to 100 psi depends on the

type compressor as follows:
COMPRESSOR NOT UNLOADING
Defective unloader pistons or bores.
Build-Up Time Intake cavity restrictions.
si
Type Compressor 0 to 100 PSI Defective governor.

Tu-Flo 400 (7 -1 / 4 )..................... 47 Seconds Maximum Unloader line or cavity to governor restricted.
Tu-Flo 500 (1 2)........................... 30 Seconds Maximum Unloader mechanism binding or stuck.
as

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A ir compressor governor, acting in conjunction with which air pressure acts, a spring to control the move
the compressor unloading mechanism, automatically ment of the diaphragm assembly, and a valve mechanism
limits tank pressure to a preset range. Unloading valves controlled by the position of the diaphragm assembly,
open to stop compression when air pressure is built up which admits air to, or exhausts air from the unloading
to maximum pressure limit. Unloading valves close to mechanism in the compressor cylinder head.
start compression when air pressure drops to minimum
pressure limit. See “ Specifications" at end of this
GOVERNOR OPERATION (Fig. 16)
section for governor pressure range on various models. A ir pressure front front or “ wet” tank enters the
Two different governors are used on these compressors - governor at the port marked “ RES,” and passes through
Model “ D” and Model “ D -2 .” Each type is covered strainer. This air pressure is always present above the
separately in the following procedures: inlet valve and on one side of the diaphragm.
Cutting Out
As pressure increases, diaphragm and stem assembly
TYPE “D” moves up against resistance of the pressure setting
Governor consists essentially of a diaphragm upon spring. By the time the tank pressure reaches the cut-out

BRAKES 5-44
Inlet Valve Spring

Inlet Valve
Inlet Valve Seat
Exhaust
Exhaust Stem
Exhaust Vent Exhaust Vent
Exhaust Stem Spring
Diaphragm and Stem Assem bly
Pressure Setting
Spring
fro-.r, From
To C o m p r e ss o r - ► To
U n l o a d in g C o m p r e ss o r
M e c h a n is m U n l o a d in g
M e c h a n is m
om
CUT-OUT POSITION (NOT COMPRESSING) CUT-IN POSITION (COMPRESSING)
Fig. 16— A ir Compressor G ove rn or O p e ra tio n — Type “ D ”
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point, the diaphragm has moved far enough to seat ex
haust valve and to open inlet valve. When inlet valve
opens, system air flows past inlet valve and out port
ry
marked “ U N L ” to compressor unloading mechanism.
A ir pressure opens the unloading valves and stops com
pression. With inlet valve open, air also flows through ra
the passages in the body to the cavity containing the
pressure setting spring. Acting on the area of the stem,
the pressure increases effective force on the diaphragm.
This further compresses pressure setting spring and
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fully opens the inlet valve.
Cutting In
As tank pressure drops to the governor cut-in point,
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the pressure acting on diaphragm is reduced. Pressure

setting spring expands, moving the diaphragm and stem
assembly downward. The inlet valve closes as exhaust
valve opens. Unloader air excapes past open exhaust
cc
valve, on through hollow exhaust stem, and out exhaust

vent in valve body. As air escapes, inlet valves in com
pressor cylinder block close. A ir also escapes from
pressure setting spring cavity. This further reduces
si
pressure behind diaphragm and stem assembly. Exhaust

valve opens rapidly and completely. Compressor re 1 Valve Body Screw Cap 14 Pressure Setting
sumes air tank pressure buildup. 2 Inlet Valve Seat Spring
as
3 Inlet-Exhaust Valve 15 Spring Seat

4 Inlet Valve Seat 16 Adjusting Nut
GOVERNOR TESTS (Fig. 17] O-ring 17 Cage Cap O-ring
5 Guide Bushing 18 Spring Cage Screw
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Operating Test 6 Exhaust Stem O-ring Cap

With engine running, build up air pressure in system. 7 Exhaust Stem 19 Strainer Screw Cap
Observe reading on air pressure gauge in gauge panel 8 Exhaust Stem Spring 20 Strainer Cap O-ring
when governor cuts out, stopping further compression. 9 Diaphragm Upper 21 F elt Washer
On all models, gauge reading when governor cuts out Follower 22 Strainer
should be between 103 and 107 psi. 10 Diaphragm 23 Spring Cage
With engine still running, slowly reduce air pressure 11 Diaphragm Lower 24 Valve Body
in system by applying and releasing brakes. Observe Follower 25 Inlet Valve Spring
pressure registered by gauge when governor cuts in and 12 Diaphragm Stem 26 Seat Retaining Spring
compression is resumed. Gauge reading on all models 13 Diaphragm Stem 27 Body Cap O-ring
should be between 86 and 90. O-ring 28 Exhaust Vent t - H 6 9
Before condemning or adjusting the governor, be sure
the dash gauge is registering accurately. Use an accurate
test gauge to check the pressure registered by the dash
gauge. F '9 - 17— A ir Compressor G o ve rn o r— Type “ D”

BRAKES 5-45
Leakage Test Apply thin coat of special lubricant S-17 to the exhaust
With governor in "cut-out-- position, test for leakage stem, diaphragm stem, and all the O-rings.
at exhaust valve by applying soap suds to exhaust vent in 1. Install exhaust stem O-ring in groove between guide
valve body. bushing and bore in valve body. Install exhaust stem
With governor in “ cut-in” position, test for leakage at spring and exhaust stem in body, being sure stem is
the inlet valve by applying soap suds to exhaust vent in a neat sliding fit in body.
valve body. 2. Assemble diaphragm lower follower, diaphragm, and
Coat the entire governor with soap suds to detect dia upper follower on diaphragm stem, making sure
phragm, gasket, and cap screw leakage. Check for leak beveled side of both followers are toward diaphragm.
age around hose fittings. Install lock nut and tighten until dipahragm starts to
cup.
GOVERNOR ADJUSTMENT 3. Install O-ring in groove in diaphragm stem. Install
diaphragm and stem in spring cage, making sure
If necessary to adjust governor settings, remove spring
stem is a neat sliding fit in bore in spring cage.
cage screw cap. Pressure settings are raised by turning
4. Assemble valve body on diaphragm and spring cage,
adjusting nut clockwise, and lowered by turning adjusting
making sure all air passages are aligned, and se
om
nut counterclockwise. cure with four cap screws.
5. Install strainers, felt washers, and strainer screw
GOVERNOR DISASSEMBLY caps in bottom of spring cage, using strainer cap
(Refer to Fig. 18) O-rings in grooves in screw caps. Tighten screw
1. Remove dirt and grease from outside of unit, using a caps firmly.
6. Measure total valve travel (fig. 19) by pulling dia
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brush and cleaning solvent.
2. Remove valve body screw cap, then remove inlet phragm stem down as far as possible and setting dial
valve spring, seat retaining spring, and inlet- exhaust indicator at zero when contacting top of exhaust
stem. Push diaphragm stem completely in and read
ry
valve. Remove O-ring from screw cap.
3. Remove inlet valve seat, being careful not to damage total valve travel on dial indicator. Total travel
inlet valve seating surface. Remove shims from in should be 0.060" to 0.093".
let valve seat bore in body. Remove O-ring from
ra 7. Install O-ring in groove on inlet valve seat, then in
valve seat. stall inlet valve seat and inlet-exhaust valve. Repeat
4. Remove spring cage screw cap. Remove O-ring the above check, starting with the indicator zeroed on
from cap. Remove adjusting nut from diaphragm end of inlet-exhaust valve. Add or remove shims
under inlet valve seat until valve travel is within
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stem. Remove spring seat and pressure setting
spring. 0.030" to 0.040".
5. Remove four cap screws attaching valve body to 8. Install inlet valve seat retaining spring and inlet
spring cage. Separate valve body from spring cage. valve spring. Install O-ring on valve body screw cap
into valve body. Tighten screw cap firmly.
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Remove exhaust stem and spring from body.

6. Remove diaphragm and stem assembly from spring 9. Install pressure setting spring and spring seat on
cage. Remove nut from top of diaphragm stem, then diphragm stem in spring cage and secure with ad
remove diaphragm and diaphragm followers from justing nut.
cc
diaphragm stem. Remove O-ring from diaphragm 10. Mount governor on suitable test rack or on vehicle
stem. and connect air pressure source to port marked
7. Using a hooked tool, remove O-ring from groove be "R E S .” Leave spring cage screw cap removed.
tween guide bushing and bore in valve body. 11. Build up pressure from zero and note pressure at
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8. Remove two strainer screw caps, O-rings, felt which air starts to escape from spring cage. On all
washer, and strainers from spring cage. Discard models, if air escapes at less than 103 psi, turn
diaphragm, felt washers, and O-rings. adjusting nut clockwise; if air escapes above 107 psi,
as
turn adjusting nut counterclockwise. After final ad

CLEANING AND INSPECTION justment, leakage should start at 103-107 psi.
12. Install O-ring in groove in spring cage screw cap
1. Clean all parts in cleaning solvent, making sure all and thread cap into spring cage. Tighten firmly.
air passages through valve body, spring cage, and
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exhaust stem are not obstructed in any way. Make

DESCRIPTION
sure air strainers are thoroughly cleaned.
2. Inspect both seats on the inlet-exhaust valve for The governor, operating in conjunction with air com
grooves or damage. If either seat is grooved or pressor unloading mechanism, automatically controls air
damaged, replace inlet-exhaust valve. pressure in the air brake or air supply system between
3. Inspect inlet valve seat for wear or damage. Replace the desired, predetermined maximum, and minimum
seat if worn or damaged. pressures. The air compressor runs continually while
4. Inspect seat in upper end of exhaust stem. Replace the engine runs, but actual compression of air is con
stem if seat is worn or damaged. Also check fit of trolled by the governor which stops or starts compres
exhaust stem in valve body. Stem should be a neat sion when the maximum or minimum reservoir pressures
sliding fit in body. Replace stem if excessively are reached. The “ D -2 ” governor has a piston upon
loose. which air pressure acts to overcome the pressure setting
spring and control the inlet and exhaust valve to either
GOVERNOR ASSEMBLY
admit or exhaust air to or from air compressor unloading
NOTE: Refer to figure 17 for assembled view. mechanism.
CHEVROLET SERIES 70-80 HEAVY PUTY TRUCK SHOP MANUAL

BRAKES i-46
1 Valve Body Screw Cap

2 Body Cap O-ring
3 Seat Retaining Spring
4 Inlet Valve Spring
5 Inlet-Exhaust Valve
6 Inlet Valve Seat
om
O-ring
7 Inlet Valve Seat
8 Shims
9 Guide Bushing
10 Exhaust Stem
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O-ring
11 Valve Body
ry
12 Exhaust Stem Spring
13 Exhaust Stem
ra 14 Nut
15 Diaphragm Upper
Follower
16 Diaphragm
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17 Diaphragm Lower
Follower
18 Diaphragm Stem
19 Diaphragm Stem
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O-ring
20 Spring Cage
21 Strainer
cc
22 F elt Washer
23 Strainer Cap O-ring
24 Strainer Screw Cap
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25 Pressure Setting
Spring
22' 26 Spring Seat
as
26 ✓ 27 Adjusting Nut
c>
23 28 Cage Cap O-ring
27
29 Spring Cage Screw
cl
J tb Cap
24
28
T-1170
F ig . 18 — A i r C o m p re ssor G o v e r n o r C o m p o n e n ts— T ype “ D ”

BRAKES 5-47
Identification Tag
Unloader
Ports (3)
om
Reservoir Mounting
Ports (3) Holes
Fig. 2 0 — Type D - 2 G o ve rn or Parts
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MAINTENANCE
Every 500 operating hours or after every 15,000 miles,
ry
clean or replace governor lifters (fig. 21). Clean or re
place filters as described later in this section under
“ Type D -w ” Governor Overhaul.”
ra Every 3,000 operating hours or after every 100,000
miles, disassemble the “ D -2 ” governor and clean and
inspect all parts. Repair governor as described later in
this section under “ Type D-2 Governor Overhaul.”
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Fig. 19— C h e c k in g G ove rn or V a lv e T ravel— Type “ D ” GOVERNOR TESTS
Operating Test
Type “ D -2 ” governors can be attached to the air com
ar
Start the engine and build up air pressure in system.

pressor or mounted remotely. They are adaptable to Observe reading on air pressure gauge in gauge panel
either mounting. Connections in this system are to the when governor cuts-out, stopping compression of air by
reservoir and compressor unloading ports. They also the compressor. Reading on gauge when governor cuts-
cc
have an exhaust port (fig. 20). out should be between 103 and 107.
With the engine still, running, slowly reduce air pres
OPERATION (Refer to Fig. 21) sure in the system by applying and releasing brakes.
si
Reservoir air pressure enters the D-2 governor at one

of its reservoir ports and acts on the area of the piston Cover
Adjusting Screw
Adjusting Screw
and on top of the inlet and exhaust valve. As air pressure
Retaining Ring Lock Nut
as
builds up the piston moves against resistance of the

pressure setting spring. The piston and inlet exhaust Body
valve move up when reservoir air pressure reaches
cut-out setting of the governor. The exhaust stem seats Spring Guide
Pressure Setting
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on the inlet and exhaust valve and then the inlet passage
Spring
opens. Reservoir air pressure then flows by the open in Exhaust Stem Spring
let valve, through the passage to piston and out unloader
port to the compressor unloading mechanism. The air,
besides flowing to compressor unloading mechanism, also Lower Spring Exhaust Stem
flows around the piston and acts on additional area of the Seats
piston. This additive force which results from a larger
area on the piston assures a positive action and fully
opens the inlet valve.
As the system reservoir air pressure drops to the cut-
in setting of the governor, force exerted by the air pres
sure on the piston will be reduced so that the pressure
Inlet and Inlet-Exhaust Piston
setting spring will move the piston down. The inlet valve Exhaust Valve Valve Spring
will close and exhaust will open. With exhaust open, air
in the unloader line will escape back through the piston,
through the exhaust stem and out the exhaust port. F ig. 2 1 — Type D - 2 A ir Compressor G ove rn or

BRAKES 5-48
1 Rubber Cover
2 Cover Retaining Ring
3 Lock Nut
4 Upper Spring Seat
5 Adjuster Screw Spring
6 Low er Spring Seat
7 Spring Guide
8 Low er Spring Seat
9 Adjuster Screw 11 Exhaust Stem
10 Piston Grommet 12 Exhaust Stem Spring
4 13 Washer
14 Exhaust Stem Grommet
15 Piston
16 Valve
17 Valve Spring
om
18 Piston Grommet
19 Governor Body tp m -9 3 '
Fig. 2 2 — Type D - 2 G ove rn o r Components
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Observe pressure registered by gauge when governor assembly. Remove two pipe plugs from governor
ry
cuts-in and compression is resumed. Gauge reading when body.
governor cuts-in should be between 86 and 90 psi. 3. Using T ru-A rc pliers, remove cover retaining ring
Before condemning or adjusting the governor, be sure ra from groove in governor body.
the dash air gauge is registering accurately. Use an 4. Remove adjusting screw and spring assembly from
accurate test gauge to check pressure registered by the governor body.
dash gauge. If the pressure settings of the Type " D - 2 ” 5. Remove the piston assembly from governor body.
governor are inaccurate or it is necessary that they be It may be necessary to tap governor body flat against
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changed, adjust governor as described in the following work bench to dislodge piston.
paragraphs. 6. Remove two piston grommets from grooves in piston.
Discard grommets.
Adjustment 7. Remove valve spring, valve, exhaust stem, and ex
ar
1. Unscrew cover at top of the governor. haust stem spring from piston.
2. Loosen adjusting screw lock nut. 8. Remove exhaust stem grommet and washer from
3. Using a screwdriver, turn adjusting screw counter bore. Discard grommet.
clockwise to raise pressure settings. Turn adjusting 9. Mount adjusting screw and spring assembly in a vise
cc
screw clockwise to lower the pressure settings. with soft jaws.

4. When adjustment is completed, tighten adjusting 10. Remove lock nut from adjuster screw; then thread
screw lock nut. adjuster screw out of upper spring seat.
5. Install cover on the governor. 11. Remove spring, lower spring seat, spring guide, and
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Leakage Test second lower spring seat from adjuster screw.

Leakage checks on the ' ‘D -2 ’' governor are made at its CLEANING AND INSPECTION
as
exhaust port in both cut-in and cut-out positions. In the

1. Wash all metal parts in cleaning solvent. Blow parts
cut-in position, check exhaust port for inlet valve leakage
dry. Wipe rubber parts dry.
by applying a soap solution at the port. Leakage could
2. Check valve spring, exhaust stem spring, and adjust
also be past the bottom piston grommet. In the cut-out
er screw spring for free length, compressed length,
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position check the exhaust port to determine if leakage is

distortion, or collapsed coils.
present at the exhaust valve seat or stem grommet.
3. Inspect governor body for cracks, nicks, burrs, or
In this position leakage could also be past the upper
other damage. Check for crossed or stripped
piston grommet.
threads.
If there is excessive leakage, overhaul governor as
4. Inspect adjuster screw for crossed or stripped
described under "Type ‘D -2 ’ Governor Overhaul” in
threads and distortion.
following procedures.
5. Examine the piston for nicks, burrs, or other
damage.
G O V E R N O R OVERHAUL 6. Check governor valve for deterioration or other
TYPE “D -2 ” damage.
7. Examine the two filters in governor body. If dam
DISASSEMBLY (Refer to Fig. 22) aged, use a sharp hooked tool and remove them. Use
1. Using cleaning solvent and a brush, clean dirt and a suitable sleeve and press new filters in governor
grease from exterior of governor. body ports.
2. Using fingers, remove rubber cover from governor 8. Inspect all air passages in ports for obstructions.

BRAKES 5-49
lower spring seat, and spring on adjuster screw.

2 . Thread adjuster screw into upper spring seat until
the dimension from the top of the seat to the bottom
of the stem head is 1-7/8" as shown in figure 23;
then mount adjuster screw and spring assembly in a
vise having soft jaws.
3. Install lock nut on adjuster screw.
4. Position new exhaust stem grommet in groove inside
piston. Install new washer in piston. Prick punch
washer in four places.
5. Install two new grommets in grooves on outside of
piston.
6. Position exhaust stem spring, exhaust stem, valve,
and valve spring in piston. Narrow end of inlet valve
spring is against the valve.
7. Insert piston assembly in bore of governor body.
m
Fig. 23—Adjusting Screw Measurement— Type D-2
8 . Position adjusting screw and spring assembly in
governor body; then using T ru-A rc pliers install
ASSEMBLY (Refer to Fig. 22) the retaining ring.
o
9. Install new rubber cover on governor body over
P rio r to assembly of governor, lubricate governor body adjusting screw.
bore, top of piston, piston grooves, piston grommets, . If previously removed, install two pipe plugs in
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10
spring guide, and adjusting screw with special lubricant governor body.
(S -17). 11 . After the governor is installed in the vehicle, make
1. Position first lower spring seat, spring guide, second “ Governor Tests” described previously.
ry
SPECIFICATIONS
ra
AIR COMPRESSOR
Capacity (at 1250 r p m )................................. 7-1/4 cu. ft. 12 cu. ft.
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Inlet Valve Seat—Worn Groove Not to Exceed 0.003" 0.003"
Discharge Valve S ea t-
Worn Groove Not to E x c e e d ..................... 0.003" 0.003"
Piston Ring Gap (In Cylinder)
ar
Cast Iron Piston M o d e ls........................... 0.007"-0.019" 0.005"-0.015"

Aluminum Piston M o d e l s ........................ 0.007"-0.019" 0.005"-0.015"
Piston Ring Clearance (In Groove)
Cast Iron—Narrow R i n g ........................... 0.0015"-0.0030" 0.002"-0.004"
cc
Cast Iron—Wide R i n g ..................... .. — 0.0035"-0.0055"

Aluminum—Narrow R ing........................... 0.0015"-0.0030" 0.002"-0.004"
Clearance Between Piston and Cylinder Wall
Cast Iron ................................................ 0.002"-0.004" 0.002"-0.004"
si
A lu m in u m ................................................ 0.0035"-0.008" 0.0035"-0.008"

Cylinder Bore
Maximum Allowable Out-of-Round . . . . 0.002" 0.002"
as
Maximum Allowable T a p e r ..................... 0.003" 0.003"

Crankshaft Journal Maximum Out-of-Round . 0.001" 0.001"
Clearance Between Connecting Rod Bushing
and Piston Pin (R e a m ).............................. 0.0001"-0.0006" 0.0001"-0.0006"
cl
Discharge Valve Travel

(with New Valves, Springs and Cap Nuts) . 0.036"-0.058" 0.056"-0.070"
Clearance Between Connecting Rod Bearing
and Crankshaft Journal (After Rebuild) . . 0.0003"-0.0021" 0.0003"-0.0021"
Inlet Valve Spring
Free H e i g h t ............................................. 29/64" 29/64"
Height Under Load o f .............................. 3/8" @ 2.7 oz. 3/8" @ 2.7 oz.
to 3.3 oz. to 3.3 oz.
Discharge Valve Spring
Free H e i g h t ............................................. 1-7/64" 1-7/64"
Height Under Load o f .............................. 1.072" @ 1/4 lbs. 1.072" @ 1/4 lbs.
Unloader Valve Spring to 3/4 lbs. to 3/4 lbs.
Free H e i g h t ............................................. 3/4" 3/4"
Height Under Load o f .............................. 15/32" @ 5 lbs. 9-1/2 oz. 15/32" @ 5 lbs. 9-1/2 oz.
to 6 lbs. 13-1/2 oz. to 6 lbs. 13-1/2 oz.

BRAKES 5-50
SPECIFICATIONS
GOVERNOR
Make ..................................................................... Bendix-Westinghouse Bendix- We stinghous e
M o d e l ..................................................................... “ D” “ D -2”
Cut-Out Pressure ................................................ 103-107PSI 103-107PSI
Cut-In P r e s s u r e ................................................... 86-90PSI 86-90PSI
Exhaust Stem Spring
Free L e n g t h ...................................................... 45/64" 19/32"
Solid L e n g t h ...................................................... 15/64" 3/64"
No. of Active C o i l s .......................................... 5 3
Pressure Setting Spring
Free L e n g t h ...................................................... 1-25/64" 1-23/32"
Solid L e n g t h ...................................................... 15/16" 1-1/64"
m
No. of Active C o i l s .......................................... 4 4-1/2
Inlet Valve Spring
Free L e n g t h ...................................................... 17/32" 53/64"
Solid L e n g t h ...................................................... 13/64" 5/32"
o
No. of Active C o i l s .......................................... 7 4
Seat Retaining Spring
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Free L e n g t h ...................................................... 1-5/64" —
Solid L e n g t h ...................................................... 7/16" -
No. of Active C o i l s .......................................... 5 —
ry
AIR COMPRESSOR MODEL ra
APPLICATION CHART
STANDARD
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Cubic
Compressor Type Type
Truck Models Manufacturer Foot
Model Cooling Drive
Capacity
ar
279318 B -W 7-1/4 A ir Belt

HJ, JG, JJ 70 or
N-5601-G M -R 7-1/4 A ir Belt
cc
279589 B -W 7-1/4 A ir Belt

HM, TM, JM 70
or
HM, JM, TM, WM 80
N-6400-G M -R 7-1/4 Air Belt
si
HV, JV 70 280094 B -W 7-1/4 Water Gear

as
TV 70 276136 B -W 7-1/4 Water Gear
278646 B -W 7-1/4 Air Belt

TG, JJ 70 or
N-6400-E M -R 7-1/4 Air Belt
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BRAKES 5-51
OPTIONAL
Cubic
Compressor Type Type
Truck Models Manufacturer Foot
Model Cooling Drive
Capacity
HV, JV 70 280095 B -W 12 Water Gear
279651 B -W 12 Air Belt

HJ, JJ 70 or
N-6000-B M -R 12 Air Belt
276110 B -W 12 Air Belt

TJ 70 or
N-6000-F M -R 12 Air Belt
om
279580 B -W 12 Water Belt
HM, JM, TM, WM 80 or
N-5903-G M -R 12 Water Belt
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SPECIFICATIONS
ry
(MIDLAND-ROSS)
7-1/4 Cu. Ft. Unit
ra 12 Cu. Ft. Unit
(Standard) (Optional)
A ir Cooled A ir Cooled Water Cooled

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Compressor Model . . . N-6400-G N-6000-B N-5903-G
N-5601-G N-6000-F
N-6400-E
Type.............................. 2-cylinder, Engine Lubricated 2-cylinder, Engine Lubricated
ar
Capacity (at 1250 rpm) 7-1/4 cu. ft. per minute 12 cu. ft. per minute
Cylinder B o r e ............ 1.9995"-2.0000" 2.3745"-2.3750"
A ir Pressure Setting
C u t-O u t..................... 100-107 psi 100-107 psi
cc
Cut-In ..................... 85 psi 85 psi

si

(BENDIX-WESTINGHOUSE)
as
7-1/4 Cu. Ft. Unit 12 Cu. Ft. Unit

(Standard)* (Optional)
Compressor Model . . . 279589(B) 276136(G) 276110(B) 279921(G)

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279318(B) 279651(B)
278646(B)
Type ........................... 2-cylinder, Engine 2-cylinder, Engine 2-cylinder, Engine 2-cylinder, Engine
Lubricated, Lubricated, Lubricated, Lubricated,
Air Cooled Water Cooled Air Cooled Water Cooled
Capacity (at 1250 rpm) 7-1/4 cu. ft. 7-1/4 cu. ft. 12 cu. ft. 12 cu. ft.
per minute per minute per minute per minute
Cylinder B o r e ............ 2-1/16" 2-1/16" 2-1/2" 2-1/2"
Air Pressure Setting
C ut-O ut..................... 103-111 psi 103-111 psi 103-111 psi 103-111 psi
Cut-In ..................... 86-90 psi 86-90 psi 86-90 psi 86-90 psi
(B) Belt Driven

(G) Gear Driven

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SECTION 6
ENGINES
Page
V6 Gasoline Engine O v e r h a u l....................................... 6-1
T o ro -F lo w D iesel Engine Overhaul ....................... 6-40
6 A -V 6 GASOLINE ENGINES
INDEX
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G en eral D escription V6 Gasoline E n g i n e s ................ .. 6-1
Engine O v e r h a u l.......................................................... 6-3
D i s a s s e m b l y .......................................................... 6-4
A s s e m b l y .............................................................. .. 6-22
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Fuel Pump O v e r h a u l .............................................. 6-34
C arb u reto r O v e r h a u l .............................................. 6-35
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GENERAL DESCRIPTION
Chevrolet 6-cylinder 60°, V-type engine has two banks on crankshaft contact bearing flanges to limit endwise
of cylinders with overhead valve mechanism. Engines ra movement of crankshaft. The No. 3 crankshaft bearing
used in vehicles covered in this manual are designated as cap is doweled to block for positive location in fore and
401M and 478M. aft directions. Seal at crankshaft rear bearings is packing
Figure 1 shows typical accessory installation on 401M type.
engine. Sectional and cut-away views of typical V-6
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engine are shown in Figures 2 and 3. CAMSHAFT AND DRIVE
The paragraphs which follow describe the various engine Camshaft is supported on four bushing type bearings.
components under respective headings. Unless otherwise All camshaft bearings are pressure-lubricated from
indicated, the descriptions apply to all V-6 engines. engine oiling system. An oil trough below camshaft holds
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oil into which the cam lobes dip as camshaft rotates.

CYLINDER BLOCK AND CRANKCASE
On 401M and 478M engines the camshaft is gear driven
Cylinder block is cast integral with crankcase. Aflange
through an idler gear mounted between crankshaft gear
is provided at bottom of crankcase skirt for attaching oil
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pan.
Both the crankshaft and the camshaft are supported in
cylinder block. Four camshaft bearings are pressed into
bores in block, while crankshaft bearings are insert type
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locked in place by bearing caps which are interference

fit in broached seats in block casting.
Cylinder bores are not directly opposite each other, but
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are staggered with separate crankpin for each connecting

rod.
Drilled passages carry lubricating oil from oil pump
to the various moving parts of engine as described later
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under "Lubrication System."

Cylinder blocks are cast with space for coolant com
pletely surrounding each cylinder from top to bottom.
Core holes, bearing bores, and other openings are closed
with plugs or plates.
CRANKSHAFT AND BEARINGS

Crankshafts for the 401M and 478M engines have forged
crankshafts with Tocco-hardened bearing journals. All
crankshaft bearing surfaces are carefully ground and
polished and crankshafts are balanced. All crankshaft
and connecting rod journals are pressure lubricated.
Crankshaft and connecting rod bearings are precision
insert type. Crankshaft end-thrust is taken by a special
flanged bearing located at No. 3 journal. Adjacent cheeks Fig. 1 - Typical V - 6 , M odel 4 0 1 M Engine
CHEyROlET SERIES 70-8Q HEAVY DUTY TRUCK SHOP MANUAL

ENGINES 6-2
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Fig. 2 - Sectional V ie w of Typical V - 6 Engine
1. Exhaust V a lv e Rotator 5. Intake V a lv e 9. Connecting Rod and Piston 12. O i l Inlet Tube and Screen
2. Carburetor Rotator Assembly Assembly
3. Intake M a n ifo ld 6. Exhaust M a n ifo ld 10. O il Filter Assembly 13. Starter Assembly
4. Crankcase V e ntilation V a lv e 7. Camshaft 11. O il Pump and G overnor V a lve 14. V a lv e Lifters
(One in each C ylin d e r Head) 8. Crankshaft Assembly 15. Spark Plug
and camshaft gear. All engines have an eccentric which Distributor is driven from gear teeth on camshaft and
operates fuel pump. Eccentric is mounted at forward oil pump is driven from distributor.
side of camshaft gear or sprocket. The governor spinner valve assembly (standard on 401M
Timing gears are enclosed by front end cover which and 478M) is driven from engine oil pump.
contains a lip-type oil seal assembly. Seal lip seats on Mechanical tachometer (when used) is driven from
pulley hub and prevents oil leakage. socket in rear end of camshaft.

ENGINES 6-3
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Fig. 3 - Longitudinal B reak-A w ay o f V - 6 Engine
PISTONS AND CONNECTING RODS carry heat away from combustion chambers, valve seat
Pistons are permanent-mold aluminum castings with and guide areas, and spark plugs.
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cast-in steel expansion control band. Piston pins are Positive type valve rotators and replaceable exhaust
retained by retainer rings installed in grooves in pin valve seat inserts of special alloy steel are used on both
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bosses. Piston pins are floating fit, both in the piston V6 engines.
bosses and in the connecting rod bushing. Cylinder heads are interchangeable between cylinder
All pistons have a continuous steel ring groove insert banks.
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in which the top ring groove is machined. Pistons are Sodium-cooled type exhaust valves are used on both V6
selected to provide proper fit in respective cylinder bores. engines. These valves are faced with special hard alloy
Four piston rings are used on both V6 engines. A r at area which contacts valve seat in cylinder head.
rangement of piston rings is shown later in this section Intake valves are of special material which is heat and
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in connection with the engine assembling operations. wear resistant. An oil seal ring is used to seal space
Connecting rods for all engines are of I-beam type between valve spring cap and intake valve stem.
design. The rod forgings are of heat-treated carbon Valve rocker arms at each cylinder head are installed
S t60 l on a hollow rocker arm shaft which is supported by five
CYLINDER HEADS AND VALVE MECHANISM die-cast aluminum brackets. Push rods transmit motion
of mechanical valve lifters to rocker arms which have
Two identical cylinder heads of alloy cast iron are used self-locking adjusting screws for setting valve lash. Oil
on each engine. Combustion chambers are machined to to lubricate valves and operating mechanism is supplied
assure equal volume for all cylinders. Valve guides are through passage in cylinder head which terminates at oil
integral with cylinder heads. hole at base of one of the rocker arm shaft brackets.
Water passages in cylinder heads serve to quickly Each cylinder head has a pressed steel cover.
ENGINE OVERHAUL
For best accessibility and to facilitate overhaul pro
cedures the engine should be removed from chassis; sembly of engine may be performed with engine cylinder
however, most operations requiring only partial disas- block remaining in vehicle.

ENGINES 6-4
It is important to keep tools and surroundings clean

when working on engine. Use tools designed for special
purposes as listed in SPECIAL TOOLS section. In most
cases special tools are illustrated. With engine removed
from vehicle a special repair stand should be used to sup
port engine when making repairs.
Engine accessories such as generator, carburetor,
fuel pump, oil filter, fan, and other items mounted on
engine should be removed before starting to disassemble
the basic engine. Refer to various Maintenance Manual
sections for instructions covering repair of various ac
cessory units. Alphabetical index at back of manual will
aid in locating pages on which the accessory items may
be located.
ENGINE DISASSEMBLY
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Fig. 4 - Special Tool for Removing and Installing
The procedures in following paragraphs are treated as V a lv e Lifters with C ylin d e r Head Installed
though engine were removed from vehicle; however, the
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instructions are generally applicable when cylinder block and pipe assembly from oil pump. Refer to Figure
remains in vehicle. 49.
4. Remove oil pump mounting bolts and remove oil pump
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MANIFOLD REMOVAL assembly and drive shaft.
1. Bend locks away from exhaust manifold bolt heads, PISTON AND CONNECTING ROD REMOVAL
then remove bolts.
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1. Inspect top of cylinder bore for piston ring travel
2. Remove exhaust manifolds and gaskets from cylinder
ridge. If ridge is present, use ridge reamer to cut
heads.
out top of bore to provide smooth surface.
3. Remove bolts (and spark plug wire support brackets) ra
2. Position crankshaft so a pair of connecting rods can
which attach intake manifolds to cylinder heads, then
be removed without interference, then remove nuts
remove intake manifold and gaskets.
from connecting rod cap bolts. Remove rod cap and
4. Loosen hose clamps on hose between water manifold
and engine front cover, remove water manifold-to-
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cylinder head bolts, then remove water manifold and
thermostat housing as an assembly.
REMOVING ROCKER ARMS,
PUSH RODS AND LIFTERS
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1. Remove covers from cylinder heads.

2. Loosen bolts attaching rocker arm shaft brackets to
cylinder heads. Bolts should be loosened in gradual
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stages to relieve spring pressure from rocker arms.

3. Remove rocker arms, shafts, and brackets as as
semblies.
4. Remove push rods.
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5. Remove cover and gasket from valve lifter chamber Crankshaft

Journal
between cylinder heads. Remove valve lifters. Tag
or mark lifters so they may be reinstalled in original
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positions.
NOTE: Tool shown in Figure 4 is designed to
lock into lifter and facilitate removal of lifters.
When removing lifters with manifolds installed,
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back out any manifold bolts which interfere with

lifter removal.
CYLINDER HEAD REMOVAL

1. Remove bolts attaching cylinder heads to cylinder
block, then remove cylinder heads.
2. Remove cylinder head gaskets and clean deposits
from pistons. Connecting
Rod Bolt
OIL PAN AND OIL PUMP REMOVAL
2. Remove oil pan bolts, then remove oil pan from
crankcase.
3. On engines so equipped, disconnect and remove hy
draulic governor line. Remove the oil inlet screen Fig. 5 - Removing Piston and Connecting Rod with G u id e Set
CHEVROLET SERIES 70-80 tIEAVY DUTY TRUCK SHOP MANUAL

ENGINES 6-5
bearing lower half, install handle and protector on keyed to tapered shaft and retained by self
rod bolt threads (fig. 5). Use light hammer to drive locking nut as shown in Figure 35. A socket and
on tool as shown to remove piston. Repeat proce extension may be used through holes in pulley to
dure to remove each pair of pistons. remove pump mounting stud nuts.
3. Install caps on respective rods referring to numbers
stamped on sides of rods and caps (fig. 50). 1. Remove mounting stud nuts and lockwashers.
2. Remove water pump assembly and gasket from en
REMOVING WATER PUMP gine front cover.
NOTE: Engine water pump may remain in
place on engine front cover and be removed as
CRANKSHAFT PULLEY AND ENGINE
an assembly with the front cover. Heavy duty FRONT COVER REMOVAL
water pump is used on all 401M and 478M en 1. If the fan adapter used on some Tilt Cab Model ve
gines. Drive pulley on heavy duty water pump is hicles has not been removed, remove the bolts which
attach adapter to pulley and remove adapter. Block
crankshaft and remove retaining bolt and washer at
front side of crankshaft pulley.
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2. Assemble puller and center plug in manner shown in
Figure 6. Turn puller screw to remove pulley as
sembly from crankshaft.
3. Remove cap from top of cylinder block, at rear side
of front cover.
4. Remove bolts attaching front cover to cylinder block,
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then jar cover loose with lead hammer and remove
cover and gasket.
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C e n t e r P lu g
TIMING IDLER GEAR AND SHAFT
INSTALLATION (401M AND 478M ENGINES)
ra Refer to Figure 39.
1. Bend lock away from idler gear plate bolts, then
remove bolts, lock, and plate.
Fig. 6 - Removing Crankshaft Pulley w ith Special Puller (Typical) 2. Remove idler gear assembly from idler gear shaft.
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1 Cylinder Block
2 Idler Gear Shaft
3 Oil Hole
4 Bolt
5 Crankshaft Gear
6 Lock Washer
7 Full Pressure Oil Gallery
Fig. 7 - Timing Idler G e a r Shaft Installation (401M and 4 7 8 M Engines)
1. C ylin d e r Block 3. O il H ole 5. Crankshaft G e a r 7. Full Pressure O il

2. Idler G e a r Shaft 4. Bolt 6. Lockwasher G a lle ry

ENGINES 6-6
3. Remove three bolts attaching idler gear shaft to cyl REMOVING CRANKSHAFT AND BEARINGS
inder block and remove idler gear shaft (fig. 7)
which is tight fit in counterbore in block. 1. At crankshaft rear bearing, remove plugs which seal
rear bolt holes in bearing cap. Use 1/2-inch 12
FLYWHEEL AND HOUSING REMOVAL point socket to remove two rear bolts.
N O TE: Either of two types of flywheel hous 2. Remove balance of crankshaft bearing cap bolts,
ings designated as two-piece, and apron type, then remove bearing caps and bearing lower halves.
for conventional transmissions are used. Re Caps fit snugly in broached seats. Use main bearing
moval of each type is covered separately below cap remover (J -21675) and slide hammer to pull
under respective headings. crankshaft thrust bearing cap straight out of crank
case. This cap is aligned by two dowel pins.
a. Two-Piece Housing. Remove flywheel bolts and
3. Remove crankshaft from cylinder block, using care
lock plates then remove flywheel, then remove
to lift straight away to prevent any binding which
housing to cylinder block bolts and washers.
could damage thrust flanges on thrust bearing.
Separate housing from block.
4. Remove bearing upper halves from block.
b. Apron Type Housing. Through opening in hous
5. Lay out bearings and caps so they may be rein
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ing remove the flywheel to crankshaft bolts and
stalled in original positions if inspection shows
lock plates, then remove flywheel. Remove the
bearings to be in good condition.
housing to cylinder block bolts and separate the
housing from cylinder block.
(1) To remove adapter plate from cylinder block, CAMSHAFT AND TIMING GEAR REMOVAL
remove attaching bolts and washers.
1. Remove thrust plate attaching bolts at front end of
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NO TE: Plates located as shown in Figure 43 camshaft.
are attached to adapter plate and flywheel hous
ing. At time of removal, check to see that the NO TE: On all engines, the camshaft timing
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serial number on each plate corresponds with gear and fuel pump eccentric (fig. 39) may re
the engine serial number. At time of manu main on camshaft during inspection. Crankshaft
facture flywheel housing and adapter plate are ra gear should remain on crankshaft.
bolted to cylinder block before finish machining
is done on housing, and engine serial number is 2. Pull camshaft forward to remove from cylinder
stamped on aforementioned plates. block.
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REPAIR AND ASSEMBLY OF ENGINE COMPONENTS

This section includes procedures necessary to clean, INSPECTION AND REPAIR
inspect, repair, and assemble the various parts and sub-
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assemblies which were removed as previously explained

OF CYLINDER BLOCK
under "Disassembly of Engine". Procedures are in log CYLINDER BORE RECONDITIONING
ical sequence of assembly.
Examine cylinder bores for scoring. Use dial indi
Reference should be made to "Specifications" at end of
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cator (fig. 8) to check cylinder bores for taper and out-

group for various fits and tolerances.
of-round condition. If cylinder bores are worn, scored,
Information regarding sources and availability of spe
tapered or out-of-round in excess of specified limits,
cial tools mentioned in the text will be found in SPECIAL
as
block should be rebored to accommodate larger size pis

TOOLS section at end of this manual. Same procedure
tons. Finished pistons are available for service in stand-
applies to all engines unless otherwise indicated.
CYLINDER BLOCK CLEANING

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This paragraph covers cleaning, inspection, and repair

of cylinder block, and inspection and replacement of cam
shaft bearings.
Use suitable cleaner to remove all deposits from in
side and outside of crankcase and cylinder block. Re
move plugs and fittings from oil passages, then clean
passages thoroughly using suitable wire brush or prod.
Use compressed air to clean oil and water passages
after loosening deposits with brush. Make sure oil
passages from main oil gallery to crankshaft bearings
and passages between crankshaft bearings and camshaft
bearings are clean and unobstructed. Clean the oil drain
holes which return to crankcase the oil which lubricates
overhead valve mechanism and camshaft. Fig. 8 - C he ckin g C ylind e r Bore with Microm eter
to Determine Extent of Taper and O u t of Round

ENGINES 6-7
ard selective sizes shown in "Specifications" at end of CAMSHAFT BEARING REPLACEMENT

this section, and in 0.020- and 0.040-inch oversizes. To
determine dimensions to which cylinders should be re P re-sized camshaft bearings are available for service
bored, add amount of oversize to standard cylinder bore replacement for all V-6 engines. These bearings provide
dimensions. Use conventional equipment for reboring proper fit when installed without reaming.
cylinders. After boring, finish cylinders with 350 grit Special tool set (J-21099-15, fig. 10) is required to
hone, then wash with hot soapy water, and a stiff scrub remove camshaft bearings and to install new bearihgs.
brush. Various items referred to in text are identified by re
Additional details on how to fit pistons are given later spective part numbers in Figure 10.
under the heading "Fitting New Pistons." Refer to "Spec The procedure which follows is required to replace the
ifications” at end of this group for standard dimensions camshaft bearings. Refer to chart on next page which
of cylinder bore and pistons. lists tools for each operation. It is recommended that
all camshaft bearings be removed before installing any
LIFTER BORES of the new bearings.
Examine lifter bores for scoring and wear. Bores
must be clean and smooth to allow free movement.
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Check fit of each lifter in respective bore. If lifter to
bore clearance is excessive, select new lifter from serv
ice stock to provide the proper clearance.
CORE HOLE PLUGS

Examine hole plugs in side and in ends of cylinder
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J -2 1 0 9 9 -6
block. Sound out plugs by tapping with a hammer. If J - 2 1 0 9 9 -5
J -2 1 0 9 9 -1 3
plugs are deteriorated due to corrosion, they will col
J -2 1 0 9 9 -7
lapse or loosen when tapped with hammer. Defective or J-2 1 0 9 9 -8
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loose plugs must be replaced. When installing new plugs, J -2 1 0 9 9 -1 2
coat edge of core hole plug with sealing compound and

drive plugs in squarely. ra Fig. 10 - Tool Set (J -2 1 0 9 9 -1 5 ) for
Replacing Camshaft Bearings
DOWEL PINS
Examine two dowel pins at rear surface of cylinder CAMSHAFT BEARING REMOVAL
block for looseness or damage. Also inspect and check
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for looseness, the dowel pins (fig. 9) at crankshaft thrust The plug or plate used to close the camshaft bearing
bearing cap and at front of cylinder block. Loose or bore hole at rear of cylinder block must be removed to
damaged dowel pins must be replaced. permit access to the camshaft rear bearing.
1. Insert adapter (J-21099-4) in camshaft No. 1 (front)
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bearing, then with C-washer (J-21099-12) in groove

in shaft (J-21099-9) and driving button (J-21099-11)
[CYLINDER blo ck
screwed into front end of shaft, drive out front bear
ing (View A, fig. 12). Use hammer and chisel to
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collapse the front bearing to permit removal through

opening in valve lifter compartment.
2. Remove No. 2 camshaft bearing with shaft, driving
button, and C-washer in same manner as described
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in step 1 for removing No. 1 bearing except as

[DOW EL PINS follows:
Insert front pilot (J -21099-13) into No. 1 bearing
as
bore as shown in View "B " of Figure 12, and use

adapter (J -21099-5) to drive No. 2 bearing out to
ward rear.
3. Remove No. 3 bearing with equipment shown in View
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"B " of Figure 12. Attach adapter (J-21099-6) to end

of shaft with bolt and washer and drive bearing out
toward rear.
4. If engine is in vehicle, the No. 4 camshaft bearing
must be removed toward front. Washer (J-21099-8,
fig. 10) is placed behind rear bearing after cover
plate is removed, and shaft is inserted through front
Fig. 9 - Crankshaft N o . 3 Bearing Cap Dowel Pins (Typical) pilot (J-21099-13) and bolt with plain washer is used
to anchor washer to end of shaft (fig. 11). Use slide
CRANKSHAFT BEARING INSPECTION hammer (J-2619), attached to front of shaft, to pull
rear bearing forward out of bore.
Visually inspect each camshaft bearing for scoring, If flywheel housing is removed from cylinder block, the
wear, or looseness. To determine clearance at each rear bearing may be driven rearward by attaching adapter
bearing, measure camshaft journals and bearing inside (J-21099-7) to rear end of shaft and using driving button
diameters with micrometers. (J-21099-11) on front of shaft.

ENGINES 6-8
CAMSHAFT BEARING TOOL APPLICATION CHART

(FOR ALL V-6 ENGINES)
FOR REMOVING CAMSHAFT BEARINGS
BEARING NO. 1 BEARING NO. 2 BEARING NO. 3
Tool No. Tool Name Tool No. Tool Name Tool No. Tool Name
J-21099-4 Adapter J-21099-5 Adapter J-21099-6 Adapter
J-21099-12 ”C” Washer J-21099-12 "C " Washer J-21099-11 Driving Button
J-21099-11 Driving Button J-21099-11 Driving Button J-21099-13 Front Pilot
J-21099-9 Shaft J-21099-13 Front Pilot J-21099-9 Shaft
J-21099-9 Shaft
BEARING NO. 4 NOTE: The tools used to remove camshaft rear bearing may be
either of the following sets depending on whether or not
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the flywheel housing is on cylinder block.
With Flywheel Housing Installed With Flywheel Housing Removed

(Engine in Vehicle - Pull Bearing Forward) (Drive Bearing Rearward)
Tool No. Tool Name Tool No. Tool Name
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J - 21099-8 Washer J-21099-7 Adapter
J-21099-13 Front Pilot J-21099-13 Front Pilot
J-21099-9 Shaft J-21099-11 Driving Button
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J-2619 Slide Hammer J-21099-9 Shaft
FOR INSTALLING CAMSHAFT BEARINGS ra

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J-21099-13 Front Pilot J-21099-13 Front Pilot J-21099-13 Front Pilot
J-21099-9 Shaft J-21099-9 Shaft J-21099-11 Drive Button
J-21099-11 Drive Button J-21099-11 Drive Button J-21099-9 Shaft
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J-21099-12 "C " Washer
BEARING NO. 1
NOTE: Before beginning camshaft
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Tool No. Tool Name bearing installation, use

J-21099-4 Adapter suitable tool to break
J-21099-5 No. 2 Pilot sharp corners and provide
J-21099-11 Drive Button chamfer on forward edge
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J-21099-9 Shaft of each bearing bore.

J-21099-12 "C " Washer
as
in chart for driving bearings out, except when

[ C a m s h a f t R e a r; removing front (No. 1) bearing, use adapter
B e a r in g
S lid e H a m m e r (J-21099-5) instead of adapter (J-21099-4).
(J-2 6 1 9 ) Adapter (J-21099-4) cannot be used behind front
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bearing due to lack of space.
CAMSHAFT BEARING INSTALLATION

1. Use suitable tool to break sharp corner and provide
W a sh e r (J -2 1 0 9 9 -8 ) ' F ro n t P ilo t
(J-2 1 0 9 9 -1 3 ) chamfer at forward edge of each bearing bore in
B o lt a n d block.
W a sh e r
2. Locate camshaft No. 4 service bearing at bore in
cylinder block. Be sure split in bearing is on top
Fig. 11 - Removing Camshaft N o . 4 (Rear) Bearing and chamfered end of bearing is toward rear as shown
in Figure 13. Use adapter (J-21099-7) on rear end of
NOTE: All camshaft bearings can be pulled replacer shaft and insert front pilot (J-21099-13) in
forward through block by using slide hammer No. 1 bearing bore. With driving button on front end
(J-2619) instead of driving button (J-21099-11). of shaft, drive the bearing in so front edge of bearing
Use same adapters for this method as are listed is flush with front face of bore.

ENGINES 6-9
Shaft Adapter C-Washer
P (J-21099-9) [J-21099-4) (J-21099-12)
V-
Camshaft Driving Button
Front Bearing (J-21099-11)
VIEW A - REMOVING No. 1 BEARING
Driving Button
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Fig. 12 - Removing Camshaft Bearings w ith Tool Set (J-210 99 -15 )
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Front edge of No. 1 bearing should be 0.010 to 0.030
ra inch beyond (to rear of) front face of block.
6. IMPORTANT: Be sure to remove from cylinder
Chamfered Edge Toward Rear (All Brgs.)-
block any shavings or metal particles which may
have resulted from the bearing installation' pro
Split at Top cedure. Also recheck each bearing position to see
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that the split in each bearing is toward top of cylinder
block.
7. After camshaft bearings have been installed, install
plug (or plate and gasket) at bearing bore opening in
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rear of cylinder block.

8. When hole plug is used, coat outer edge of new cam
shaft bearing hole plug with sealing cement, then
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drive plug into rear bearing bore until 0.030” below

rear face of block. Engines without the camshaft
hole plug have either a cover plate and gasket or a
tachometer drive unit.
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earings Flush with Front of Bore — i tpm -7622
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CLEANING
1. Clean oil passages with steam and blow dry with
compressed air. Prod oil passages if necessary to
remove obstructions.
Fig. 13 - Camshaft Bearing Installation
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2. Use compressed air to thoroughly dry main bearing

3. Install No. 3 bearing in cylinder block in same man journals, crankpins and other ground surfaces. Ap
ner as previously described for installing No. 4 bear
ply light coat of oil to prevent rusting.
ing, except use adapter (J-21099-6) to drive bearing
into place (View A, fig. 14).
INSPECTION OF CRANKSHAFT
4. To install No. 2 bearing, use adapter (J -21099-5) and
C-washer (J -21099-12) on shaft to drive bearing into Carefully inspect for checks or cracks in crankshaft.
place. Replace if cracks are evident. Magna-Flux inspection
5. Referring to View "B " of Figure 14, place No. 2 pilot method is recommended for detecting fractures in
(J -21099-5) in No. 2-bearing, slide adapter (J -21099-4) crankshafts.
on shaft, and place No. 1 (front) bearing on adapter
with chamfered edge toward rear. With C-washer ALIGNMENT OF BEARING JOURNALS
(J -21099-12) in groove in shaft and drive button on With crankshaft supported at front and rear journals,
forward end of shaft, drive No. 1 bearing into place. check alignment at adjacent intermediate journals using
No. 2 pilot serves to center the shaft so bearing is dial indicator. If run-out is in opposite directions, the
held square with bore as it is driven into place. sum must not exceed 0.003 inch T.I.R. If run-out at

ENGINES 6-10
V IE W A - IN ST A LLIN G No. 3 B E A R IN G
Shaft (J-21099-9) N o 2 pMo, Adapter D riving Button

\
\ iy (J-21099-5)
^ 7 (J-21099-4) (J-21099 -11 )
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C -W ash e r
(J-21099-12)
V IE W B - IN S T A L L IN G No. 1 B E A R IN G
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Fig. 14 - Installing Camshaft Bearings with Tool Set (J—21099—15)
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adjacent journals is in same direction, the difference must important to hold fillet dimensions within limits.
not exceed 0.003 inch T.I.R. If high spots (run-out) at 3. Dimensions to which crankshaft journals and crank-
pins must be ground are determined by subtracting
adjacent journals are at right angles to each other, the
sum must not exceed 0.004 inch T.I.R. or 0.002 inch on
each journal. If run-out is greater than shown in "Speci
ra from the standard dimensions the amount of under
size desired. Bearings are available in 0.002, 0.010,
fications" at end of this section, the crankshaft must be 0.020 and 0.030 inch undersize as well as standard
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replaced or straightened. Straightening must be done with size.
great care by experienced personnel. 4. After grinding journals, break sharp edges at oil holes
with small pencil type grinder.
BEARING JOURNALS 5. When crankshaft main or connecting rod bearing jour
ar
nals have been ground undersize, bearing halves of

Examine connecting rod and main bearing journals on
same undersize must be obtained for assembly. If
crankshaft for scoring or other imperfections. Slight
crankshaft bearing journals are held within specified
roughness can sometimes be removed or smoothed up
limits when grinding, the undersize bearing halves
cc
with a fine hone. Examine cheeks on crankshaft at rear

will provide the proper crankshaft-to-bearing clear
center (No. 3) main bearing for evidence of wear where
ance when engine is assembled. Polish journals
they contact the sides of the bearing inserts. Measure
after grinding.
bearing journals with micrometer to determine if they are
si
out-of-round and to check the extent of wear. Use an

accurate micrometer and check each journal at several
CRANKSHAFT BEARING INSPECTION
points. Check measurements against dimensions given 1. Make a visual inspection of bearing halves for scor
as
in "Specifications” at end of section. If bearing journals ing, pitting, or other imperfections. If any damage
have been ground undersize, subtract the amount of under is evident, new bearing halves must be used. A
size (0.010, 0.020, 0.030 or 0.040 inch) from dimensions complete set of new bearing halves should be used
given, to obtain the dimensions against which the meas when replacement is made. Never use a new bearing
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urements should be checked. If not within specified half with a used one.
limits for standard or any of the undersize dimensions, 2. Using accurate-reading tube micrometer (fig. 15)
crankshaft must be ground to the next smaller undersize. measure thickness of each bearing half at right angle
(In the event the crankshaft has been previously ground to to split line. It is important to measure vertical
smallest undersize and inspection reveals defective or thickness of each half of the bearing since the bearing
worn bearing journals, crankshaft must be replaced.) inner wall is not concentric with outer surface.
Bearing wall thicknesses are given in "Specifications"
GRINDING CRANKSHAFT at end of this section.
1. Use conventional type crankshaft grinder to correct

out-of-round or taper at crankshaft journals. Grind
FLYWHEEL HOUSING AND FLYWHEEL
all main bearing journals to common undersize and
all connecting rod journals to common undersize.
HOUSING INSPECTION
2. Use grinding wheel dressed to provide fillet radius at Flywheel housings used with conventional transmissions
main bearing journals and fillet radius at connecting differ from housing used with automatic transmissions,
rod journals. Refer to "Specifications." It is very hence the inspection procedure differs and procedures

ENGINES 6-11
B E A R IN G SHELL
M IC R O M E T E R
STEEL
SLEEVE T O
H O L D BALL
Indicator
om
TP 3869
Flywheel
Housing Clutch Housing
Fig. 15 - M e asuring Bearing Thickness
TPM -911!
for each type housing is covered separately under respec

tive headings below. Inspection to determine squareness
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of rear face and concentricity of pilot hole must be made Fig. 17 - Using Indicator to C heck Clutch
after housing is installed on cylinder block. Housing Pilot Hole Location
ry
1. Apron Type Housing Inspection
Check housing for damaged threads, and for
Flyw heel H o using
cracked or broken flanges. Bolt the housing to cyl
inder block and check pilot hole for concentricity and Indicator
rear face for squareness with dial indicator mounted
to crankshaft flange or flywheel. Figures 16 and 17
ra D ow e l Pinsl
show typical use of indicator. Housing should be re

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placed if bore and/or transmission mounting face are
not within tolerances given in "Specifications” listed
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cc
C rankshaft Flani
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Fig. 18 - C h e ck in g Pilot Hole C oncentricity

at Flywheel Housing
as
Mount flywheel housing on engine and tighten mount

ing bolts to 50 to 60 foot-pounds torque. Be sure
Indicator dowel pins (fig. 18) are in place and in good condition.
Bolt clutch housing in place on flywheel housing,
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then with dial indicator attached to crankshaft flange,

Clutch check for squareness at rear face of clutch housing
Housing
Housing as shown in Figure 16. Mount indicator on rigid
TPM-9111
support such as that shown in Figures 18 and 19.
Rotate crankshaft to take readings.
Fig. 16 - C h e ck in g Squareness at C lu tch Housing
Do not permit crankshaft to float
C A U T IO N :
Rear Face with Dial Indicator
fore and aft when checking housing rear face for
squareness (fig. 16).
2. Two-Piece Type Housing
Inspect the flywheel housing and the clutch housing Check pilot hole location in manner shown in Fig
for evidence of cracks and/or breakage. ure 17 with indicator pin in contact with bore in hous
To check for squareness at clutch housing rear ing. Compare results of checks with respective di
face, and for concentricity of pilot hole in clutch mensions given in "Specifications."
housing, remove the clutch housing from transmission, 3. Flywheel Housing and Adapter Plate with Automatic
referring to TRANSMISSION (SEC. 7) for construction. Transmission

ENGINES 6-12
When machining flywheel remove

same amount o f stock from each
of these surfaces to maintain depth of:
1.1 82"— 1.192" on 401 and 478 Engines.
T -3 3 8
Fig. 20 - Flywheel M a c h in in g Instructions (with 14 -In . Clutch)
Install ring gear on flywheel as soon as possible

after ring is heated. Make certain that chamfered
om
edge of ring gear teeth are installed toward engine
side of flywheel.
M a c h in in g Clutch Surface on Flyw heel
When flywheel surface contacted by clutch facing is
Fig. 1 9 - C h e ck in g Squareness at Bolting found to be scored, burned or worn, the flywheel can be
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Flange on Flywheel Housing restored to serviceable condition by machining to provide
a smooth, flat surface. Do not remove more than 1/32-
Check adapter plate for flatness. If plate is bent inch of stock in machining. When necessary to resurface
ry
or warped, replace with new part. the flywheel used with 14-inch clutch on some 401M and
Examine flywheel housing for fractures and breaks. 478M engines, refer to Figure 20 and maintain flywheel
The two dowel pins at forward side which locate hous depth as specified. After machining friction surface,
ing on adapter plate must be in place and in good remove a corresponding amount of stock from surface to
condition. Also inspect the two dowel pins in rear
face of flywheel housing (fig. 17) which locate trans
ra
which clutch cover is bolted.
mission housing on flywheel housing. PISTONS AND CONNECTING RODS

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With adapter plate and flywheel housing bolted to
cylinder block make check for squareness at ma PISTON, ROD, AND BEARING
chined rear face of flywheel housing using dial indi CLEANING AND INSPECTION
cator at 8-1/4-inch radius from crankshaft bearing
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bore in crankcase. Indicator may be mounted on Cut-away view of engine showing connecting rod, bear
adapter attached to crankshaft flange in manner ings, pistons, and associated parts is illustrated in Figure
shown in Figure 19. Squareness on area above oil 2.
pan rail should be as specified in "Specifications” at
cc
C le a n in g
Immerse all parts in dry-cleaning solvent to loosen and
remove accumulated oil, sludge, or other deposits. Re
FLYWHEEL INSPECTION move piston rings and clean ring grooves with groove
si
En gine s w ith C o n ve n tio n a l Clutch cleaner. Scrape or brush deposits off top of piston. Re
Inspect flywheel surface which is contacted by clutch move caps and bearings from connecting rods, and
facing. Surface must be smooth and should not be grooved thoroughly clean bearings and caps. Remove piston pin
as
or show deep heat checks. On flywheels having notches retainers and push pin out of each piston. Clean all
which drive clutch plate, inspect for wear at notches. In deposits from oil grooves in pin bosses in 478M engine
spect starter ring gear which is shrunk on flywheel. If pistons. Clean oil holes in pin bosses on all other engine
any of gear teeth are broken or damaged, replace gear pistons.
as directed below under "Flywheel Repair."
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Piston Inspection
FLYWHEEL REPAIR Measure each piston at top and bottom of skirt at right
angle to pin bore and compare dimension with diameter
R e p la c in g Starter G e a r
at bottom of bore in which piston was installed. Clear
1. To remove damaged starter ring gear, heat ring gear
ance between piston skirt and cylinder wall should not ex
with torch, then drive gear off flywheel. Use care
ceed clearance specified for respective engine in "Speci
not to damage flywheel surface when removing starter
fications" at end of this section.
ring gear.
Inspect piston ring lands and grooves for wear and
2. Inspect ring gear surface of flywheel. Surface must
other damage. If lands are broken or if grooves show
be free of nicks and burrs. Uniformly heat flywheel
excessive wear, new pistons should be installed. Meas
ring gear to faint straw color below blue range
ure piston pin bores in piston bosses, and compare with
(400° F.).
diameter of pins. If excessive clearance exists, obtain
C A U T IO N : DO NOT HEAT M ETAL TO RED oversize pins for use at assembly. Also check fit of
HEAT AS M E TAL STRUCTURE W IL L BE piston pins in connecting rod bushings as directed below
CHANGED. under "Connecting Rod and Bearing Inspection.”

ENGINES 6-13
If equipment is available, employ Zyglo inspection PISTON AND RING FITTING

method to detect cracks in aluminum pistons.
General
N O TE: New service pistons are fitted with Pistons must be fitted to cylinder bores by measuring
piston pins. to assure correct clearance between piston skirt and cyl
inder wall. Correct clearance is given in "Specifications"
C on n e ctin g R od an d B e a rin g Inspection at end of this section. Pistons and piston rings are avail
1. Connecting Rod Inspection able in both standard and in oversize dimensions.
With bearing halves removed from rod and cap, When installing pistons which were removed at dis
install cap and tighten rod bolt nuts to 60 foot assembly, the pistons must be assembled on respective
pounds torque. Check bore at lower end for elonga connecting rods and installed in original pistons in block.
tion. If bore is out-of-round, the rod should be re Pistons should be stamped with corresponding cylinder
placed or reconditioned. If bore is round and within number. On all engines, cylinder number 1 is at front of
specifications as given at end of this section, make left bank and cylinder number 2 is at front of right bank,
careful visual inspection of piston pin bushing for thus left bank cylinders are numbered from front to rear
evidence of wear. Test fit of piston pin in bushing by 1, 3, and 5. Right bank cylinders are numbered front to
om
measuring pin O.D. and bushing I.D. At 70°F., there rear 2, 4, and 6. Refer to Figure 21.
should be a clearance of 0.0001 to 0.0006 inch. When
necessary, replace bushing as directed later under
"Connecting Rod Repair."
2. Connecting Rod Alignment
Connecting rod assembly should be placed in suit
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able aligning fixture to determine if rod is twisted or
bent. Piston pin hole must be parallel with axis of
crankpin hole in all planes within .002 inch in 7
ry
inches. Straighten or replace if not within limits.
3. Bearings
Carefully inspect connecting rod bearing halves ra
for evidence of scoring, chipping, or flaking out of
bearing metal. If a visual inspection reveals any of
these defects, replace with new pair of bearing halves.
Measure each bearing half with accurate reading tube
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micrometer. Take measurement at right angle to
split line (fig. 15). Dimensions for new bearing
halves are given in "Specifications" at end of this
section.
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CONNECTING ROD REPAIR

If inspection indicates that connecting rod piston pin
cc
bushing requires replacement, follow the procedure given

below to install new bushings which are available for
service. Sectional view of connecting rod at upper end is
shown in Figure 48.
si
1. Remove old bushing using driver and arbor press.

2. Inspect bore in upper end of connecting rod. Mea Fig. 21 - C ylin d e r Num bering Arrangement
sure bore I.D. which must be 1.3125 to 1.3135 inches and Size Selection Numbers
as
to assure satisfactory fit of new bushing. Clean oil Fitting Pistons in N e w or

passage at top of rod. Reconditioned C ylin d e r Block
3. Support connecting rod and press new bushing into 1. When necessary to select replacement pistons for
place, using care to align oil hole in bushing with new block or for block which does not have a ring-
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hole in top of connecting rod. travel ridge, refer to selection size number (fig. 22)
4. Diamond bore bushing to provide clearance of 0.0001 stamped on top of block adjacent cylinder bore.
to 0.0006 inch clearance when piston pin is inserted Number is used to indicate bore size to permit se
in bushing. Suitable fixture must be used to assure lection of standard size piston for proper fit. Se
finished hole alignment. Check pin fit with parts at lection numbers range from 1 through 7 for pro
70 °F. duction as indicated in "Specifications" at end of this
5. Dress bushing edges to remove any portion of bushing section. For service use, four standard size pistons
extending beyond edge of rod. If edges are burred or are available. Size 1 for use in cylinders marked
sharp, use scraper or large reamer to provide cham either 1 or 2; size 3 for cylinders marked 3 or 4; and
fer at edges of bushing. Be sure oil passage in top of size 5 for cylinders marked 5 or 6. Size 7 pistons
rod is free from cuttings. are also available for use in size 7 cylinder bores.
6. With connecting rod alignment fixture, check the con 2. Oversize pistons are available in oversizes shown in
necting rod for bent or twisted conditions as in "Specifications,” at end of this section, and do not
structed previously under "Connecting Rod Align have selection numbers. Cylinders must be rebored
ment." and honed to proper dimensions to provide correct

ENGINES 6-14
tion the ring squarely in bore. Measure ring gap

with feeler gauge (fig. 22). Each compression ring
gap must be within limits specified in "Specifica
tions" at end of this section. If gap is too small,
remove ring and dress off ends of ring with fine cut
file or other tool designed for this purpose.
3. Try fit of each compression ring in respective groove
in piston. Using feeler gauge, measure ring clear
ance which must be as specified. Clearance in ex
cess of specifications indicate worn ring grooves.
4. Keep piston rings with the piston on which they are
to be used. Instructions for installing rings on pis
tons are given later in engine build-up instructions.
ASSEMBLY OF CONNECTING ROD AND PISTON
om
1. If original pistons and connecting rods are to be in
stalled, refer to marks (numbers) on connecting rods
and assemble rods to pistons from which they were
removed. When new pistons are installed, assemble
Fig. 22 - C he ckin g Piston Ring G a p pistons on rods bearing the numbers of cylinders for
which pistons were fitted. New pistons are equipped
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fit as described below when installing oversize with new piston pins. Pins must be installed in re
pistons. spective pistons.
2. Apply engine oil on piston pin, rod bushing and pin
CAUTION: Whenever possible, remove crank
ry
bosses; then hold rod between pin bosses in piston
shaft when reboring or honing cylinder bores.
and push piston pin through piston and connecting rod.
If crankshaft is not removed, it must be covered
Always use a new retainer ring in groove at each end
to keep abrasive away from crankshaft bearings. ra of piston pin.
Wash cylinder bores after honing and wipe dry
before checking piston fit. NO TE: Refer to "Piston and Connecting Rod
Installation" under "Engine Assembly Procedure"
3. As piston is fitted to each cylinder, stamp cylinder
for instructions covering installation of pistons
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number on top of piston to assure installation of
and rods in cylinder block.
pistons on corresponding connecting rod and inproper
cylinder. Refer to Figure 44 for location of numbers 3. Check alignment of piston and connecting rod on
on connecting rod and cap. alignment fixture.
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PREPARING CYLINDER BORES CAMSHAFT, SPROCKET OR GEAR,

WHEN RE-RINGING PISTONS AND THRUST PLATE
cc
Inspect top of cylinder bores for ring travel ridge. 1. Check camshaft for general condition. Bearing jour
Ridge must be removed completely. If cylinder walls nals should not be scored or burred. Cam lobes
are glazed, use polishing hone to break glaze. At end of must be smooth.
honing operation allow hone to work free in bore. Do not 2. Support camshaft at end journals, then with dial in
si
remove while hone is still cutting. Clean cylinder walls dicator, check camshaft for straightness. Replace
with soap and water and stiff scrub brush, and wipe with if camshaft is not straight within limits.
clean cloth or absorbent paper. Apply engine oil to cyl 3. Inspect thrust plate for wear at thrust surfaces.
as
inder walls to prevent rusting. Replace plate and spacer if worn.

CHECKING PISTON RING FIT NO TE: If the camshaft sprocket or gear has
not been removed from camshaft, the extent of
Refer to Figures 46 and 47 for type and arrangement of wear on thrust plate may be determined with
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piston rings for each engine model. The flexible steel feeler gauge by measuring space between thrust
oil control rings used on 401M engines are designed to plate and shoulder on camshaft. Correct clear
function without a gap, and ends of ring butt together ance is 0.0045 to 0.0085 inch.
firm ly when piston is installed in cylinder.
When overhauling engines, new piston rings should be 4. Inspect camshaft sprocket or gear for wear and dam
installed and the procedures described in following steps age at teeth. If gear teeth are not in good condition,
should be followed to assure correct fit of rings in piston gear must be replaced. Refer to procedure which
grooves and at cylinder walls. follows to replace the gear.
1. Be sure to use oversize piston rings with oversize
pistons. Proceed as directed in step 2. to fit com
CAMSHAFT SPROCKET OR GEAR REPLACEMENT
pression rings in all engines. The same method is 1. Remove bolt, retainer, and fuel pump eccentric from
used to check fit of oil control ring for 478M engines. camshaft.
2. Place piston rings, one at a time, in cylinder in which 2. Position camshaft assembly with support plate in a r
they are to be used; and push ring at least halfway bor press as shown in Figure 23, and press the cam
down into cylinder bore, using head of piston to posi shaft out of sprocket or gear. A bolt tightened into

ENGINES 6-15
engage hole in camshaft gear. Install self-locking

bolt through retaining washer and thread bolt into
camshaft. Final tightening of bolt may be deferred
until camshaft and gear train or timing chain are
assembled to cylinder block.
CRANKSHAFT GEAR INSPECTION

AND REPLACEMENT
Inspect teeth on crankshaft gear for wear and damage.
If necessary to replace gear, follow the procedure given
below, which is applicable with crankshaft either re
moved or remaining in the cylinder block.
N O TE: The sprocket may be removed from
crankshaft without special tools, and sprocket
om
should be replaced if teeth show evidence of
wear. Timing mark on sprocket must be toward
front.
T-841
Gear Removal. Assemble special puller as shown in
Figure 25, and turn puller screw to remove gear from
Fig . 23 - Removing G e a r from Camshaft crankshaft.
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threaded hole in camshaft may be used to apply pres
sure to camshaft.
ry
3. Remove key from slot in camshaft, then remove Puller
spacer and thrust plate.
4. Position spacer on camshaft with chamfered side to ra
ward camshaft shoulder. Place thrust plate over
spacer and install key in keyway.
5. Position camshaft in arbor press with support plate
clamped below front journal as shown in Figure 24.
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Apply white lead on front end of camshaft at area
which contacts bore in sprocket or gear hub. Place
sprocket or gear at camshaft with the keyway in
gear aligned with key in camshaft. Use hollow tubing
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Center Plug Key

as shown to apply pressure on hub, and press sprocket
or gear onto camshaft until hub bottoms solidly at
spacer. Fig. 25 - Removing Camshaft G e a r with Puller
6. Place fuel pump eccentric and retainer in position at
cc
camshaft gear. Lug on rear face of eccentric must Gear Installation. Coat crankshaft area which enters
bore in gear with white lead, then with keys installed in
keyways to properly align gear, start gear on crankshaft
with timing mark (fig. 39) forward. Use installer set in
si
A R B O R PRESS
manner shown in Figure 26. Crankshaft should be po
sitioned so key is at 12 o'clock position when assembling
installer set. Use a wood block to prevent crankshaft
as
H O L L O W T U BIN G from turning as nut is turned to force the crankshaft gear

into position.
TIMING IDLER GEAR AND SHAFT

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G EAR (401M AND 478M ENGINES)

INSPECTION
1. Check fit of idler gear on idler shaft. Desired
clearance between shaft and bushing in gear is 0.001
to 0.0025 inch. If shaft is worn, install new shaft.
If bushing in gear is scored or worn, replace bushing
CAM SH AFT
as instructed later under "Idler Gear Bushing Re
placement.”
2. Clean oil passages in shaft, and inspect tapped holes.
SU PPO RT PLATE Threads must be in good condition.
T -8 2 5 3. Inspect idler gear thrust plate for wear.
4. Inspect idler gear teeth for wear and damage. If
gear is worn or damaged, obtain a new gear and
F ig . 2 4 - In s ta llin g G e a r on C am shaft bushing assembly for use when assembling engine.

ENGINES 6-16
ENGINE FRONT COVER, OIL SEAL,

AND CRANKSHAFT PULLEY
INSPECTION
Inspect engine front cover assembly for evidence of
damage. If cover is in good condition, the gasket sur
faces should be cleaned, and the oil seal assembly should
be inspected. It is a good practice to replace the oil seal
assembly whenever engine is disassembled.
Inspect surface on crankshaft pulley hub which is con
tacted by front cover oil seal. Use a magnifying glass to
detect scratches or roughness. If surface is grooved or
rough a new pulley should be installed, or the hub should
be reworked to accommodate a service spacer. Instruc
tions for reworking the crankshaft pulley hub are given
om
previously in this section under "Crankshaft Pulley Hub
Rework."
Fig. 26 - Installing Crankshaft G e a r on 4 0 1 M or 4 7 8 M

Engine (Tool Set J -7 8 7 9 -0 1 )
.c
ry
ra
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cc
si
Fig. 27 - Front C ove r O il Seal Installation

(with C o ve r Installed on Eng ine)
as
1. Pulley Installer 6. O il Slinger

2. O i l Seal Installer 7. O il Seal Assy.
(J -7 8 7 9 -1 0 ) 8. Crankshaft
3. K ey 9. Installer
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4. Engine Front Screw

C over 10. Installer N ut
5. Crankshaft G ea r 11. Thrust Bearing
or Sprocket
IDLER GEAR BUSHING REPLACEMENT

Fig. 28 - Engine O il Pump Components
1. Use arbor press and remove bushing from gear. (Eng ines without H ydraulic G overnor)
2. Press new bushing squarely into gear. Bushing must
not project beyond either front or rear surface of 1. Pump D rive 6. Inner Rotor and
gear hub. Shaft Shaft Assembly
2. Relief V a lv e 7. O uter Rotor
3. Bore bushing to 1.4005 to 1.4015 inch diameter in
3. V a lv e Spring 8. C over
camshaft idler gear with smooth finish. Bore must
4. Spring Cap 9. C ove r Bolt
be square with face of gear and must be concentric
5. O il Inlet 10. Pump Body
with tooth pitch line.

ENGINES 6-17
ENGINE FRONT COVER D isa sse m b ly

OIL SEAL REPLACEMENT 1. Remove four cover bolts and remove cover (8) from
A special tool (J -7879-10) is available for installing pump body (10).
crankshaft front oil seal assembly without removing en 2. Remove inner rotor and shaft assembly (6) from
gine front cover. Use suitable tool to remove old seal body, and remove outer rotor (7).
from front cover. 3. Remove relief valve spring cap assembly (4) from
1. If the front cover is off the engine, coat oil seal pump body, then remove spring (3) and valve (2).
outer surface with sealer, then drive new seal C le a n in g an d Inspection (Fig. 2 8)
squarely into cover with the oil seal lip pointing 1. Wash parts of oil pump in cleaning solvent. Be sure
toward inner side of cover. screen and suction pipe assembly is clean.
2. When the front cover is not removed from engine, 2. Inspect ends of drive shaft (1) which engage dis
use oil seal installer (J-7879-10) with pulley in tributor and oil pump shafts. Replace drive shaft if
staller tool as shown in Figure 27 to press front excessively worn or damaged.
cover oil seal assembly into place in cover. Seal 3. Check fit of inner rotor shaft in body (10). If ex
lip must point toward inner side of cover and seal cessive wear is indicated at either the shaft or
m
should be pressed in until tool flange contacts sur body, replace worn parts.
face of cover. 4. Place the outer rotor (7) in body (10) and insert
When using installer, the key must be installed in inner rotor and shaft assembly in operating position.
crankshaft and crankshaft must be turned as necessary Check clearance between outer rotor and body and
o
to locate key at top as shown. Seal must not protrude clearance between edge of inner rotor lobe and outer
beyond inner face of cover. rotor with feeler gauge (fig. 29). If clearances are
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greater than specified in "Specifications" at end of
ENGINE OIL PUMP AND this section, replace parts as necessary. Inner
GOVERNOR SPINNER VALVE rotor and shaft are furnished for service as an as
ry
The engine oil pump on all 401M and 478M engines, sembly. With rotors in pump body, place straight
incorporates a spinner valve assembly which controls edge across rotors and body, then with feeler gauge
hydraulic pressure used to operate the engine governor ra measure clearance between rotors and straightedge
at carburetor. (fig. 29). Clearance should be 0.0011 to 0.0064 inch.
5. Use straightedge to check rotor side of pump cover
for flatness. Also look for grooves and other evi
OVERHAULING OIL PUMP dence of wear on pump cover. Replace cover if not
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(ENGINES WITHOUT HYDRAULIC GOVERNOR) in good condition.
6. Inspect relief valve (2) and valve spring (3). Spring
Key numbers in text refer to Figure 28.
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S T R A IG H T E D G E
cc
FEELER G A U G E
si
OUTER RO TO R
IN N E R R O T O R PUM P B O D Y
as
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FEELER G A U G E
PUM P B O D Y
C H ECK IN G INNER-TO-OUTER ROTOR CLEARANCE M E A S U R IN G ROTOR END CLEARANCE t -873
F ig . 2 9 - C h e c k in g for W e a r at E n g in e O i l Pump Rotors

ENGINES 6-18
should have 14.7 to 16.3 pounds pressure when com Disassembly

pressed to 1.69 inches. Spring free length should be 1. Remove bolts which secure spinner valve cover (6)
2.72 inches. and rotor cover and spinner housing (11) to pump
body (3). Separate parts.
A s s e m b lin g O il P u m p 2. Remove outer rotor (13) and shaft and inner rotor
Refer to Figure 28 for identification of parts. assembly from pump body.
1. Place relief valve and spring (2 and 3), in pump 3. Remove relief valve spring cap (15), then remove
body (10), then install spring cap (4). relief valve spring and valve (fig. 30).
2. Install inner rotor and shaft assembly (6), then in
stall outer rotor (7) in body. Inspection of Oil Pump Parts
3. Install cover (8) on pump and retain with four cover 1. Wash all parts of pump and spinner valve assembly
bolts (9). Try turning pump shaft which should turn in solvent.
freely. If shaft cannot be turned or if binding occurs 2. Inspect ends of drive shaft which engage distributor
when shaft is turned, disassemble pump and make and oil pump shafts. Replace drive shaft if worn or
necessary corrections. damaged.
3. Check fit of inner rotor shaft in body (3). If wear is
m
OVERHAULING OIL PUMP indicated at either the shaft or body, replace worn
(ENGINES WITH HYDRAULIC GOVERNOR) parts.
4. Place the outer rotor (13) in body (3) and insert
co
Key numbers in text refer to Figure 30. inner rotor and shaft assembly in operating position.
Check clearance between outer rotor and body and
clearance between edge of inner rotor lobe and outer
rotor with feeler gauge (fig. 29). If clearances are
greater than specified in "Specifications” at end of
.
this section, replace parts as necessary. Inner rotor
ry
and shaft assembly and outer rotor are furnished for
service in matched sets. With rotors in pump body,
ra place straightedge across rotors and body, then with
feeler gauge measure clearance between rotors and
straightedge (fig. 29). Clearance should be 0.0011
to 0.0064 inch.
5. Use straightedge (fig. 29), check rotor side of rotor
b
cover and spinner housing for flatness. Also look
for grooves and other evidence of wear on pump
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cover. Replace if not in good condition.

6. Clean relief valve parts (fig. 28) and check fit of
valve in its bore in pump. Valve must slide into
ca
bore freely.
7. Check fit of spinner valve shaft (4) in cover and
spinner valve housing (11) and in cover (6). If ex
cessive clearance is evident, replace parts as nec
essary.
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8. Inspect thrust washer (8) for wear.

9. Clean passages through spinner shaft (4) and pas
si
sages including relief orifice in spinner cover (6).

10. Soak spinner valve (5) and shaft in solvent, then note
fit of valve in shaft. It should be possible to push
as
valve (5) endwise and spring (9) should move valve

to closed position. If valve sticks or appears to be
loose in shaft, obtain a new preadjusted valve as
sembly from service stock for use when assembling
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Fig. 30 - Sectional View of O il Pump and pump unit.

G ove rn or Spinner V a lv e Assembly
CAUTION: Since special equipment is required
for testing spinner valve operation, the valve ad
Shaft and Inner 8. Shaft Thrust
Rotor Assem bly Washer
justment should not be disturbed at normal over
2. Pump O utlet 9. V a lv e Spring
haul periods.
3. Pump Body 10. V a lv e Adjusting Nut Assembling Oil Pump and Spinner
4. G ove rn or Spinner 11. Rotor C ove r and
Valve Components
Shaft Spinner Housing Key numbers in text refer to Figure 30.
5. G ove rn or Spinner 12. Drive C oupling
1. Install pressure relief valve parts in pump body (3)
V a lv e 13. O uter Rotor
in order shown in Figure 29. Tighten spring cap
6. G o ve rn or Spinner 14. Inner Rotor
firmly.
C o ve r 15. O il Pump Pressure
2. Lubricate the shaft and inner rotor assembly, with
7. G o ve rn or Pressure Relief V a lv e Spring
engine oil and insert shaft into pump body. Install
O utlet Cap
outer rotor (13) in body, then try turning inner rotor

ENGINES 6-19
and shaft assembly (1). Shaft must rotate without 2. Remove valve keys (6), release the spring com
drag through six or more revolutions. Install rotor pressor, then remove spring (4), and spring cap (5).
cover and spinner housing and retain with two short After spring and retaining parts are removed from
self-locking bolts. intake valve (8), remove oil seal (7) from groove in
3. With oil pump inverted, drop coupling (12) into slot intake valve stem. Remove valve, from cylinder
in end of pump shaft (1). Set spinner valve and shaft head.
assembly (4 and 5) in place at coupling (12), then 3. Remove valve rotators (3) from counterbores in
place thrust washer (8) on shaft and install governor cylinder head.
spinner cover (6), using lockwashers on two short
bolts and one long bolt. Tighten all bolts firmly. CLEANING A N D INSPECTION OF
CYLINDER HEAD COMPONENTS
CYLINDER HEAD OVERHAUL
1. Use wire brush or buffer to clean deposits from
GENERAL valve stems, and ports in cylinder head.
2. Test valve springs for tension with valve spring
The two cylinder heads on each engine are identical
tester. Discard any springs which do not have
om
and procedure is same to repair either cylinder head.
pressures specified at end of this section.
Figure 31 shows construction at cylinder heads for 3. Check valves for burned or pitted faces and for wear
401M and 478M engines. Repair procedures as given
or corrosion at valve stems. Discard valves if not
apply to all engines except as otherwise noted.
usable.
CLEANING WARNING: All engines have sodium cooled
.c
type exhaust valves. Sodium cooled valves must
Use solvent and necessary brushes or scraper to re
not be discarded with other scrap metal. If a
move deposits from combustion chambers. Flush out
sodium cooled valve is accidentally broken the
water passages and clean oil drain-back holes and holes
ry
sodium will react violently with water resulting
at bottom of end rocker arm shaft bracket which supply
in fire and explosion due to chemical action.
oil to valve overhaul mechanism.
Serious burns will result if sodium or its oxide
comes in contact with the skin.
DISASSEMBLING CYLINDER HEAD
(ENGINES WITH VALVE ROTATORS)
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4. Inspect cylinder head for burned or worn valve seats
and for worn guides.
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1. Using valve spring compressor, relieve pressure of NOTE: Valves with oversize stems are avail
valve spring. able for use when guide bores in cylinder head •
are excessively worn. Guides are integral with
head and must be reamed out to provide proper
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fit with oversize valve stem. Refer to "Repair

of Cylinder Head Components" below for in
structions covering reaming for oversize valves.
cc
5. Inspect exhaust valve seat rings (1, fig. 32) which

must be tight in head and seats must be in good con
dition.
6. Visually inspect valve spring retaining parts. Also
examine all the valve rotators (when used) for
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as
Driver
Seat Ring
Remover
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Fig. 31 - Sectional V ie w o f C ylin d e r Head on

4 0 1 M and 4 7 8 M Engines
1. Exhaust V a lv e Seat 5. V a lv e Spring C ap

Ring .
6 V a lv e Key
2. Exhaust V a lv e 7. O il Seal
3. V a lv e Rotator 8 . Intake V a lv e Fig. 32 - Use of Special Tool for Removing
4. V a lv e Spring 9. C ylinde r Head Exhaust V a lv e Seat Ring

ENG INES 6-20
evidence of wear and damage. Replace rotators if

damaged or if valve tip or face shows valve has not
been rotating.
7. Inspect all plugs for evidence of leakage. Tighten
threaded plugs, or replace core hole plugs if nec
essary.
Installer
REPAIR OF CYLINDER HEAD COMPONENTS
1. Reaming Valve Guides. If clearance between valve

stems and guides is excessive, select service valve
with oversize stem for use in rebuilding cylinder
head. Intake and exhaust valves are available with Exhaust Valve
Seat Ring
0.020, 0.030, and 0.040 inch oversize stems.
a. Select reamer of smallest oversize which will
provide clean straight bore through valve guide.
om
Reamers are of proper dimensions to provide Fig. 33 - Installing Exhaust V a lv e Seat
correct clearance for valve stem with corre Ring in C y lin d e r Head
sponding oversize.
portant factor is the cooling of the valve heads, good
NOTE: After reaming, add slight chamfer at contact between valve and seat is imperative if the
upper end of exhaust valve guide, and remove heat in the valve head is to be properly dissipated.
.c
any burrs which may have been caused by ream
ing operation. IMPORTANT: Before attempting to grind any
seat, valve port and valve seat must be free
ry
b. After reaming valve guide for oversize valve from any foreign deposits such as carbon,
stems, new seat must be cut in head to assure grease, etc. Valve guide must be thoroughly
perfect seating of new valve. Use same proce cleaned of carbon or dirt with a wire brush.
ra
dure to reseat the cylinder head as described These precautions permit proper centering of
later. the pilot in the guide.
2. Replacing Exhaust Valve Seat Rings. In cases where
exhaust valve seat ring is loose or damaged, the a. Install and expand valve grinder pilot until it is
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damaged ring may be replaced as follows: securely tightened in valve guide.
a. Assemble special exhaust valve seat insert re b. Use a 30 degree angle grinding stone (be sure
mover in cylinder head as shown in Figure 32. stone is trued properly) and grind intake valve
Press tool firmly against ring, then while holding seat. Proper angle for exhaust valve seats is 45
ar
tool with handle, tighten screw to expand tool degrees. After grinding, use dial indicator to
which will engage inner edge of ring. check concentricity of valve seat with pilot hole.
b. Insert driver through valve guide and into contact Seat should be concentric with pilot within 0.002
with tool. Strike driver sharply to drive ring out
cc
inch.
of counterbore in cylinder head. If preferred, a c. After grinding, seats that are too wide must be
slide hammer may be attached to threaded end of narrowed. Use a 15 degree stone to grind from
seat remover for use instead of driver shown in
Figure 32.
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c. Be sure that cylinder head is clean, particularly

the counterbore for inserts.
as
d. Pack new inserts in dry ice for a minimum of 15

minutes.
e. Preheat cylinder head by immersion in water at a Oil Holes
temperature of 180°F. to 200°F. Place cylinder Adjusting Screw
head on bench, blow out each insert counterbore
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with air, then lay chilled insert in counterbore

with valve side toward installer.
f. Using valve seat installer (fig. 33), insert pilot
end of tool into guide, then drive insert down
solidly into counterbore. This operation must be
done quickly while the valve seat inserts are Bore Dia.
cold. Due to extreme hardness of material, ex 0.7925"
haust valve seats should be finished with special 0.7935"
grinding equipment. Refer to "Reconditioning
Valve Seats" following:
3. Reconditioning Valve Seats. Reconditioning of valve
seats on high compression engines is very important T PM -6681
because seating of valves must be as near perfect
as possible in order to obtain the maximum power
and performance built into the engine. Another im- Fig. 34 - V a lv e Rocker Arm Assem bly

ENGINES 6-21
top of seat and 60 degree stone to grind from ASSEMBLING CYLINDER HEAD COMPONENTS
bottom of seat. Refer to Figure 31 for proper (ENGINE WITH VALVE ROTATORS)
width for valve seats,
d. Test valve for perfect contact with seat in cyl
Valve rotator assemblies should be lubricated with
inder head. This may be done by marking lines
engine oil before assembling to cylinder head. Keep
about 1/4" apart on face of valve with a lead
other components clean and apply S.A.E. 90 hypoid gear
pencil; then, insert valve in guide and with valve
lubricant on valve stems at assembly.
face contacting seat, give a half turn to the right
1. Place rotator (3) in counterbore at each valve guide
and a half turn to the left. When all pencil marks
as shown. Spring pilot on each rotator must be on
are removed and seat contacts valve at center of
top.
its face, grinding operation may be considered
2. Place spring (4) on rotator, then place valves in
satisfactory; if on the other hand, one or more
respective guides.
lines or pencil marks remain untouched or seat
3. Place spring cap (5) and exhaust valve spring (4) in
contacts valve face too near top or bottom, the
place on rotator (3) with close-coiled end of spring
valve or seat should be reground to seat valve
toward cylinder head. Compress spring and install
properly.
two valve keys (6). Be sure keys seat in groove in
m
4. Refacing Valves. Valves that are slightly pitted or
valve stem.
burned can be refaced to the proper angle, using
4. With spring cap (5) on intake valve spring, compress
suitable refacing equipment as follows:
spring sufficiently to permit installation of oil seal
co
a. Grinding wheel must be properly dressed to be
(7) in groove in intake valve stem. Install seal (7)
sure that it is true and smooth.
and two keys (6), then release spring. Be sure keys
b. Set chuck at a 30 degree angle for intake valves
seat in grooves in valve stems.
and 45 degree angle for exhaust valves.
c. Position valve stem in chuck. Take light cut
y.
VALVE ROCKER ARM S (Fig. 34)
from face of valve by passing grinding wheel
across valve until valve face is true and smooth.
1. Wash rocker arms, shaft, and bracket assemblies in
%
solvent. Oil holes in rocker arms must not be
NOTE: Care must be taken while grinding not
to remove too much stock from valve face. If it
should be necessary to reduce thickness of in
take valve head to 1/64 inch or less at outer
ar clogged.
2. Examine threads on adjusting screw which must be in
good condition.
br
3. If rocker arms are loose on shaft, disassemble and
edge of valve head to obtain smooth face, dis
measure bore through rocker arms which must be as
card valve and install new valve at assembly.
specified in Figure 34.
Exhaust valves should not be used if head at
4. Examine shaft for evidence of wear. Replace worn
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outer edge is less than 3/64 inch after refacing.
parts when assembling.
ar
d. Test valves for contact with seats in cylinder IMPORTANT: When installing new adjusting
head as previously directed under "Reconditioning screws in rocker arms, lubricate screw threads
Valve Seats" in this section. Correct widths for and threads in rocker arm with engine oil prior
valve seats are shown in Figure 32. to assembly.
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WATER PUMP OVERHAUL

si
GENERAL pry the seal seat out of impeller. Thoroughly clean

the impeller counterbore.
A heavy duty water pump (fig. 35) is used on all stand 4. Clean and inspect water pump components. In case
as
ard 401M and 478M engines. defective parts are found, a repair kit consisting of
Overhaul procedure for each type of water pump is shaft and bearing assembly, seal, and gasket is avail
given separately under respective headings. able.
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WATER PUMP ASSEMBLING WATER PUMP

(FOR 401M AND 478M ENGINES) 1. Be sure slinger (7) is in place on shaft. If necessary
to install new slinger press slinger against shaft
shoulder as shown.
DISASSEMBLY 2. Apply sealer in seal cavity in body, then press new
1. Support hub (1) on press and press the shaft out of seal assembly (3) squarely into place with seal
hub. flange seated against body.
2. Insert spacers between impeller (5) and pump body 3. Support pump body (6) solidly on press bed, then
(6) to support impeller while pressing shaft and press on shaft bearing outer housing to install shaft
bearing assembly (2) out of impeller and pump body. and bearing assembly in body. Bearing housing
Support body on press bed, then with arbor press must bottom in pump body.
and suitable driver, press on impeller end of shaft 4. Place neoprene seal on ceramic seat (4), then install
and remove shaft and bearing assembly (2). seat in the recess in impeller with neoprene seal
3. Drive seal (3) out of pump body. If seal seat (4) in bottomed in counterbore.
impeller is not in good condition, use a thin blade to 5. Support front end of pump shaft and press impeller

ENGINES 6-22
onto rear end of shaft.

a. The impeller (5) must be positioned so rear face
of impeller hub is 1.520 inches from mounting
flange surface on pump body (fig. 35).
6. While supporting rear end of pump shaft, press
pulley hub on front end of shaft to dimensions shown
in Figure 36. Note that the pump extended side of
hub (1) is toward bearing.
om
.c
ry
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Fig. 35 - Engine W ater Pump
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1. Pulley N ut 7. Engine Front
2. Key C over
3. Snap Ring 8. Seal Assembly
ar
4. Pump Body 9. Slinger

5. Pulley 10. Bearing and Shaft
6. Impeller Assembly
cc
ENGINE ASSEMBLY PROCEDURE

GENERAL fig. 37) are used to prevent oil leakage at sides of crank
si
shaft rear bearing cap and plugs (5, fig. 37) are used to
Procedures for assembling engine components are ar seal rear bolt holes. Installation of plugs and bearing
ranged in logical sequence and may be followed to as cap side seals is covered later under "Installing Crank
as
semble an engine which has been removed and completely shaft and Bearings."
disassembled. Many of the procedures are also ap
Seal Installation
plicable to reassemble parts removed from engine while
1. Position seal in groove in block, then use oil seal
installed in vehicle. Repair and build-up of subassem
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installer (J-8528) as shown in Figure 36, to pack seal

blies is covered in earlier paragraphs in this section.
firmly into place in groove.
CAMSHAFT INSTALLATION 2. In similar manner, install seal in bearing cap.
3. Using a sharp knife, cut off both ends of each seal
1. Apply S.A.E. 90 hypoid gear lubricant on camshaft
which project out of grooves.
bearing journals and lobes, then install camshaft and
gear assembly in bearings in cylinder block. CAUTION: When cutting off ends of seals, do
2. Attach camshaft thrust plate to cylinder block with not leave frayed ends which prevent proper seat
two screws. ing of bearing cap if ends should extend between
cap and cylinder block.
CRANKSHAFT REAR BEARING OIL SEAL
Crankshaft rear bearing oil seal consists of two pieces
INSTALLING CRANKSHAFT A N D BEARINGS
of special packing. One piece is installed in groove in Thoroughly clean bearings, crankshaft journals bearing
rear bearing cap and the other piece is installed in sim bores in block and oil holes in crankshaft to remove all
ilar groove in cylinder block. Crankshaft is knurled and cuttings and abrasive material.
polished at area contacted by oil seal. Side seals (1, 1. Place crankshaft bearing upper halves in respective

ENGINES 6-23
2. Lower crankshaft into place in crankcase, and with

bearing lower halves in place, position all crankshaft
bearing caps. Each cap, except rear, has the word
"FRONT’' cast at front edge of cap, and caps are
numbered from front to rear with numerals 1, 2, 3,
and 4 (fig. 49).
3. Lubricate all bearing cap bolts with S.A.E. #10 en
gine oil. Insert the 9/16-12 bolts into holes in bear
ing caps and start bolts into threads in cylinder
block.
4. Insert two 1/2-13 rear bearing cap bolts and start
threads into block.
5. Using torque wrench, tighten the 9/16-12 bearing
cap-to-cylinder block bolts to 130-140 foot-pounds.
6. Tighten the two 1/2-13 rear bearing cap bolts to 55
om
to 65 foot-pounds with torque wrench. Turn crank
shaft to check for binding in bearings, crankshaft
must turn freely with bearing cap bolts properly
torqued.
7. Dip the two bearing cap side seals in Diesel fuel oil,
then insert one seal into groove at each side of rear
.c
bearing cap. Figure 38 shows the correct position
when installing side seals. Note that the end of seals
which is chamfered goes toward top (bearing end) of
ry
cap, and narrow edge of side seals must mate with
narrow side of grooves in cap.
Fig. 36 - Installing Crankshaft Rear Bearing

O il Seal with Special Tool
ra
lib
Side Seal
Crankshaft Oil
Seal
Rear Bearing
ar
Cap
Bearing Cap
Rear Bolts CUT O F F E N D S O F P A C K IN G
C LEANLY A N D FLUSH W ITH SURFACE
Bolt Hole Plugs
c
Cylinder Block P O IN T
ic
ss
6
DIP SIDE S E A L S (1) IN DIESEL c
a
O IL A N D INSERT IN T O G R O O V E 3
IN C A P (3) AFTER C A P IS INSERT P L U G S (5) W ITH
INSTALLED. C H A M FE R O N END C A V IT Y T O W A R D BOLTS
O F SE A LS M U S T BE LO C ATED
cl
AT P O IN T S " A "
Fig. 37 - Sectional V ie w at Crankshaft Rear Bearing Seals

Fig. 38 - Bearing C ap Side Seal Position
1. Side Seal 4. Bearing C ap
2. Crankshaft O il Rear Bolts
Seal 5. Bolt Hole NO TE: When side seals are fully inserted, ex
3. Rear Bearing Plugs posed end will protrude approximately 0.030
Cap 6. C y lin d e r Block inch beyond surface of bearing cap. DO NOT
CUT OFF SIDE SEALS.
bearing bores in crankcase, then apply engine oil on 8. Install the two bolt hole plugs in rear bearing cap to
each bearing. Apply sealer on cylinder block area seal holes and prevent leakage. Figure 37 shows
contacted by crankshaft rear bearing cap (shaded sealing arrangement at crankshaft rear bearing and
area in fig. 37). cap.

ENGINES 6-24
TIMING IDLER GEAR A N D

SHAFT INSTALLATION (401M and 478M Engines)
NOTE: Refer to Figure 7.
1. Locate idler gear shaft (2) at cylinder block with
mounting bolt holes aligned.
2. Start bolts (4) with lockwashers, then with soft
hammer drive the shaft squarely into place. Shaft
pilot is light press fit in block.
3. Tighten shaft mounting bolts.
4. Turn camshaft and crankshaft so timing marks on
gears are toward idler gear shaft, then install timing
idler gear with timing marks on idler gear indexed
with marks on mating gears as shown in Figure 39.
m
Camshaft Gear 'Fuel Pump Eccentric
co
Dowel Pin
Bolt and
.
Retaining W asher
ry
Idler Gear
raFig. 40 - Cross Section at Camshaft and Fuel Pump Eccentric
Dowel Pin 1. Front C ove r 6. Spacer

2. C ylin d e r Block Cap 7. W asher
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3. C a p G asket 8. Fuel Pump Eccentric
4. Camshaft 9. Bolt
5. Camshaft Thrust Plate 10. W oodruff Key
ar
cc
Crankshaft Gear
F ig. 3 9 - Tim ing G e a rs and Fuel Pump Eccentric

Installed (401M and 478M Engines)
si
5. Install idler gear retainer plate and secure with two

bolts and lock plate. Tighten bolts and bend corner
as
of lock plate against one flat at each bolt head.

6. Block crankshaft to prevent turning, then with torque
wrench, tighten fuel pump eccentric bolt to 50 to
60 foot-pounds.
Pulley
cl
FRONT COVER INSTALLATION Installer]

Thrust
1. Place oil slinger (6, fig. 27) on crankshaft (if slinger Bearing TPM-6449
was removed) and install pulley key.
2. Install cylinder block cap (2, fig. 40) on top of cyl
inder block in front of valve lifter compartment, Fig. 41 - Tool for Installing Pulley or
using gasket between cap and block. Use flat steel Pulley Hub on Crankshaft
washer under each cap to block bolt.
3. Coat oil seal lip with engine oil, then place cover shown in Figure 42, or on some hubs and pulleys with
gasket at cylinder block. Install front cover assem straight bore, the cone is not used.
bly and tighten retaining bolts and stud nuts. 1. Clean seal area on crankshaft pulley or hub thor
INSTALLING CRA N KSH A FT PULLEY oughly and apply engine oil on surface contacted by
oil seal.
HUB A N D / O R PULLEY 2. Align keyway in pulley with key in crankshaft, then
Crankshaft pulley hub or pulley is held in place by key, start pulley or hub onto front end of crankshaft.
cone (on Tilt Cab Model vehicles), retainer, and bolt Assemble special installer shown in Figure 41, and

ENGINES 6-25
TWO-PIECE FLYWHEEL HOUSING

INSTALLATION
1. Locate flywheel housing over dowel pins in cylinder

block and install eight bolts and lockwashers. Tighten
bolts to 50 to 60 foot-pounds with torque wrench.
Figure 44 shows typical flywheel housing installed on
cylinder block.
m
co
Fig, 42 - Crankshaft Pulley Retaining Parts
turn nut with wrench to force pulley firmly into

place on crankshaft.
.
3. Remove installer, then referring to Figure 42, locate
cone (if used) at hub, and install retaining washer
ry
and bolt. Tighten retaining bolt with torque wrench
to 200 to 210 foot-pounds.
b ra
Fig. 4 4 - Typical Flywheel Bolts and Lock Plates
2. Use dial indicator in manner previously described

rli
and shown in Figures 18 and 19 to check for square

ness and concentricity at housing.
CORRECTING FLYWHEEL
ca
HOUSING MISALIGNMENT
If flywheel housing is misaligned as indicated by check
described in preceding paragraph, cause of misalignment
c
must be determined if possible, and necessary measures

must be taken to remedy the condition.
si
1. Remove housing from cylinder block and look for

dirt or burrs on mating surfaces which may prevent
housing from seating against cylinder block. Re
as
move dirt or burrs, reinstall housing and recheck

for misalignment.
2. If misalignment is due to distortion, or combination
of tolerances, try installing another housing from
service stock.
cl
3. When a selection of housings is not available, hous

ing bore may be aligned by removing dowel pins
Fig. 4 3 - Serial Num ber Plates on Flywheel (fig. 18) from cylinder block, then align housing by
H ousing and A dapter Plate shifting housing while held loosely in place by mount
ing bolts. If necessary, enlarge the mounting bolt
holes to permit additional movement.
APRON TYPE HOUSING INSTALLATION 4. When aligned, tighten housing bolts firmly, then ream
dowel pin holes to a convenient oversize and install
On engines equipped with one-piece, apron type hous oversize dowel pins.
ing, locate the flywheel housing over dowel pins at cyl
FLYWHEEL INSTALLATION
inder block and install attaching bolts and washers.
Tighten bolts to 50 to 60 foot-pounds. NOTE: On engines used with automatic trans
Use dial indicator in manner previously described and mission, instructions for installing flywheel are
typically illustrated in Figures 16 and 17 to check for included previously in connection with housing
housing alignment. installation.

ENGINES 6-26
1. Locate flywheel at crankshaft flange with mounting PISTON A N D CONNECTING

holes aligned. One hole is offset, and flywheel can ROD INSTALLATION
be installed in only one position.
2. Install flywheel on crankshaft flange using lock plate The piston rings for engines covered in this section
under each pair of self-locking bolts. A lock plate differ as illustrated in Figures 46 and 47, and proce
with a small hole for identification is used on odd dures for installing piston rings of various types are
spaced bolts. Refer to Figure 44. Six bolts are used given separately. The spreader tool typically illustrated
on 401M and eight bolts on 478M engines. in Figure 45 facilitates ring installation.
3. Tighten flywheel bolts to 100 to 110 foot-pounds. 1. 401M Engines (Fig. 47)
4. Mount dial indicator and check flywheel run-out at a. Referring to Figure 67, install all compression
machined surface. Refer to "Specifications" at end rings (2, 3, and 5) in respective grooves with the
of this section for run-out snecifications at flywheels. inside bevel toward top of piston as shown in in
set. These two compression rings are the same.
b. Install oil control ring (7) in bottom groove. Oil
control ring may be installed with either side
C O M PR ESSIO N upward.
m
RING 2. 478M Engines (Fig. 48)
a. Referring to Figure 48, place oil ring expander
in piston bottom groove and insert expander
co
locking wire into spring coil to hold ends of ex
OIL RING pander spring in alignment. Use ring spreader
(fig. 46) to spread oil ring and install oil ring
with expander groove toward top of piston.
y.
NO TE: Be sure the teflon sleeve is in place
on oil ring expander spring so ring gap will be
at center of sleeve when ring is installed.
PISTON RING
PISTON
ar b. Install 3rd compression ring (5) with bevel side
toward bottom of piston.
c. Install 2nd compression ring (4) wi.th scraper
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edge toward bottom of piston.
SPREADER
d. Install top compression ring (3) with the inside
bevel toward top of piston.
3. Installing Piston and Connecting Rod Assembly
li
Fig. 45 - Typical Use of Spreader Tool for a. Apply engine oil on piston pin and piston rings.
Installing Piston Rings Wipe cylinder bores with clean cloth and thor
ar
oughly coat cylinder bores with engine oil.

cc
1 Piston
2 Top Compression Ring
si
(Moly-filled)
3 2nd Compression Ring
as
(Inside Bevel)
4 3rd Compression Ring (Inside
Bevel, Reverse Twist)
5 3rd Compression Ring (Inside
Bevel)
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6 Cylinder Wall
7 Oil Control Ring (One-Piece
Flexible)
8 Top Groove Insert (Integral
with Piston)
T -2 6 9 2
Fig. 46 - Piston Ring Arrangement for 401M Engines
1. Piston 5. 3rd Compression Ring (Inside Bevel)

2. Top Compression Ring (M o ly -fille d ) 6. C ylin d e r W a ll
3. 2nd Compression Ring (Inside 7. O il Control Ring (O n e -P ie c e Flexible)
Bevel) 8. Top G ro o v e Insert (Integral with Piston)

ENGINES 6-27
gine oil, and assemble guide set (fig. 19) on con

1 Piston necting rod bolts,
Assemble With
Bevel Side d. Use a sleeve type piston ring compressor of type
Toward Top 2 Ring Insert illustrated in Figure 49 to install pistons and
of Piston (Integral with rings in cylinder bores.
Piston)
Assemble With 3 Top Compression DAMPER
Scraper Edge
Toward Bottom
Ring (Chrome
of Piston Faced)
4 2nd Compression
Ring
5 3rd Compression
Assemble With
Bevel Side
Ring (Inside Bevel
m
Toward Bottom Reverse Twist)
of Piston
6 Oil Ring Expander
co
Install Oil Ring With Expander 7 Oil Control Ring
Toward Top of Piston As Shown T P M -9 2 3 9
Fig. 49 - Engine Crankcase with Connecting Rods
and O il Pump Installed (401M Engine Shown)
Fig. 47 - Piston Ring Arrangement on 4 7 8 M Engine
y.
O il Inlet Screen and 4. 45° Elbow
1. Piston 3rd Compression Pipe Assy. 5. G ove rn or Line
2 . Ring Insert (Integral Ring (Inside Bevel Rod Identification 6. G asket
with Piston)
3. Top Compression Ring
4. 2nd Compression Ring
.
Reverse Twist)
6 O i l Ring Expander
7. O i l Control Ring
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3. Rod Identification
Numbers (1, 3 and 5)
7. G ove rn or Spinner
V a lv e Assy.
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Use necessary care to match numbers stamped on
connecting rods and caps (fig. 49) with cylinder numbers
(fig. 21). Odd numbers 1, 3, etc., are at left side of
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block and even numbers 2, 4, etc., are at right side.
Position the piston ring compressor over the piston
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rings, pushing the piston through far enough to assure

correct seating of oil ring in groove. Start piston into
cylinder bore and seat the ring compressor squarely at
cylinder block. When installing pistons in 401M en
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gines, be certain the ends of oil ring are butted together -

not overlapped; then with hammer handle force the piston
and rings into cylinder bore with a QUICK, FIRM, PUSH.
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C A U T IO N : The "quick, firm push" replaces

the method of gently tapping a piston into the
as
block. Tapping the piston into place could re

sult in the edges of ring slipping from beneath
the compressor and preventing entrance of the
ring into the bore. If entrance is accomplished
under this condition, the ring segments could be
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bent and cause improper ring function.

e. Using handle on guide set (fig. 5), pull connecting
rod firmly into contact with crankpin, then in
b. Stagger gaps in piston rings so that no two caps
stall cap and lower bearing half on respective
are closer than 30 degrees to each other. On connecting rod. Lubricate threads in nuts and on
401M engines, ends of oil ring must be located bolts with S.A.E. 10 engine oil, then install nuts
over a solid portion of the piston - NOT over a on connecting rod bolts. Side of nut having larger
slot. chamfer must be away from connecting rod cap.
NOTE: If rings are used which are designed Tighten bolt nuts to 55 to 65 foot-pounds with
for oil control in cylinders not reconditioned, torque wrench. Try moving connecting rod end
follow instructions furnished by piston ring wise on crankpin. Rod should move freely with
manufacturer. nuts tightened firmly.
c. Place connecting rod bearing halves in rod and C A U T IO N : Do not file or shim bearing caps to
cap. Lubricate the crankshaft journals with en obtain a fit. Select an insert which will provide

ENGINES 6-28
correct vertical clearance of 0.0010 to 0.0030 CYLINDER HEAD INSTALLATION

inch.
The cylinder head gasket surface on block and heads
OIL PUMP INSTALLATION must be clean. Same procedure is used to install either
Refer to Figure 49. cylinder head assembly.
1. Lubricate the valve lifters with special "break-in"
1. Place new oil pump to cylinder block gasket at
compound and insert lifters into lifter bores in cyl
mounting flange and insert pump drive shaft in
inder block (fig. 21).
socket in pump shaft, or if engine is inverted, set
2. Place cylinder head gasket on top of cylinder block
pump drive shaft in place at distributor. Start
with word "TOP" facing upwards. Dowels will locate
pump mounting bolts, but do not tighten.
gasket. If available, guide pins (fig. 51) may be
2. Install governor line between fitting in side of crank
temporarily installed in two cylinder head bolt holes
case and fitting on governor spinner housing at oil
to locate head as it is lowered into place.
pump. Before tightening governor line nuts, tighten
oil pump mounting bolts.
3. Using a new gasket, attach the oil inlet screen and
pipe assembly to oil pump body with bolts finger
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tight. Bolt holes in tube flange are large enough to
permit swinging suction tube to obtain dimension
shown in Figure 50.
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Fig. 51 - Installing C y lin d e r Head Assembly
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3. Set cylinder head in place on gasket with dowels in
block engaged with mating holes in cylinder head.
Install cylinder head bolts and draw head down
gradually. Finally tighten cylinder head bolts (see
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Section 6A, Fig. 9). Use final torque of 65 to 72

foot-pounds in tightening cylinder head bolts. A
crankcase ventilation valve (fig. 52) must be in place
in each cylinder head.
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ASSEMBLING VALVE OPERATING M ECHANISM
1. If valve lifters are not in place, a tool (fig. 4) de

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4. Check the rubber damper to be sure it is pressed signed for installing lifters with cylinder head in
into its mounting strap as far as possible. End of place may be used as shown to install valve lifters
damper should protrude approximately 3/4 inch be through push rod lifter holes in heads.
as
low surface of screen support as shown. 2. With valve lifters installed, set push rods in place in
Position the suction tube and screen assembly so end sockets in lifters.
of damper is 7-33/64 inch, plus or minus 1/32 inch, 3. Referring to Figure 52 assemble rocker arms (12)
from oil pan bolting surface on cylinder block. Take springs (7) and brackets (4) on rocker arm shaft (6),
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measurement without oil pan gasket. then install end brackets (1). Lubricate all moving
5. Tighten tube flange bolts securely, then recheck to parts with engine oil.
see that dimension remains as specified. 4. Place steel washer (9) on each bracket bolt (8), then
6. Install engine oil pan as directed below: locate rocker arm shaft and bracket assembly at
cylinder head and start bracket bolts into tapped
OIL PAN INSTALLATION (Fig. 49) holes. An end bracket bolt (13, fig. 52) with 5/16-
inch thread is used at one end of rocker arm shaft.
1. Install stud (if removed) at right side of crankshaft This bolt properly locates oil holes in shaft with
rear bearing cap. Be sure two hole plugs (5, fig. 35) respect to rocker arms. Back off adjusting screws
are in place. (2, fig. 53), then tighten bracket bolts evenly while
2. Place oil pan gasket at crankcase flange, then set holding adjusting screws in respective push rod
oil pan in place and install oil pan bolts and stud nut. sockets.
Tighten evenly and firmly.
3. Install oil pan drain plug using new copper gasket. NOTE: Same procedure is used to install
Tighten plug to 20 to 25 foot-pounds. rocker arms, shafts, and brackets at both heads.

ENGINES 6-29
Crankcase Ventilation Valve

FRONT
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Fig. 52 - Rocker Arms and Shaft Installed
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End Bracket 5. Intake M a n ifo ld 10. Exhaust M a n ifo ld
2 . Adjusting Screw 6. Rocker Arm Shaft 11 . Exhaust M a n ifo ld
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3. Push Rod 7. Spring Bolt Lock
4. Rocker Arm Shaft 8. Bracket Bolt 12. Rocker Arm
Bracket 9. Flat W asher
ra 13. Special Bolt
6. Install spark plugs using new gaskets and tighten to

23 to 27 foot-pounds with torque wrench and special
spark plug wrench. Be sure plugs are properly
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gapped.
7. Install rocker arm covers using new gaskets. Cor
rect torque for rocker arm cover bolts is 3 to 5
foot-pounds.
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8. Clean valve lifter and push rod cover gasket sur

faces preparatory to installing lifter cover.
N O TE: If new camshaft and valve lifters are
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installed in an old engine block, and whenever a

new replacement engine or partial engine is
used, a 1-pint can of "Break-in Compound for
New Engine Camshafts" should be poured over
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camshaft lobes and allowed to run down into

trough below camshaft and oil pan. Before
starting engine, add engine oil to proper level.
as
Do not drain crankcase containing "break-in"

compound until vehicle has been run 500 miles.
9. Install lifter and push rod cover and gasket and
tighten the cover screws evenly and firmly.
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MANIFOLD INSTALLATION
1. Install exhaust manifolds using new locks on each
pair of bolts. Tighten exhaust manifold bolts to 15
Fig. 53 - V a lv e Timing Diagram for 4 0 1 M and 4 7 8 M Engines to 20 foot-pounds and bend locks against bolt heads.
2. Install intake manifold using new gaskets tighten
5. Turn crankshaft to firing position at No. 1 cylinder bolts to 20 to 25 foot-pounds, using care to draw
and adjust valve clearance. Set intake valve clear manifold bolts down evenly.
ance to 0.012 inch, and exhaust valve clearance to 3. Install water manifold and outlet housing at front
0.018 inch. Adjusting screws are self-locking type. of engine and install cover plates and gaskets and at
Turn crankshaft to firing position on remaining cyl rear of cylinder heads.
inders and adjust valve clearance in manner pre
viously described. Use oil can and apply engine oil INSTALLING ACCESSORIES
on push rods and on valve stems where contacted by Refer to respective manual sections for information
rocker arms. on installation of such accessories as fuel pump, air

ENGINES 6-30
compressor, starter, generator, distributor and carbure push rod of No. 1 exhaust valve as engine is cranked
tor. slowly. When push rod rotates with finger pressure,
the 5 degree (center) mark on pulley should be at
VALVE T IM IN G CHECK pointer. This will be about 1 revolution from start
Valves must open and close in correct relationship to ing point. If push rod starts to rotate at any point
upper and lower dead-center of crankshaft as indicated between 10 degree mark and UDC #1 mark, the valve
in valve timing diagrams (fig. 53). When a check of timing is correct. Be sure to adjust exhaust valve
valve timing is necessary, following procedure may be clearance to 0.018 inch after performing the fore
used referring to markings at crankshaft pulley hub or going check.
pulley for determining upper dead-center on No. 1 cyl 5. If when checking valve timing, the push rod starts
inder. to rotate at a point either before the 10 degree mark
1. Remove left-hand rocker cover from cylinder head or after the UDC #1 mark, the camshaft (valve
to provide access to rocker arms at No. 1 cylinder. timing) can be considered "out of time.”
2. Turn engine clockwise (viewed from front of engine) To correct the timing, remove the engine front
to UDC #1 mark at crankshaft pulley on compression cover assembly, then align marks on sprockets or
stroke. Both the intake and the exhaust valve on No. gears as illustrated in Figure 39.
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1 cylinder will then be closed.
3. On 401M and 478M engines adjust valve lash on No. NO TE: When checking timing marks, (fig. 39),
1 exhaust valve (front valve) to exactly 0.054 inch. it may be necessary to turn crankshaft several
4. Turn engine clockwise until No. 1 exhaust valve opens revolutions to bring marks into position where
and begins to close, then with fingers try turning they will be indexed.
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ENGINE LUBRICATION SYSTEM
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Engine oil pan sump provides a reservoir for lubrica block. Oil passages carry oil under pressure to all
ting oil. Engine oil pump, driven by shaft which couples crankshaft, camshaft and connecting rod bearings. Pres
the oil pump to ignition distributor, is located in oil pan sure lubrication is also provided for valve lifters and
and is fitted with an inlet oil screen. Oil pump is high valve-operating mechanism at cylinder heads.
capacity, rotor type. Oil filter (when used) is bracket
mounted on left side at rear of crankcase. Filter ele
ra Cylinder walls and piston pins are lubricated by oil
thrown from connecting rod journals. Refer to Figure 54
ment is throw-away paper type. Oil from pump is dis for schematic illustration of engine lubrication system on
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charged through filter and into oil galleries in cylinder engine with gear-driven camshaft.
ENGINE TEST AND RUN-IN

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After engine has been rebuilt and all accessories in 6. Check ignition timing.
stalled, the unit should be given a preliminary run-in on 7. Using a tachometer, check governor performance on
a stand. After the unit is installed in vehicle, the same engines equipped with hydraulic governor. The chart
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procedures should be applied. below indicates proper performance:

1. Fill crankcase with proper grade of oil. Refer to
LUBRICATION SECTION. Gauge
2. Turn engine over several revolutions to determine Eng. Model No Load RPM Oil Pressure*
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if any parts are binding.

3. Start engine and run for approximately 15 minutes at 401M 3550-3650 18-22 psi
fast idle (600 to 700 rpm). During warm-up observe 478M 3350-3450 lS-22 psi
as
operation. On new or rebuilt engine, oil pressure

should be minimum of 20 pounds at idle speed, and ♦Oil gauge to be installed at tee in line between gover
50 pounds at governed or normal high operating nor spinner and slave unit at carburetor.
speed.
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NOTE: If the oil pressure does not check as

NOTE: On engines which have been in service
per the above specifications, this would indicate
for considerable length of time, the idle speed
that the governor spinner assembly should be
oil pressure may fall as low as 10 pounds with
replaced. If oil pressures do check with the
out detrimental effects.
above specifications and governor still does not
4. After engine has been warmed up, final tighten cyl operate properly, the slave unit at carburetor
inder head bolts to proper torque in sequence shown should be checked or replaced.
in section 6A, Figure 9, using wrench adapter
(J-8514). Adjust valves to proper clearance. 8. During run-in, inspect exterior thoroughly for oil
5. Check carburetor idling adjustment as instructed in and water leaks. Inspect intake and exhaust mani
FUEL SYSTEM (SEC. 6M). folds for leaks.

ENGINES 6-31
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as
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Fig. 54 - Engine Lubrication System
1. To Timing Chain and Sprocket 8. Rocker Arms

2. C y lin d e r Heads 9. O il Drain Back Holes
3. O il From Camshaft Front Bearing 10. O il Filter
4. Rocker Arm Shaft Front Bracket 11. O il Pump Inlet Screen
5. Rocker Arm Shafts 12. O il Pump
60 Rocker Arm Shaft Rear Bracket 13. Piston Pin Splash Lubricated
7. O i l From Camshaft Rear Bearing 14. Idler G e a r Shaft

ENGINES 6-32
V-6 ENGINE SPECIFICATIONS

N O TE: For Engine General Data and Tune-up Permissible Taper
Specifications, refer to Section 6M. At Main Bearing Journals ........................... 0.0003"
At Crankpins ............................................. 0.0003"
DIMENSIONS AND CLEARANCES Fillet Radii
(New Limits) At Main Bearing Journals.................... 0.110"-0.094"
At Crankpins.................................... 0.172"-0.156"
N O TE: Except as otherwise indicated, the di
mensions listed are applicable to all engines. Journal Runout at Intermediate Journals with
Crankshaft Supported at End Journals (Max.) . 0.0030"
CYLINDER BLOCK Allowable Runout at Flywheel Mounting
Flange (at 2" R ) .................................. 0.001" T.I.R.
Cylinder Bore (Std.)
4 0 1 M .............................................. 4.8741"-4.8779" CAMSHAFT AND BEARINGS (V-6 ENGINES)
4 7 8 M .............................................. 5.1241"-5.1279"
Camshaft Brg. I.D. (in Place)
Cylinder Bore Out-of-Round (M a x .).............. 0.0005"
No. 1 (F ro n t).................. 2.0583"-2.0593"
Cylinder Bore Allowable Taper.................... 0.0005"
2.0269"-2.0279"
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No. 2 .............................
Valve Lifter Bore I.D......................... 0.9905"-0.9915”
No. 3 ............................. 1.9957"-1.9967"
Bearing Cap to
No. 4 .............................. 1.8432"-1.8442"
Crankcase F i t ........... 0.0005" Loose-0.0030" Tight
Camshaft Journal Diameter
Cylinder Bore Selective Sizes
No. 1 (F ro n t).................................... 2.0573"-2.0563"
Size No. 401M Engine No. 2 ................................................ 2.0259"-2.0249"
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1 4.8741"-4.8744" No. 3 ................................................ 1.9947"-1.9937"
2 4.8744"-4.8747" No. 4 ................................................ 1.8422"-1.8412"
3 4.8747"-4.8750" Permissible Runout at Intermediate Journals
4 4.8750"-4.8753" with Camshaft Supported at Ends................0.0015"
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5 4.8753"-4.8756" Camshaft Bearing to Journal Clearance. . 0.001"-0.003"
6 4.8756"-4.8759" Camshaft End P la y ........................... 0.0045"-0.0085”
7 4.8776"-4.8779" Camshaft Thrust Plate Thickness . . . . 0.187"-0.185"
478M Engine
raCamshaft Drive
401M & 478M......................................... Gear Train
1 5.1241"-5.1244"
2 5.1244"-5.1247" TIMING GEARS
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3 5.1247"-5.1250"
Backlash (Between Mating Gears)......... 0.002"-0.004"
4 5.1250"-5.1253"
Gear Runout (After Installation)
5 5.1253"-5.1256"
Crankshaft G ear........................................... 0.002"
7 ....................................................... 5.1276"-5.1279"
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Camshaft G ear............................................. 0.002"

Crankshaft Main Bearing Bore (Less Idler G ear.................................................... 0.002"
Inserts) All Bores......................... . 3.325"-3.326" Idler Gear End Play (401M & 478M) . . . 0.002"-0.005"
Camshaft Bearing Bores Idler Gear Bushing I.D. (In Place) . . . 1.4005"-1.4015"
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No. 1 (F ro n t).................................. 2.1865"-2.1885" Idler Gear Shaft O.D........................... 1.3990"-1.3995"

No. 2 .............................................. 2.1552"-2.1572" Idler Gear Bushing to Shaft Clearance. . 0.001"-0.0025"
No, 3 .............................................. 2.1240"-2.1260"
No. 4 .............................................. 1.9715"-1.9735" CONNECTING RODS AND BEARINGS
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CRANKSHAFT AND BEARINGS I.D. at Large Bore with Cap Bolts

Tightened...................................... 3.0160"-3.0165"
Main Bearing Vertical I.D. (In Place)
I.D. of Bore at Upper End ................1.3125"-1.3135"
as
All Bearings....................................... 3.1260"-3.1276"

Piston Pin Bushing I.D. Installed . . . . 1.2401"-1.2405"
Vertical Thickness of each Main
Piston Pin to Bushing Oil
Bearing Half at Right Angle
Clearance...................................... 0.0001"-0.0006"
to S p lit-L in e ................................ 0.0992"-0.0995"
Std. Connecting Rod Brg. Half Vertical Thickness
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Crankshaft Bearing Material

(at right Angle to Split L in e)........... 0.1011"-0.1014"
401M & 478M ......................................... 400M (All)
Vertical Oil Clearance Between Rod Bearing
Bearing to Crankshaft Vertical Oil Clearance
and Crankpin..................................0.0010"-0.0031"
All B earin gs.................................... 0.0013"-0.0039"
Connecting Rod Brg. Material
Thrust Bearing W id th ....................... 1.5275"-1.5295"
401M, 478M.................................................... M500
Width Between Crankshaft
Rod End Play on Crankpin.................. 0.006"-0.011"
Thrust Faces ................................ 1.5325"-1.5355"
Connecting Rod Alignment
Crankshaft End P la y ......................... 0.0030"-0.0080"
Pin Hole Axis Must be Parallel in All Planes with
Crankshaft Main Bearing Journal O.D.
Axis of Large Bore w ith in ..................... 0.002" in 7"
Journals (Except R e a r ).................... 3.1247"-3.1237"
Rear Journal.................................... 3.1239"-3.1229"
PISTON AND PISTON PIN
Crankpin O.D....................................... 2.8112"-2.8122"
Permissible Out-of-Round At Standard Piston Diameter at Top of Skirt
Main Bearing Journals................................ 0.00025" (Measured at Right Angle to Piston Pin):
At Crankpins................................................ 0.00025" Standard Piston Selective Sizes (Production)

ENGINES 6-33
ENGINE SPECIFICATIONS (CONT.)

PISTON AND PISTON PIN Piston Ring Gap
Top Ring
Size No. 401M Engine
401M................................................ 0.024"-0.034"
1 4.8705"-4.8708"
478M................................................ 0.026"-0.036"
2 4.8708"-4.8711"
2nd Ring
3 4.8711"-4.8714"
401M................................................ 0.015"-0.025"
4 4.8714"-4.8717"
478M................................................ 0.017"-0.027"
5 4.8717"-4.8720"
3rd Ring
6 4.8720"-4.8723"
401M................................................ 0.015"-0.025"
7 4.8740"-4.8743"
478M................................................ 0.017"-0.027"
Oil Control Ring
478M Engine 478M................................................ 0.017"-0.032"
1 5.1199” -5.1202”
2 5.1202"-5.1205"
CYLINDER HEAD AND VALVES
3 5.1205"-5.1208"
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Valve Seat Angle in Head
4 5.1208"-5.1211"
Intake.................................................................. 30°
5 5.1211"-5.1214"
Exhaust ............................................................. 45°
6 5.1214"-5.1217"
Valve Seat Width in Head
7 5.1234"-5.1237"
401M Intake......................................... 0.035"-0.065"
Note: Piston sizes listed are dimensions when taken
Exhaust .................... ............... 0.085"-0.100"
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with pistons at Temperature of 70° to 75° F.
Service Pistons Exhaust Valve Seat Insert
Standard Sizes Available Use in Cylinders Marked Standard Insert O.D.
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1.................................................................. 1 or 2 401M, 4 7 8 M .................................... 2.003"-2.004"
3 .................................................................. 3 or 4 Fit of Insert in H ead.................. 0.002"-0.004" Tight
5.................................................................. 5 or 6
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7 ........................................................................... 7 Valve Guides (Integral with Head)
See applicable tabulation of standard piston sizes which I.D. Straight Ream (Std.)
are same for production and for service. 401M & 478M Intake....................... 0.3755"-0.3745"
Finished Pistons available in Exhaust.................... 0.4380"-0.4370"
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following O versizes..............0.005” , 0.020", and 0.040”
Valves
Piston Skirt to Cylinder Bore Clearance (At right angle
Intake Valve Stem O.D.
to axis of pin)
401M, & 478M................................ 0.3730"-0.3725"
4 0 1 M ................................................ 0.0033"-0.0039"
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Exhaust Valve Stem O.D.

4 7 8 M ................................................ 0.0039"-0.0045"
401M & 478M.................................. 0.4345"-0.4340"
Note: Fit Oversize Pistons with Skirt Clearance of
Intake Valve Stem to Guide Clearance
0.0030" to 0.0040" on all engines, the larger clearance
401M & 478 M ................................ 0.0020"-0.0030"
desired for the larger diameter bores.
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Exhaust Valve Stem to Guide Clearance

401M & 4 7 8 M ................................ 0.0025"-0.0040"
Piston Pin Hole Standard I.D. (in Piston)
Valve Lifter O.D................................ 0.9887"-0.9895"
Red Color C o d e ................................ 1.2403"-1.2404"
Valve Lifter to Bore Clearance......... 0.0010"-0.0028"
Green Color Code.............................. 1.2402"-1.2403"
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Piston Pin Clearance in Piston Boss . . . 0.0003"-0.0005"

Rocker Arms and Shaft
Piston Pin O.D. (Red Color Code)......... 1.2398"-1.2400"
Rocker Arm Shaft O.D........................0.7910"-0.7920"
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O v ers ize s .......................................0.001" and 0.002"

Rocker Arm B o re.............................. 0.7925"-0.7935"
Standard Piston Pin Available in Red Color Code Only
Bore to Shaft Clearance.................... 0.0005"-0.0025"
for Service Fit Standard and Oversize Pins as follows:
Valve Springs
Clearance in Piston........................... 0.0003"-0.0005"
Free Length.................................................... 2.270"
Clearance in Rod Bushing.................. 0.0001"-0.0006"
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Lbs. Load at 1.495"......................................... 196-212

Piston Ring Groove Width
Lbs. Load at 1.920"........................................... 76-84
Compression Ring Grooves
Outer Spring
Top Groove .................................. 0.0965"-0.0975"
Free Length .................................................. 2.67"
2nd Compression Ring Groove . . . . 0.0960"-0.0970"
Lbs. Load at 2.090".................................. 57 to 63
3rd Compression Ring Groove . . . . 0.0955"-0.0965"
Lbs. Load at 1.595"................................148 to 160
Oil (Bottom) Ring Groove................ 0.1885"-0.1895"
Valve Clearance (Lash)
Piston Ring Clearance in Groove
Intake (V-6 Engines)....................................... 0.010"
Top G roove....................................... 0.0030"-0.0055"
Exhaust ........................... ............................. 0.018"
2nd Compression Ring
401M.............................................. 0.0030"-0.0045"
VALVE TIMING (401M, 478M)
478M ........................................... 0.0025"-0.0040"
3rd Compression Ring....................... 0.0025"-0.0040" Intake O pen s............................................. 27° BUDC
Oil (Bottom) Ring Intake C loses............................................. 61° ALDC
401M..............................................0.0010"-0.0030" Exhaust Opens........................................... 82° BLDC
478M.............................................. 0.0020"-0.0035" Exhaust Closes........................................... 36° AUDC

ENGINES 6-34
V-6 ENGINE SPECIFICATIONS (CONT.)

ENGINE OIL PUMP ures shown are foot-pounds of torque with threads clean
and dry except as otherwise indicated.
Type .................................................................. Rotor
0.D. of Pump Shaft .............................. 0.6083"-0.6078" Item Ft.-Lbs.
1.D. of Shaft Bore in B od y.................... 0.6098"-0.6108" Connecting Rod B o lts ......................................... 55-65*
I.D. of Outer Rotor Cavity in Body . . . . 2.6300”-2.6340” Cylinder Head Bolts (6-Cyl. Engines)................ 60-65*
Depth of Rotor Cavity (V-6 Engines) . . . 1.1011"-1.1029" Main Bearing Cap Bolts (6-Cyl. Engines)
O.D. of Outer Rotor 2.6240” -2.6230" Main Brg. Cap Bolts (Except 1/2" Rear) . . . . 130-140*
Clearance Between Inner and Outer Rear (1/2" Bolts) ......................................... 55-65*
Rotors ..............................................0.0010” -0.0060" Flywheel Housing B olts....................................... 50-60
Clearance Between Rotors and Flywheel to Crankshaft B o lts ........................... 100-110
C o v e r ................................................0.0011"-0.0039" Intake Manifold End B o lt.................................... 20- 25
Exhaust Manifold End Bolt ........................... .. . 15-20
Relief Valve Spring Front Cover Bolts (6 Cyl. Engines).................... 22-27
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Free Length.......................................................2.72” Camshaft Thrust Plate Screw ........................... 6-8
Pounds Pressure @ 169".................................. 14.7-16.3 Oil Pump Cover Screws.................................... .. 10-15
Oil Pump to Block B o lt......................... .. 30-35
GOVERNOR SPINNER PARTS (When Used) Oil Filter By-Pass Valve P l u g ........................... 35-40
Rocker Arm Shaft Bracket Bolts......................... 20-25
0.D. of Pilot on Governor Spinner
Damper to Crankshaft Bolt (With Cone &
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S h a ft........................................... 0.3730"-0.3740”
Washer) ...................................................... 200-210
1.D. of Bore in Governor Spinner
Crankshaft Hub Bolt (Without Cone).................... 95-105
Cover ........................................... 0.3750"-0.3760"
Fuel Pump Eccentric B o lt.................................. 50-60*
T h ick n ess of G o vern o r Spinner Thrust
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Oil Filter Housing to Cyl. Block B o lts ................ 26-36
W a s h e r .................................................. . 0.040"-0.060”
Oil Filter Center Stud (When Used) ..................... 40-50
Spark Plugs ...................................................... 23-27
Timing Idler Gear Shaft Bolts ........................... 12-15
Recommended specifications for proper torque to apply
at points throughout the engine are as given below. Fig
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Oil Pan Drain Plug ........................................... 20-25
*Oiled with S.A.E. No. 10 Engine Oil.
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FUEL PUMP
OVERHAUL
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DISASSEMBLY for warpage at surfaces contacted by diaphragm.

Replace parts if damaged. Examine tapped holes for
1. Place mark on cover and body to assure assembly of
stripped or crossed threads.
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parts in correct relationship.

3. Inspect rocker arm for wear at point contacted by
2. Remove screws holding cover on pump body, then
link and also for wear at camshaft pad.
separate cover from pump body.
4. Replace springs showing evidence of corrosion, frac
3. Inlet valve can be pried from cover recess using
ture, or weakness. Rocker arm spring should always
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thin blade screwdriver.

be replaced since it is subject to constant action
4. Remove pump pulsator cover and diaphragm from
whenever engine is running.
cover, then press outlet valve from opposite side of
5. Remove stake marks from valve recesses of pump
as
cover. Remove valve gaskets.

covers.
5. After unhooking fuel diaphragm from rocker arm
link, pull diaphragm rod straight out to prevent dam ASSEMBLY
age to seal. Remove diaphragm spring. Remove 1. If rocker arm has been removed, place retainer and
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diaphragm rod seal from body. spring on seal in pump body, then insert diaphragm
6. If necessary to remove rocker arm and link assem rod through spring and seal. Assemble link in rocker
bly, rocker pin must be removed from pump body and arm, then insert link and arm assembly into pump
Jink assembly. Drive rocker arm pin and end plugs body and engage hook of link in slot of diaphragm rod.
(when used) from pump body and rocker arm assem 2. Align hole in link and rocker arm in pin hole in pump
bly, then remove link and arm. body using a dowel or similar object having diameter
slightly smaller than rocker pin. Force dowel back
INSPECTION (REFER TO FIGURE 1) out of pump using new rocker pin through opposite
When overhauling fuel pump the following parts should side of pump. Install new plugs, one each end of pin
always be replaced even though old parts appear to be in using a flat-end punch and a hammer.
good condition: Diaphragms, gaskets, valves, and rocker 3. Place valve gaskets into cover then press valves into
arm links. Inspect remaining parts as follows: cover. Use section of tubing having an outside dia
1. Make visual inspection of pump body for cracks and meter slightly smaller than valve outer diameter and
breakage. having inside diameter large enough to clear valve
2. Lay pump body and covers on flat surface to check inner cage. Press valves into cover recesses, then

ENGINES 6-35
1 Rocker Arm 9 Diaphragm Spring Seat

2 Rocker Arm Return Spring 10 Diaphragm Assembly
3 Actuating Lever 11 Valve Body and Fuel Cover
4 Pump Body 12 Valve Body and Fuel Cover
5 Arm and Lever Pivot Pin Screws
6 Oil Seal 13 Pulsator Diaphragm
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7 Oil Seal Retainer 14 Pulsator Cover
8 Diaphragm and Seal 15 Pulsator Cover Lock Washer
1 Retainer Spring 16 Pulsator Cover Bolt
____________________________________T-794
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Fig. 1 - Fuel Pump Components (Typical)
1. Rocker Arm 5. Arm and Lever Pivot Pin 9. Diaphragm Spring Seat 13. Pulsator Diaphragm
2 . Rocker Arm
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6. O i l Seal 10. Diaphragm Assem bly 14. Pulsator C over
Return Spring 7. O il Seal Retainer 11 . V a lv e Body and Fuel C over 15. Pulsator C over Lock
3. A ctu ating Lever 8. Diaphragm and Seal 12. V a lv e Body and Fuel Cover W asher
4. Pump Body Retainer Spring Screws 16. Pulsator Cover Bolt
stake cover (four places) around each valve.

ra SPECIFICATIONS
4. Depress and retain rocker arm to hold diaphragm
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level with pump body while cover screws are being FUEL FUEL STATIC
installed. Set cover assembly over fuel diaphragm ENGINE PUMP PUMP PRESSURE
with alignment marks (made when disassembling) on MODEL DIAPHRAGM TYPE MODEL P.S.I. (1)
cover and body matched.
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5. Install cover screws, and tighten until heads of screws 401M Single HE 5594777 5-6
just touch lock washers. Release and operate rocker
arm several times; then finally tighten cover screws 478M Single HE 5594777 5-6
firmly.
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6. Install pulsator diaphragm and cover to bottom of (1) At 16" above the outlet when pump is operated at
pump main cover. Tighten cover screws firmly. 1800 R.P.M.
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CARBURETOR OVERHAUL
(MODEL WWC FOR 401M AND M478 ENGINES)
as
Repair kit is available which contains all parts usually below the throttle flange, therefore care should
requiring replacement in an average overhaul. Refer to be exercised to avoid damage to the valves.
applicable parts book for repair kit part numbers.
1. Disconnect fast idle link accelerating pump link.
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To properly overhaul carburetor, special tools should

2. Remove three short screws, identification tag, and
be used by mechanic thoroughly familiar with carburetor choke control bracket, then remove the four long
overhaul procedures. Tools are listed at end of manual. screws and separate the carburetor assembly into
three basic groups shown in Figure 1.
NOTE: The "special screw" shown in Figure 1
DISASSEMBLY is located near center of carburetor. Use care
to avoid loss of pump check ball (12, fig. 3) when
Disassembly consists of separating the carburetor into handling main body assembly.
its three basic sections (fig. 1), namely the air horn
(upper section), main body (center section), the throttle AIR HORN DISASSEMBLY
body (lower section), and the disassembly of each of these
sections. Key numbers in text refer to Figure 2.
1. Remove pump piston (19) and spring (18), then re
NOTE: Throttle valves in open position extend move spring from piston.

ENGINES 6-36
Air Horn Assembly
Main Body Assembly 1 Choke Tube Holder

2 Short Screw
3 Identification Tag
4 Long Screw
5 Gasket
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6 Fast Idle Rod
7 Lock
8 Pump Operating Rod
9 Cotter Pin
Throttle Body Assembly 10 Gasket
*11 Breather Line
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12 Pump Piston
13 Choke Tube Holder (Lower)
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(*) Used on SP Models Only.
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T -18 81
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Fig. 1 - W W C Carburetor Basic G roups Separated (Typical)
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1. Choke Tube Holder 5. G asket 9. Cotter Pin

2. Short Screw 6. Fast Idle Rod 10. G asket
3. Identification Tag 7. Lock 11. Pump Piston
4. Long Screw 8. Pump Operating Rod 12. Choke Tube Holder (Lower)
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2. Using small wood block and suitable open end wrench, 5. Remove power jet and gasket (9 and 10), and remove
pry power jet piston (17) assembly out of air horn. main metering jets (11).
3. Remove cotter pin (1), then remove retainer (2), and 6. Passage plugs can be removed to permit cleaning fuel
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double-ended lever (4) together with spring (3), and passages in main body.
bushing (5).
4. Remove nut and lock washer (12 and 11), then remove GOVERNOR UNIT REMOVAL A N D DISASSEMBLY
as
lever (10) from choke shaft.

5. Remove nut and lock washer (15 and 14), then remove R e m o val
lever (13) from pump shaft (16). Key numbers in text refer to Figure 4.
6. Remove the screws (8) attaching choke plate (7), then 1. Remove cover screws, then remove governor housing
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remove plate from choke shaft (6). Withdraw shaft cover and gasket.
(6) from air horn. 2. Unhook and remove governor spring (5).
3. Remove lock (2), then remove screw and lock washer
M A IN BODY DISASSEMBLY (3) attaching lever (6) to throttle shaft. Remove
lever and link (6 and 8) from housing (9).
Key numbers in text refer to Figure 3. 4. Remove four housing to throttle body screws (7) and
1. With diagonal cutter-type pliers, remove secondary lock washers. Separate governor housing from throt
high speed bleeders (4) from cluster (6), then remove tle body and remove gasket.
screws (5) attaching cluster (6) and remove cluster
assembly and gasket (7). D isa sse m b ly
2. Invert main body (14) and catch check ball (8) as it Key numbers in text refer to Figure 5.
drops out of main body passage. Remove diaphragm cover screws and lock washers (22),
3. Remove fuel valve needle, seat, and gasket (13) from then remove cover (21), outer diaphragm (20), diaphragm
body (14). and rod assembly (19), and governor diaphragm spring
4. Remove spring (2), float axle (3), and float (1). (18) from housing (17).

ENGINES 6-37
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1. C otter Pin 11. Lock Washer
2 . Spring Retainer 12. N u t
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3. C hoke Overtravel 13. A cce lerating Pump
Spring Lever
4. Choke Lever 14. Lock W asher
5. Lever Bushing 15. N ut
6 . C hoke Shaft
7. C hoke Plate
16. Pump Shaft
17. Power Jet Piston
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.
8 Screws 18. Pump Piston
1. Float 8. A ccelerator Pump
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9. A ir Horn Spring
10 . Fast Idle Lever 19. Pump Piston 2. Float Spring Discharge C he ck Ball
3. Float A xle 9. Power Jet
4. Secondary H igh Speed 10. Power Jet G asket
NOTE: Governor unit components can be re Bleeders 11. M a in M etering Jets
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moved from carburetor while installed on engine 5. Cluster Attaching 12. Pump Inlet C he ck Ball
by first disconnecting breather line and hydraulic Screws 13. Fuel V a lv e N e ed le ,
pressure line (when used), then accomplishing 6. M a in Body Venturi Seat, and G asket
the pertinent steps in foregoing procedures. Cluster 14. M a in Body
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7. G asket 15. Passage Plugs

THROTTLE BODY DISASSEMBLY
Key numbers in text refer to Figure 6, unless other
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wise indicated.
1. Remove throttle driver assembly (12, fig. 5), which is
held to throttle body by two screws (13 and 14, fig. 5).
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2. Remove screw and lock washer (5) from end of throt

tle shaft, then remove throttle driver (6).
3. Mark each throttle plate (4) and each barrel, so
plates can be assembled in original positions when
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assembling carburetor. Remove the four screws (9)

which secure throttle plate to throttle shaft (7). Re
move plates from shaft, then move shaft (7) endwise,
remove retaining washer (1) and pull shaft (7) out of
throttle body (8).
4. Remove idle mixture screws and springs (11 and 10)
from throttle body.
Fig. 4 - G ove rn or Housing C over Removed
CLEANING, INSPECTION, AND REPAIR Showing Linkage (Typical)
CLEANING PARTS
1. C ove r G asket 6. Lever
Clean all metal parts thoroughly with carburetor clean 2. Lock 7. H ousing-to-Throttle
ing solution and rinse in dry-cleaning solvent. Blow out 3. Lever Screw and Body Screw
all passages in air horn assembly, main body assembly, Lock Washer 8. Link
and throttle body with compressed air. Be sure all car 4. Spring A nch or 9. Housing
bon deposits have been removed from throttle bore and 5. G ove rn or Spring

ENGINES 6-38
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T P M -8 39 2
1. C ove r Screw and Lock 7. G ove rn or Lever

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Fig. 5 - G o ve rn or Unit Components Disassembled (Typical)
13. Throttle D river Screw 19. G ove rn or D ia p h ra gn and Rod

2. C ove r 8. G ove rn or Spring 14. Special Screw Assembly
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3. C ove r G asket 9. H ousing-to-Throttle Body Screws 15. Throttle Body Assembly 20. O u te r Diaphragm
4. Lock 10. Spring A nchor 16. G asket 21. Diaphragm C ove r
5. Link 11. Fast Idle Screw and Spring 17. G ove rn or Housing 22. C o ve r Screws and Lock Washers
6. Lever Screw and Lock W asher 12. Throttle D river Assembly 18. G overnor Diaphragm Spring 23. C hoke Control Holder
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idle ports. It is advisable to reverse the flow of com

pressed air in all passages to insure that all dirt has been
removed.
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C A U T IO N : Never use a wire or drill to clean

out jets.
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INSPECTION
All parts included in repair kit should be installed,
as
regardless of apparent condition of old parts. Experience

has proven that these parts generally require replace
ment when overhauling carburetor and, by installing these
parts whenever carburetor is disassembled, subsequent
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failure may be avoided. Therefore, if repair kit is being

used, inspection instructions applying to parts included in
kit may be disregarded.
Discard old gaskets and use new gaskets when assem
bling carburetor.
Carefully inspect all other parts for damage, wear, and
deterioration. Inspect castings for cracks. If condition
of any part is in doubt, replace with a new part. Bear 1. Throttle Shaft 6. Throttle Driver
ings (2, fig. 6) can be inspected without removing them Retainer W asher 7. Throttle Shaft
from throttle body. Replacement of throttle shaft bear 2. Bearing Assembly 8. Throttle Body
ings and seal in throttle body is covered in "Repair" 3. Seal 9. Throttle Plate
below: 4. Throttle Plates Screws
5. Throttle Driver 10. M ixture Screw
REPAIR Screw and Lock Springs
Key numbers in text refer to Figure 6. Washer 11. Idle M ixture Screws

ENGINES 6-39
ure 7. Hold plates closed and tighten throttle plate

screws securely.
NOTE: Operate the throttle shaft and check
plates which must not bind in any position and
must close tightly.
4. Install throttle shaft driver (6) at end of throttle
shaft.
5. Install idle mixture screws and springs (11 and 10),
turning screws in lightly against seats, then backing
each screw out one complete turn.
6. Install throttle driver assembly on throttle body.
Special screw is used at bottom hole and serves as
stop for idle speed adjusting screw.
1. Throttle Body 4. Shaft Retaining Washer
2. Throttle Plates 5. Shaft Bearing Assembly GOVERNOR UNIT ASSEMBLY A N D INSTALLATION
3. Throttle Shaft 6. Seal
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Key numbers in text refer to Figure 5, unless otherwise
Throttle Shaft Seal Replacement indicated.
1. Using new gasket (16), install governor housing (17)
If throttle shaft bearings do not require replacement,
on throttle body (15). Tighten four screws (9) firmly.
the seal (3, fig. 6) can be replaced as follows:
Screws have lock washers which must be in place and
Use small flat blade to remove the seal from throttle
in good condition.
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body. Lubricate new seal, then install seal in space from
2. Refer to Figure 4 and install spring anchor at the #3
which old seal was removed, with the seal lip toward
position as shown. Attach link (8, fig. 4) to governor
bearing assembly.
lever as shown and retain with hairpin type lock.
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Insert link through hole in housing and attach lever to
Throttle Shaft Bearing Replacement
throttle shaft with screw and lock washer (3, fig. 4).
CAUTION: Do not remove throttle shaft bear ra Install governor spring (5, fig. 4). Spring hooks to
ings unless inspection indicates need for new pin on lever and anchor screwed into housing.
bearings, since bearings will be damaged in 3. Place spring (18) in housing, then assemble diaphragm
removing. assembly (19), outer diaphragm (20), and diaphragm
cover (21) at housing. The sleeve on diaphragm as
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Drive out each bearing (2, fig. 6) using suitable driver,
sembly (19) must fit over link (5) when assembled.
then remove seal from bearing bores in throttle body.
Install screws (22) to retain parts.
Lubricate new seal and install seal in bearing bores with
4. Use new gasket (3) and install cover (2) on housing.
seal lip pointing outward. Use a driver which will apply
Install choke control holder (23) on throttle body.
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pressure near outer edge of bearing casing when install

ing bearings. Press each bearing squarely into bores in ASSEMBLY OF M A IN BODY
throttle body with name on end of bearing outward. Press
bearings in until outer edge is approximately 0.040-inch
1. If they have been removed, install fuel passage plugs
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below outer surface of throttle body.

(15).
NOTE: Do not remove lubricant from new 2. Install main metering jets (11) using thin wall socket.
bearings. Install power jet (9) and gasket (10).
3. Place pump inlet check ball (12) in center channel in
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ASSEMBLY pump cylinder, and place pump discharge check ball

(8) in center passage in main body.
4. Use new gasket (7) and install main body venturi
as
ASSEMBLY OF THROTTLE BODY

cluster (6) in main body, attaching cluster with three
Key numbers in text refer to Figure 6, unless other
screws (5). Install two secondary high speed bleeders
wise indicated.
(4) in cluster.
NOTE: If throttle shaft bearings were not re 5. Insert float axle (3) through float lever, and locate
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placed, apply engine oil to each bearing assembly. float (1) in bowl with axle engaged in guide. Set
spring (2) in place.
1. Insert throttle shaft (7) through throttle body (8),
6. Install fuel valve needle, seat, and gasket (13).
using care not to damage seal (3) when installing
7. Set float level. Figure 8 shows use of float level
shaft.
gauge.
2. Place retainer washer (1) in groove in throttle shaft,
then move shaft endwise until washer is seated in ASSEMBLY OF AIR HORN
counterbore in throttle body.
3. Refer to marks made on throttle plates (4) at dis
1. Insert choke shaft (6) in air horn, locate choke plate
assembly and locate throttle plates at throttle shaft
(7) at shaft and install screws (8).
in respective bores. Loosely install throttle plate
screws (9) with heads at bottom (fig. 7). Rotate NOTE: Choke shaft (6) must be positioned so
throttle shaft to close plates, then check retaining threaded end is as shown in Figure 11 and choke
washer which must be a minimum of 0.002-inch in plate screw heads must be at top. Before tight
from outer surface of throttle body as shown in fig ening screws (8), close choke plate and align for

ENGINES 6-40
6. Place spring (18) on pump piston (19), then hook

piston rod eye on lever at accelerating pump shaft
( 16).
ASSEMBLY OF AIR HORN, M A IN BODY,
A N D THROTTLE BODY UNITS
1. Firmly support throttle body in manner to prevent
damage to throttle plates. Locate gasket (10) at
throttle body assembly, and gasket (5) at main body
assembly. Set main body assembly in place on
throttle body assembly, and use two short screws
(2) to temporarily hold main body in place. Position
air horn assembly on main body as accelerating
pump piston (12) is carefully guided into pump cyl
inder. Piston leather must not be creased and lip
must not be turned upward.
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2. With holes in all parts aligned, install long bolts (4)
Fig. 8 - Typical Use of G a u g e to C heck Carburetor and attach choke tube holder (1) and identification
Float Level on 4 0 1 M and 4 7 8 M Engines tag (3) as short screws (2) are installed. Tighten all
screws (2 and 4) evenly and firmly to seat the parts
best closing. When plate is aligned, tighten solidly.
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screws securely.
NOTE: The "special screw" (fig. 1) is not used
on early carburetors.
2. Install fast idle lever (10) (when used), using lock-
washer (11) and (12). 3. Install accelerating pump shaft lever (13, fig. 2) and
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3. Install choke lever bushing (5) on choke shaft, with secure with lockwasher and nut. Install accelerating
cut-out over pin in shaft. Place choke lever on pump rod (8) with lower end in hole at lever on
bushing, but leave lever clamp screw loose. Slide ra throttle driver assembly and upper end engaging
overtravel spring (3) and retainer (2) on choke shaft center slot in pump lever as shown in Figure 4.
with ends of spring engaging holes in bushing and Retain rod with cotter pin at lower end and flat
retainer. If cotter pin hole in retainer does not line washer and cotter pin at upper end.
up with hole in shaft, turn retainer to nearest hole 4. Install fast idle link (6), fitting the keyed end into
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(winding up spring), then turn retainer two more lever on choke shaft and lower end of link in slot in
holes and install cotter pin (1). fast idle cam. Install hairpin type lock to retain link
4. While holding choke plate open, locate the upper end at cam.
of choke lever (4) 37-1/2 degrees to left of vertical 5. Install choke control holder (23, fig. 5) at tapped
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(viewed from lever end of shaft), then tighten screw bosses on throttle body.
to lock lever to bushing. 6. Make fast idle screw adjustment and choke lever
5. Install power jet piston (17) in air horn assembly overtravel settings as described under "Carburetor
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and stake in place. Adjustments" in Service Section 6M of this manual.
6 B -T O R O -F L O W DIESEL EN GIN ES
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INDEX
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Page
G e n e ra l D e s c rip tio n T o r o - F lo w D ie s e l E ngines . . . 6-40
E ngine O v e r h a u l ............................................................6-45
D i s a s s e m b l y ............................................................6-45
A s s e m b l y ...................................................................6-74
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GENERAL DESCRIPTION
GENERAL Figures 1 and 2 show D478 engine with typical acces
sories installed, while Figure 3 is view of typical V-8
Chevrolet Toro-Flow Diesel truck engines are four engine, model D637. Cross section view of Toro-Flow
stroke cycle type of 60-degree, V-6 and V-8 design. engine is shown in Figure 4.
Fuel for combustion is injected directly into combustion Further details on construction of various components
area through hole-type nozzles -- one nozzle for each follow. The descriptions of the various components are
cylinder. Fuel injection pump has a single plunger with applicable to all of the engines in the Toro-Flow Diesel
distributor type hydraulic head. Pump is mounted be series: namely, D and DH478, and D and DH637 unless
tween cylinder heads and is driven from drive gear bolted otherwise indicated in text.
to engine camshaft gear.

ENGINES 6-41
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Fig. 2 - Typical D478 Toro-Flow Diesel Engine (L .H . V ie w )
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are precision bored to accept presized replacement
Fig. 1 - Typical D478 Toro-Flow D iesel Engine (R.H. V ie w ) bearings.
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Cylinder block and crankcase are drilled to provide
CYLINDER BLOCK A N D CRANKCASE the necessary lubrication passages to circulate oil
through the oil filter and carry oil to lubricate all bear
Integrally cast cylinder block and crankcase (fig. 5) ings and gears.
provide a rigid support for crankshaft, camshaft, and
balance shaft. Each of the crankshaft bearing caps is
ra Provision is made for cooling water passages com
pletely surrounding the cylinder barrels. Dowels in
secured to crankcase not only by the usual vertical bolts, cylinder block serve to locate cylinder heads, front cover,
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but also by two horizontal tie bolts with heads at outer and flywheel housing.
side of crankcase. Two additional bolts are installed
CRANKSHAFT A N D BEARINGS
vertically in cranksahft rear bearing cap to provide the
required strength to support rear end of crankshaft, fly Crankshafts are forged from fine grain steel, and are
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wheel and clutch. These two bolts are installed in re carefully balanced. All bearing surfaces are ground and
cesses in bearing cap. Neoprene plugs are inserted in polished. A separate crankpin is provided for each con
the holes after bolts are tightened. Plugs provide a necting rod. Pressure lubrication is provided to each
sealing surface for oil pan gasket and insure against oil main and connecting rod bearing. Main bearing journals
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leakage around the bolts. are also cross-drilled to insure ample lubrication to the
Bosses which support the camshaft and balance shaft crankpin under all conditions. Tufftride treatment of
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as
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R.H. VIEW OF TYPICAL V-8 TORO-FLOW ENGINE L.H. VIEW OF TYPICAL V-8 TORO-FLOW ENGINE
T-2112
F ig . 3 - V ie w s o f D 6 3 7 T o r o -F lo w D ie se l E n g in e A sse m b ly

ENGINES 6-42
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Fig. 4 - Sectional V ie w of Toro-Flow Diesel Engine
1. Starter 6. Fuel Injection Pump Assy. 11. O il Filter Assy.

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2. Piston 7. Camshaft 12. Engine O il Pump Assy.

3. M a n ifo ld s 8. Push Rod 13. O il Inlet Screen and Tube
4. V a lv e Rotator 9. C onnecting Rod Assy. Assy.
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5. Fuel Injection N o z z le Assy. 10. Balance Shaft and W eight Assy. 14. M a in Bearing C a p Belts
crankshaft insures maximum strength and durability. electric furnace cast iron. For 8-cylinder engines the
Crankshaft main bearings are of Delco Moraine M500, camshaft is of forged alloy steel. Cam lobes, oil pump
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steel backed, heat treated aluminum. Crankshaft No. 3 drive gear teeth, and bearing journals are hardened and
bearing in V-6 engines and No. 4 bearing in V-8 engines treated to provide maximum resistance to wear.
is flanged to mate with machined faces on crankshaft and Steel-backed bronze camshaft' bearings are pressed
limit crankshaft endwise movements. The thrust bearing into place in cylinder block and line reamed to provide
cap is positively located by two dowel pins (fig. 4). proper clearance at camshaft journals. Six-cylinder en
An asbestos rope type oil seal installed in grooves in gines have four camshaft bearings, while five are used
rear bearing cap and cylinder block prevents oil leakage in eight-cylinder engines. Slots in camshaft end journals
at rear end of crankshaft. To prevent oil leakage along serve to meter oil for lubrication of drive train and over
sides of rear main bearing cap, side seals of laminated head portion of valve operating parts. As soon as the en
asbestos sheet are inserted into grooves machined in gine is started, camshaft lobes dip in oil which accumu
sides of cap. A gear, keyed on front end of crankshaft, lates in reservoirs below the camshaft. Endwise
drives camshaft idler gear. movement of camshaft is limited by the thrust plate
installed between camshaft gear and front journal. Thrust
CAMSHAFT, BALANCE SHAFT, A N D DRIVE plate is bolted to front face of cylinder block. Camshaft
Camshaft for 6-cylinder engines is of special alloy, gear is mounted on front end of camshaft and retained

ENGINES 6-43
direction opposite to engine crankshaft rotation.

The balance shaft is hardened at areas which contact
the steel-backed bronze bearings in crankcase. Four
bearings are used in 6-cylinder engines, and five are
used on 8-cylinder engines.
Marks on front face of gears provide a positive means
for easily achieving accurate indexing of gear teeth to
assure correct camshaft and balance shaft timing.
Oil passages connected with main oil gallery supply oil
under pressure to lubricate and cool camshaft and bal
ance shaft bearing journals. Camshaft drive gear has
four tapped holes for mounting the injection pump drive
gear.
PISTONS, RINGS, A N D CONNECTING RODS
Pistons are permanent mold aluminum castings. All
pistons have three piston ring grooves above the piston
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pin. Two top grooves are for compression rings while
bottom groove is for oil control ring.
The top compression ring groove has a "cast in” ring
groove insert machined to accommodate the 15° keystone
type ring. The lower compression ring is taper faced on
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Fig. 5 - C ylin d e r Block and Crankcase for D/DH478, and taper faced, reverse twist on D/DH637
6 -C y lin d e r T oro-Flow Engine models. The oil control ring on 6-cylinder engines is
slotted, cast iron type with steel wire peripheral ex
pander, while 8-cylinder engines have steel circumfer
ry
by bolt and gear retainer.
Balance shaft is of solid construction with thrust plate ential type expander. Oil rings have two scraper edges.
and gear installed on front end. Excess oil, scraped from cylinder walls passes through
Six-cylinder engines have two balance weights on bal slots in oil ring and returns to crankcase through eight
ance shaft; while on 8-cylinder engines, four balance
weights are used. Three of the weights on 8-cylinder
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holes drilled through piston at bottom of oil ring groove.
The toroidal shaped chamber in piston head is so po
engine are clamped in place in the crankcase. The fourth sitioned as to receive the fuel spray from the injection
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weight is pressed onto front end of balance shaft and held nozzle.
in place by Woodruff key and tapered pin. Both weights Pistons are selected and marked according to size, so
used on the 6-cylinder engine are located in crankcase. that proper clearance can be assured when fitting pistons
Balance shaft is driven from engine crankshaft, through to cylinder bore. Cylinder bores are also marked ac
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gear train and end thrust is taken at thrust plate bolted cording to size. Seven different sizes of pistons and
to front face of cylinder block. Balance shaft rotates in cylinder bores are used and are identified by the numer
als 1, 2, 3, 4, 5, 6, and 7.
Full floating type piston pins are used. Pins are re
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tained by a flat snap ring at each end which seats in a

groove in piston pin boss.
Two slots or grooves in each piston pin boss admit oil
to lubricate the piston pin at pin bosses.
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The connecting rods have a steel-backed bushing

pressed into pin bore at upper end of connecting rod.
Splashed oil from connecting rod lower bearings lubri
as
cates piston pin and bushing at connecting rod through

oil hole in top of connecting rod and bushing. Connecting
rod bearing halves are locked in place by tangs which
engage slots in connecting rod and cap.
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CYLINDER HEADS A N D VALVE MECHANISM

Each engine has two identical cylinder heads of cast
iron alloy. Each cylinder head is held to cylinder block
by 14 heat-treated bolts on 6-cylinder engines, while on
8-cylinder engines 18 cylinder head bolts are used.
Valve guides are integral with cylinder head and one
intake and one exhaust valve is used at each cylinder.
Intake valve seats are machined in cylinder head. On D
and DH478, and D and DH637 engines special hardened
exhaust valve seat inserts are pressed into cylinder
heads. The seat inserts can be replaced if necessary.
Lower face of cylinder heads is milled and ground flat
for gasket. Combustion chambers are provided in ma
F ig . 6 - In ta k e M a n if o ld B a la n ce Tube (D / D H 6 3 7 ) chined cavity in each piston.

ENGINES 6-44
Wells for fuel injection nozzles are located toward in

side of the "V" and nozzles are mounted in near vertical
position.
Valves are installed with stems at right angles to head
gasket surface. Inner and outer springs are used on all
valves, and all valves are equipped with positive rotation
devices which are installed between valve springs and
cylinder head. Intake valves each have a seal installed
in a groove in valve stem to prevent oil from running
down valve stems and entering combustion chambers.
Operating mechanism for actuating valves consists of
mechanical type lifters at camshaft, tubular push rods,
and rocker arms mounted on hardened steel shaft. On
6-cylinder engines each rocker arm shaft is supported in
five aluminum brackets. Six aluminum brackets are used
on each shaft on 8-cylinder engines.
Oil for overhead mechanism is supplied by inter
om
mittent feed from camshaft journals through drilled
passages in cylinder block, cylinder head, and one of the
rocker arm shaft end brackets at each cylinder head.
Provision is made for attaching both the intake and ex Fig. 7 - Typical A ir C lea ne r and Crankcase
haust manifolds at outer side of each head. V e ntilation Hose Installation
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FLYWHEEL A N D FLYWHEEL HOUSING 1. Intake M a n ifo ld (L .H .) 6. Crankcase Venti lation
2. A ir Cleaner Support Hose
Flywheel is bolted to flange at rear end of crankshaft. 3. Hose Clam p 7. Intake M a n ifo ld (R .H .)
ry
Attaching bolts are self-locking type which seat on 4. A ir Intake Hose 8. Hose Connector
hardened steel plates. Eight bolts are used on engine 5. A ir C leaner Assembly 9. V a lv e Rocker Arm C over
flywheels. One flywheel mounting bolt hole is offset to
permit installing flywheel in only one position. Starter
ring gear is shrunk on flywheel.
ra
FUEL SYSTEM
With conventional transmission, the drive gear is Description and operation of the fuel system is covered
later in this manual under FUEL SYSTEM.
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piloted in bearing installed in bore at center of flywheel.
Flywheel housing on all engines is located by two dowel
pins in cylinder block, and is attached by bolts and lock ENGINE LUBRICATION SYSTEM
washers. A high output, rotor type, engine oil pump provides full
ar
pressure lubrication throughout the engine assembly.

MANIFOLDS Oil pump has an integral safety by-pass relief valve to
prevent excessive oil pressures. The oil pump, which is
Cast aluminum intake manifolds and cast iron exhaust driven from gear teeth machined on the engine camshaft
cc
manifolds are mounted at outer sides of cylinder heads, draws oil from oil pan sump through a fixed screened
and are attached by bolts and clamps. Exhaust pipes are inlet. Oil discharged from pump goes directly to the full
connected to outlet flanges on exhaust manifolds. flow oil filter.
On D and DH637 engines a balance tube (fig. 6) is in Means is provided for cooling engine lubricating oil
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stalled between the right and left intake manifolds. when required. The oil cooler is located in radiator
lower tank. Engine oil is carried through oil lines in
CRANKCASE VENTILATION SYSTEM stalled between inlet and outlet fittings at oil filter hous
as
ing and corresponding connections at radiator. Oil is

Removal of oil fumes, blow-by gases, and moisture circulated through oil filter and cooler by engine oil
laden air from crankcase is accomplished by ventilation pump. Relief valves located in oil filter and housing
system which provides a constant flow of air through in permit oil to by-pass filter or cooler and to flow into
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terior of engine. galleries in engine in case either of these units become

Three vent hoses (fig. 7) are installed between engine clogged.
and air cleaner which provides a slight vacuum to the Oil passages carry oil under pressure to all crank
hoses. shaft, balance shaft, and camshaft bearings. Cross drill
Largest hose is connected to crankcase at oil separator ing at each crankshaft main bearing journal assures am
pressed into block at rear of left-hand cylinder bank. ple lubrication to connecting rod bearings on crankpins
Two smaller hoses connect rocker arm covers to air under all conditions.
cleaner housing. Pressure lubrication is also provided to the valve
Gases and vapors, drawn from engine into air cleaner, lifters, and to rocker arms and shaft on each cylinder
pass through induction system and are burned in com head.
bustion chambers, from which they pass out through ex Cylinder walls and piston pins are lubricated by oil
haust system as exhaust gases. thrown off the connecting rod bearings. An oil hole
Fresh air enters crankcase through breather cap as through upper end of connecting rod and bushing admits
sembly installed on gear access cover located on top of oil for lubrication of piston pin bushing.
engine front cover. Shafts on which camshaft and balance shaft idler gears
CHEVROLET SERIES 70-80 HEAVY DUTY TCUCK SHOP MANUAL

ENGINES 6-45
are installed are also drilled to carry pressure lubrica ever is used).
tion to idler gear bushings. A trough cast integrally with the cylinder block below
External oil lines tapped into oil gallery in cylinder the valve filter compartment holds oil into which the
block carry engine oil for lubrication of fuel injection camshaft rotates.
pump and to the air compressor or vacuum pump (which- The oil filter element is the paper, throwaway type.
ENGINE OVERHAUL
For best accessibility and to facilitate overhaul pro the engine cylinder, and severely damage the
cedures the engine should be removed from chassis; engine if it should be cranked or started. A
however, most operations requiring only partial disas clean porous cloth tied over the intake manifold
sembly of engine may be performed with engine cylinder openings will permit engine to "breathe" if it
block remaining in vehicle. Lifting brackets are pro should be necessary to crank the engine, but will
vided at cylinder heads for attaching lifting equipment. prevent any foreign objects from falling into the
It is important to keep tools and surroundings clean manifold opening.
when working on engine. In most cases special tools are
om
illustrated. With engine removed from vehicle a special ENGINE DISASSEMBLY
repair stand should be used to support engine when Procedures for disassembling engine are presented in
making repairs. the logical sequence for completely dismantling the en
Engine accessories such as generator, air compressor gine.
or vacuum pump, power steering pump, etc., mounted on
MANIFOLD REMOVAL
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engine should be removed before starting to disassemble
the basic engine. Procedures for removal of fuel in NO TE: With engine in vehicle, the exhaust
jection pump, nozzles, and lines are included in FUEL pipes must be disconnected from exhaust mani
SYSTEM later in this manual. fold flanges before removing exhaust manifolds.
ry
The procedures given under "Engine Overhaul” are Air intake hoses and any brackets bolted to in
treated as though the engine were removed from the ve take manifolds must also be removed. On V-8
hicle; however, many of the operations may be accom ra engines, the balance tube and connecting hoses
plished without removing the cylinder block. (fig. 6) must be removed.
Due to variations in construction and types of acces
1. Bend lock away from each of the exhaust manifold
sory items used, no attempt is made to enumerate the
end bolts, then remove the short bolt attaching intake
specific steps which must be taken to provide access to
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manifold to cylinder head.
various engine components with engine installed. Unless
2. Remove the bolts and clamps holding manifolds to
otherwise stated, the overhaul procedures apply to both
cylinder head, then remove the intake manifold.
the 6-cylinder and 8-cylinder engines.
3. Remove the short bolt attaching exhaust manifold to
ar
C A U T IO N : Many of the service procedures on cylinder head, and remove the exhuast manifold and
the engine will necessitate the removal of air gaskets.
cleaner and/or the disconnecting of air intake
hoses. It is of utmost importance that precau- FUEL FILTER, FUEL INJECTION PUMP,
cc
tions be taken to prevent objects being dropped AND NOZZLE REMOVAL

into the intake manifolds, since these objects
Refer to FUEL SYSTEM covered later in this manual
could fall through an open intake valve, enter
for operations necessary to remove secondary fuel filter,
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injection nozzles and lines, and fuel injection pump as

sembly.
NO TE: It is not necessary to remove the in
as
jection pump assembly or nozzles to remove the

cylinder heads, but the high pressure fuel lines
and leak-off lines must be removed and the
openings plugged.
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VALVE OPERATING M ECH ANISM

REMOVAL (Fig. 8)
1. Remove covers from cylinder heads.
2. Loosen bolts attaching rocker arm shaft brackets to
cylinder heads. Bolts should be loosened in gradual
stages to relieve spring pressure from rocker arms.
3. Remove rocker arms, shaft, and brackets.
4. Remove push rods.
5. To remove valve lifters, remove lifter compartment
cover and gasket, then push the valve lifters out of
bores and remove through holes in top face of cyl
inder block after heads have been removed. Identify
lifters with respective bores, since lifter positions
F ig . 8 - V a lv e O p e ra tin g M e c h a n is m ( 6 - C y lin d e r E n gine ) should not be interchanged.

ENG INES 6-46
OIL PUMP A N D TACHOMETER DRIVE SHAFT 3. Remove cylinder head gaskets, and clean carbon de
HOUSING A N D DRIVE SHAFT REMOVAL posits from the pistons to make visible the size se
lection numbers on pistons (fig. 37).
NOTE: Whenever the oil pump and tachometer
drive shaft and housing are to be removed from OIL FILTER ASSEMBLY REMOVAL
engine, steps 1 through 6 below must be accom
The oil filter assembly (and oil cooler on some engines)
plished to assure installation of parts in original
is bolted at left side of cylinder block. To remove the
position - with gear teeth matched as in original
assembly, remove the attaching bolts, then remove filter
assembly.
with base (and oil cooler if used). Remove gasket. Cover
1. Remove left-hand rocker arm cover from engine. and oil cooler core must be removed to permit access to
While observing valve rocker arms at front (No. 1 stud nuts shown in Figure 10 when the engine has a filter-
cylinder) turn engine crankshaft to bring piston in mounted oil cooler.
No. 1 cylinder to firing position (both valves closed)
and "INJ" at pulley aligned with pointer in engine
front cover.
2. Disconnect tachometer drive shaft, or if tachometer
is not used, remove cap from drive housing.
om
3. Remove clamp bolt, washer, and clamp which secure
shaft housing to cylinder block.
4. While holding shaft and gear assembly down with a
suitable metal rod, lift the shaft housing out if its
bore in cylinder block. Referring to Figure 9 look
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for drive slot in the top of drive shaft. If no slot is
found (early engines without tachometer) use prick
punch or file to mark end of shaft.
ry
CENTER THE OIL PUMP DRIVE
H O U SIN G LOCATOR BETWEEN
THESE
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Fig. 10 - O il C oole r and Filter Housing
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M ACHINED A ttaching Parts (Some Engines)
SLOT IN OIL
SURFACE PUMP DRIVE GEAR
SHAFT 1. C ylin d e r Block 6. Housing
2. Stud Nuts and Copper G asket
Washers 7. M ounting Bolt and
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3. O i 1 O u tlet Fitting W asher

(To Turbocharger) 8. Filter Relief
4. Filter and C ooler V a lv e
cc
Housing 9. O il Inlet Fort

5. O il O utlet Port (From O il Pump)
PLACE MARK O N THIS SURFACE (To Engine)
OPPOSITE SLOT IN SHAFT (SEE TEXT) T- 2 1 1 0
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OIL PAN A N D OIL PUMP REMOVAL

Fig. 9 - Index M a rk s for Tachometer and
1. Remove drain plug from oil pan and drain oil out of
O il Pump D rive G e a r Replacement
crankcase.
as
2. Remove oil pan bolts and stud nut, then remove oil
5. On machined surface of block adjacent to bore place
pan and gasket.
a mark in alignment with the drive slot (or mark) on
3. Remove oil inlet screen and pipe assembly and
shaft. These marks are for use to assure correct
gasket.
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matching of gear teeth when assembling engine parts.

4. Remove two oil pump mounting screws from cylinder
6. Lift shaft and gear assembly out of block, then use
block, then remove oil pump assembly and gasket.
long nose pliers to reach into cylinder block cavity
The oil pump drive shaft will remove with the pump
and remove oil pump drive shaft from oil pump.
assembly if it has not been removed from above.
CYLINDER HEAD REMOVAL PISTON AND CONNECTING ROD REMOVAL
1. Remove bolts which attach each cylinder head to
1. Inspect top of cylinder bore for piston ring travel
cylinder block.
ridge. If ridge is present, use ridge reamer to cut
2. Remove cylinder heads.
out top of bore to provide smooth surface.
NOTE: If the fuel injection nozzles have not 2. Position crankshaft so a pair of connecting rods can
been removed from the cylinder heads, exercise be removed without interference, then remove nuts
care when handling cylinder heads to prevent from connecting rod cap bolts. Remove rod cap and
damage to nozzle tips which project below the bearing lower half, then install handle and protector
cylinder head surface. on rod bolt threads (fig. 11). Use light hammer to

ENGINES 6-47
3. Turn puller screw in against center plug and continue

to tighten puller screw to remove damper from
crankshaft.
ENGINE FRONT COVER REMOVAL

NOTE: The thermostat housing and engine
G U ID E SET water pump assembly may remain on front cover
during cover removal.
C O N N E C T IN G R O D
1. At rear side of engine front cover, remove bolts
C RA N KSH AFT
which attach cap to cylinder block and front cover,
then remove cap and gasket (fig. 36).
2. At front side of front cover assembly, remove the
bolts and washers which attach cover to cylinder
block.
3. Jar the cover loose with a lead hammer, and remove
om
the cover. Cover assembly must be lifted upward
sufficiently to clear the injection pump drive gear be
fore it can be moved forward.
FRONT 4. Remove gasket from surface of cylinder block or
front cover.
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GEAR TRAIN REMOVAL
Key numbers in text refer to Figure 70 showing V-6
engine.
ry
1. Remove four bolts (3) attaching injection pump drive
Fig. 11 - Removing Piston and C onnecting Rod Assembly
gear (2) to camshaft gear (1), then remove drive gear
ra ( 2 ).
drive on tool as shown to remove piston. Repeat
2. Bend lock plates (6) away from plate retaining bolts
procedure to remove each pair of pistons.
(11). Remove bolts (11) and gear retainer plates (10)
3. Install caps and bearing halves on respective rods
from idler gear shafts. Remove idler gears (7 and
referring to numbers stamped on side of each rod
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and cap (fig. 83). 14).
3. Gears (1 and 9) are keyed to respective shafts and
CRANKSHAFT PULLEY A N D DAMPER REMOVAL may remain on shafts until shafts are removed from
cylinder block. Crankshaft gear can be removed
NOTE: On some engines, the cooling fan is
from crankshaft with special puller illustrated in
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mounted on hub on front end of crankshaft. Re

Figure 5, with crankshaft either installedor removed.
move hub mounting bolts and remove fan mount
An arbor press should be used to replace camshaft
ing hub, then proceed to remove pulley and
gear (1) or balance shaft gear (9). Before the gear
damper as directed below:
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can be removed from V - 8 engine balance shaft, the

1. Remove bolts attaching crankshaft pulley to damper balance weight (fig. 44) must be removed.
ic
assembly and remove pulley.

NOTE: Use of equipment to replace crankshaft
2. Remove bolt and retainer washer from crankshaft,
gear, camshaft gear, and balance shaft gear is
then place center plug at crankshaft and assemble
covered later under respective heading in "In
ss
puller as shown in Figure 12.

spection and Repair of Engine Subassemblies.”
NOTE: Puller may not be required on late
engines. FLYWHEEL A N D HOUSING REMOVAL
1. Remove bolts and lock plates which attach engine
a
flywheel to flange on crankshaft, then remove fly

wheel assembly.
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2. If engine is mounted in repair stand which supports

the engine assembly at flywheel housing, remove
engine from stand, then remove housing to cylinder
block bolts and lock washers. Use lead hammer to
jar the housing loose from cylinder block. Flywheel
housing is located by dowel pins pressed into holes in
cylinder block.
REMOVING CRANKSHAFT A N D BEARINGS
1. Remove plugs (9) shown in Figure 84) which seal
rear bolt holes in rear bearing cap. Use 1/2-inch,
12-point socket to remove two rear bolts.
2. Remove the bearing cap side bolts, the heads of which
Fig. 12 - Tool A p p lic a tio n for Removing are located at outer sides of cylinder block as shown
Damper From Crankshaft in Figure 68.

ENGINES 6-48
m
. co
ry
Fig. 14 - Dowel Pins in C rankcase at
Crankshaft Thrust Bearing
ra Locks under weight bolt heads are used on V-6

engines. Special wedges (J-21674) are required
to expand weights and relieve clamping action so
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balance shaft can be removed.
Fig. 13 - Removing Thrust Bearing C ap with Special Tool 1. Remove balance shaft weight bolts from all weights.
2. Insert wedges in slots in balance shaft weights (fig.
42) and tap each wedge lightly to just relieve clamping
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3. Remove balance of bearing cap bolts and washers.

Then at thrust bearing cap, use bearing cap remover pressure of weights on shaft.
tool and slide hammer in manner shown in figure 13 3. At front of cylinder block, remove the two bolts and
to remove the bearing cap. This cap is located by washers which secure balance shaft thrust plate to
cc
dowel pins shown in Figure 18 and must be pulled block, then remove balance shaft, by pulling shaft
straight out of block to avoid bending or loosening forward through bearings and removing weights from
dowel pins as well as to prevent damage to thrust crankcase as each one drops off shaft.
faces on main bearing halves. 4. On V-8 engine remove spacer plate (5, f ig. 42) from
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4. At other bearing caps, if necessary, use a round bar balance shaft and gear assembly.
in bolt hole to work cap out of block; or the tool and
slide hammer (fig. 13) may be employed at all except CAMSHAFT REMOVAL
as
rear bearing cap.

5. With the caps removed, lift crankshaft straight out of 1. Remove thrust plate attaching bolts and lock washers
cylinder block assembly to prevent any binding which at front end of camshaft. Turn gear as necessary to
could damage thrust faces on thrust bearing. align holes in gear with bolts.
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6. Remove bearing upper halves from cylinder block and 2. Carefully pull camshaft assembly forward to remove
lower halves from bearing caps. Tag each pair of from cylinder block. Do not damage bearings.
bearing halves, so they may be reinstalled in original 3. After inspection of camshaft and gear, if it should be
positions. necessary to replace gear, thrust plate or camshaft,
refer to "Camshaft Gear Replacement" covered later
BALANCE SHAFT REMOVAL under "Inspection and Repair of Engine Subassem
blies."
NOTE: Balance shaft cannot be removed from
cylinder block until bolts which secure weights NOTE: For camshaft bearing removal refer to
to the balance shaft have been removed. Self "Camshaft Bearing Replacement" under "Inspec
locking bolts secure the weights on V-8 engines. tion and Repair of Engine Subassemblies."'

ENGINES 6-49
INSPECTION AND REPAIR OF ENGINE SUBASSEMBLIES

This section contains procedures necessary to clean,
inspect, and repair the various subassemblies which
were removed during engine disassembly. Procedures
include the reassembly of various components into sub-
assemblies ready for use in engine build-up.
Reference should be made to "Engine Specifications"
at end of this section for various dimensions of new parts
in order to determine extent of wear on various
components.
CYLINDER BLOCK
CLEANING
Use suitable cleaner or solvent to remove all deposits
from inside and outside of crankcase and cylinder block.
m
The plugs shown in Figure 15 can be removed from rear
of block to permit cleaning of oil galleries. Plugs are
Fig. 16 - C h e ck in g C ylin d e r Bore with Microm eter
also used at front of block to close opposite ends of
co
to Determine Extent o f Taper and O u t-o f-R o u n d
drilled galleries.
HOLE of-round condition. If cylinder bores are worn, scored,
tapered or out-of-round in excess of specified limits,
block should be rebored to accommodate oversize pis
y.
tons. Finished pistons are available in 0.005, 0.020, and
0.040 inch oversize. To determine dimensions to which
cylinders should be rebored, add amount of oversize to
ar
standard cylinder bore dimensions. Use conventional
equipment for reboring cylinders. After boring, finish
cylinders with 350 grit hone, then wash and scrub with
brush, using hot soapy water.
br
C A M S H A F T B EA R IN G :
B O R E PLUG O IL G ALLER Y Additional details on how to fit pistons are given later
HO LE PLU G S under the heading "Fitting New Pistons." Refer to "En
gine Specifications" at end of this section for standard
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D O W E L P IN # * * \ sizes of cylinder bore and pistons.

Lifter Bores. Examine lifter bores for scoring and
B A L A N C E SH A FT wear. Bores must be clean and smooth and allow free
ca
BO RE PLUG movement of lifters. If lifter to bore clearance exceeds

limits given in "Specifications," measure diameter of
lifter bores and outside diameter of lifters. Replace
parts as necessary to correct excessive clearance. It
is recommended that camshaft, all lifters and oil pump
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drive gear be replaced if any defective parts are found.

Fig. 15 - Plugs at Rear End o f C y lin d e r Block Core Hole Plugs. Examine hole plugs in sides and in
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rear end of cylinder block. Plugs at rear end of balance

shaft and camshaft bearing bores are replaced if bearings
NOTE: For access to left-hand valve lifter
are replaced. Plugs must be tight to prevent oil leakage.
as
gallery rear plug, the small cup type hole plug

must first be removed. Plug in inset in Figure Sound out core hole plugs by tapping with a hammer.
If plugs are deteriorated due to corrosion they will col
15 serves as an oil baffle, but can be removed
lapse or loosen when tapped with hammer. Defective or
if necessary to clean the crankcase ventilation
loose plugs must be replaced. When installing new plugs,
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passage in crankcase.
coat edge of core hole plug with sealing compound and
Clean passages thoroughly using suitable wire brush drive plugs in squarely.
or prod. Use compressed air to clean oil and water Dowel Pins. Examine two flywheel housing dowel pins
passages after loosening deposits with brush. Make sure at rear surface of cylinder block for looseness or dam
oil passages from main oil gallery to cranksahft bearings age. Loose or damaged dowel pins must be replaced.
and passages between crankshaft bearings and camshaft Note condition of the two bearing cap dowel pins (fig.
bearings and balance shaft bearings are clean and un 14) in thrust bearing cap seat in cylinder block. Pins
obstructed. Clean the oil drain holes which return to must be tight in block and not bent.
crankcase the oil which lubricates overhead valve mech
anism and camshaft. CAMSHAFT BEARINGS
INSPECTION A N D REPAIR OF CYLINDER BLOCK
INSPECTION
Cylinder Bore Reconditioning
Examine cylinder bores for scoring. Use dial indi Visually inspect each camshaft bearing for scoring,
cator (fig. 16) to check cylinder bores for taper and out- wear, or looseness.

ENGINES 6-50
Measure I.D. of camshaft bearings and compare with

O.D. of corresponding camshaft journal. If excessive
wear is indicated, replace camshaft bearings. fi
J -2 1 0 9 9 -4
?)
J - 2 1 0 9 9 -6
e
J -2 1 0 9 9 -1 3
p
J -2 1 0 9 9 -7 J -2 1 0 9 9 -5
CAMSHAFT BEARING REPLACEMENT

J -2 1 0 9 9 -1 1 ^ ^
J - 2 1 0 9 9 -8 J -2 1 0 9 9 -1 2 J -2 1 0 9 9 -2 5
Pre-sized camshaft bearings are available for service J ________
replacement for all engines. These bearings provide
J -2 1 0 9 9 -9 BOLT A N D W A SH ER
proper fit when installed without reaming.
T O O L IT EM S U S E D O N V - 6 E N G IN E S
Special tool set (J-21099-15), (fig. 17), is required to
remove camshaft bearings and to install new bearings.
J - 2 1 0 9 9 -1 0
Various items referred to in text are identified by re J - 2 1 0 9 9 -2 4
spective tool numbers in Figure 17. T O O L IT E M S U SED W IT H V - 6 T O O L T O REPLACE
V - 8 C A M S H A F T B E A R IN G S m iu
N O TE: All camshaft bearings can be pulled
forward through the block by using the slide
hammer (J-2619) instead of the driving button Fig. 17 - Tool Set for Replacing Camshaft Bearings
om
(J-21099-11). Use same adapters for this

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ry
BEARING NO. 1 BEARING NO. BEARING NO. 3
J-21099-12
J-21099-11
"C" Washer
Driving Button
J-21099-12
J-21099-11
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"C " Washer
Driving Button
J-21099-11
J-21099-13
Driving Button
Front Pilot
J-21099-25 Pilot J-21099-13 Front Pilot J-21099-9 Shaft
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J-21099-9 Shaft J-21099-9 Shaft
BEARING NO. 4 N O T E : The tools used to remove camshaft rear bearing may be
either of the following sets depending on whether or not
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the flywheel housing is on cylinder block.
With Flywheel Housing Installed With Flywheel Housing Removed

(Engine in Vehicle - Pull Bearing Forward) (Drive Bearing Rearward)
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J-21099-8 Washer J-21099-7 Adapter

J-21099-13 Front-Pilot J-21099-13 Front Pilot
J-21099-9 Shaft J-21099-11 Driving Button
ss
J-2619 Slide Hammer J-21099-9 Shaft
FOR INSTALLING CAMSHAFT BEARINGS

a

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J-21099-7 Adapter J-21099-6 Adpater J-21099-5 Adapter
J-21099-9 Shaft J-21099-9 Shaft J-21099-11 Drive Button
J-21099-11 Drive Button J-21099-11 Drive Button J-21099-9 Shaft
J-21099-12 “ C” Washer
BEARING NO. 1 NOTE: Before beginning cam

shaft bearing instal
Tool No. Tool Name lation, use suitable tool
J-21099-4 Adapter to break sharp corners
J-21099-25 Pilot and provide chamfer on
J-21099-11 Drive Button forward edge of each
J-21099-9 Shaft bearing bore.
J-21099-12 "C" Washer
CHEVROLET SERIES 70-80 HEAVY DUTY 1RUCK SHOP MANUAL

ENGINES 6-51
Shaft A d ap te r C -W a sh e r
(J-2109 9-9 ) (J -2 1 0 9 9 - 4 ) ^ ^ (J -2 109 9-1 2)
\z □cmp
/B
Pilot (J-21099-25)
C am shaft
Front Bearin g
D riv in g Button
(J-2 109 9-1 1)
V IE W A - R E M O V IN G No. 1 B E A R IN G
D riv in g Button
o m
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Fig. 18 - Removing Camshaft Bearings from V-6 Engine Using Tool Set ( J - 2 1099- 15)
ry
method as would otherwise be used for driving collapse the front bearing to permit removal through
bearings out, except when removing front (No. 1) opening in valve lifter compartment.
bearing use adapter (J-21099-5) instead of ra 2. Remove No. 2 camshaft bearing with shaft, driving
adapter (J-21099-4). Adapter (J-21099-4) can button, and "C " washer in same manner as described
not be used behind front bearing due to lack of in step 1 for removing No. 1 bearing except as
space. follows:
Insert front pilot (J-21099-13) into No. 1 bearing bore
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The procedure which follows is required to replace as shown in view B, Figure 18, and use adapter (J-21099-
the camshaft bearings. Refer to charts on following 5) to drive No. 2 bearing out toward rear.
pages which list tools for each operation, both for 6- 3. Remove No. 3 bearing with equipment shown in view
cylinder and 8-cylinder engines. It is recommended B, Figure 18. Attach adapter (J-21099-6) to end of
ar
that all camshaft bearings be removed before installing shaft with bolt and washer and drive bearing out
any of the new bearings. toward rear.
Since procedure for replacing camshaft bearings dif 4. If engine is in vehicle, the No. 4 camshaft bearing
fers somewhat between 6-cylinder and 8-cylinder en must be removed toward front. Washer (J-21099-8)
cc
gines, the replacement instructions for each type engine

are covered separately.
Chamfered Edge Toward Rear (All Brgs.)
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C a m s h a f t B e a r in g R e m o v a l ( 6 - C y lin d e r E n g in e s )
Split at Top
1. Insert adapter (J-21099-4) in camshaft No. 1 (front)
bearing, then with "C " washer (J-21099-12) in groove
as
in shaft (J-21099-9) and driving button (J-21099-11)

screwed into front end of shaft, drive out front bear
ing (view A, fig. 18). Use hammer and chisel to
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S lid e H a m m e r
(J-2 6 1 9 )
Install Front Bearing 0.010-0.030 Inch

T -7 0 8 -1
Beyond Front Face of Block. Locate Other
Bearings Flush With Front of Bore.
Fig. 19 - T yp ical Use of Equipment to Remove Camshaft
Rear Bearing with Flywheel Housing Installed Fig. 20 - Camshaft Bearing Installation (V-6 Engine Shown)

ENGINES 6-52
V IE W A - IN ST A L LIN G No. 3 B EA R IN G
Shaft (J-21099-9) No. 2 Pilot Adapter D riving Buttorii
m
(J-21 0 9 9 -2 5 ) (J-21099-4) (J-21099-11)
/
11
o
C-W asher
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(J-21099-12) T -2 1 1 7
V IE W B - IN ST A LLIN G No. 1 B EA R IN G
ry
Fig. 21 - Installing Cam shaft Bearings in V - 6 Engine U sing Tool Set (J—21099-15)
5. Referring to Figure 21, place pilot (J-21099-25) in

(fig. 17), is placed behind rear bearing after plug
is removed, and shaft is inserted through front pilot
ra No. 2 bearing. Place No. 1 bearing on adapter
(J-21099-4), then slide adapter on shaft. Chamfered
(J-21099-13) and bolt with plain washer is used in
anchor washer to end of shaft (fig. 19). Use slide edge of bearing must be toward rear. With "C"
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hammer (J-2619), attached to front of shaft, to pull washer (J-21099-12) in groove in shaft and drive
rear bearing forward out of bore. button on forward end of shaft, drive No. 1 bearing
If flywheel housing is removed from cylinder block the into place. Pilot (J-21099-25) in No. 2 bearing
rear bearing may be driven rearward in same manner as serves to center the shaft so bearing is held square
ar
shown for removing No. 3 bearing by attaching adapter with bore as it is driven into place. Front edge of
(J-21099-7) to rear end of shaft and using driving button front bearing should be located 0.010 to 0.030 inch
(J-21099-11) on front of shaft. beyond (to rear of) cylinder block front face.
cc
IMPORTANT: Be sure to remove from cyl

Camshaft Bearing Installation (6-Cylinder Engines)
inder block any shavings or metal particles
Refer to Figure 20 and install camshaft bearings
which may have resulted from the bearing in
squarely from front of block. Note that split in all bear
stallation procedure. Also recheck each bearing
ings must be on top, chamfered end must be toward rear,
si
position to see that the split in each bearing is

then the oil holes will be in positions shown. Install rear toward top of cylinder block as shown in Figure
bearing (No. 4) first; then follow with No. 3, No. 2, and
No. 1.
20 .
as
1. Use suitable tool to provide smooth chamfer at for Removing Camshaft Bearings (8-Cylinder Engines)
ward edge of all bearing bores. Be sure all oil
NOTE: The chart accompanying lists tools and
passages are clean. Dip bearings in light engine oil
numbers used required for removal and instal
prior to installation.
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lation of each camshaft bearing.

2. Locate camshaft No. 4 service bearing at bore in
cylinder block. Be sure split in bearing is on top 1. Insert pilot (J-21099-25) through front bearing and
and chamfered end of bearing is toward rear. Use into No. 2 bearing to pilot the shaft while: driving out
adapter (J-21099-7) on rear end of replacer shaft front bearing. Place adapter (J-21099-20) in front
and insert front pilot (J-21099-13) in No. 1 bearing bearing, then with driving button at front end of
bore. With driving button on front end of shaft, shaft (J-21099-9) insert shaft through adapter and
drive the bearing in so front edge of bearing is flush pilot. Insert "C" washer (J-21099-12) in groove in
with front face of bore. shaft, then with hammer drive No. 1 bearing out of
3. Install No. 3 bearing in cylinder block in same man bore. Use hammer and chisel to collapse the front
ner as previously described for installing No. 4 bearing so it can be removed through opening in
bearing, except use adapter (J-21099-6) to drive valve lifter compartment. Arrangement of tool is
bearing into place. shown in View "A " of Figure 22.
4. To install No. 2 bearing, use adapter (J-21099-5) 2. Place adapter (J-21099-4) in No. 2 camshaft bearing.
and "C " washer (J-21099-12) on shaft to drive bear Slide front pilot (J-21099-13) on shaft (J-21099-9)
ing into place. and place "C” washer (J-21099-12) in groove in

ENGINES 6-53
PILOT (J-21099-25) C-WASHER (J-21099-12)
NO. 1 BEARING
Eg
\ -/
/TS I
ADAPTER DRIVING BUTTON
SHAFT (J-21099-9) (J-21 099-24) (J-21099-11)
VIEW A - R E M O V IN G NO. 1 BEARING
om
.c
ry
VIEW B -R E M O V IN G NO. 5 BEARING T-2118
Fig. 22 - Removing Camshaft Bearings from V - 8 Engine Using Tool Set (J—21099—15)
ra
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ar
cc
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as
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Fig. 23 - Installing Camshaft Bearings in V - 8 Engine Using Tool Set (J—21 09 9-1 5)
shaft. Insert shaft through adapter to bring "C" 4. Remove No. 4 camshaft bearing in same manner as
washer into contact with adapter in No. 2 bearing. described under step 2. above except use adapter
Slide front pilot into front bearing bore to support (J-21099-6) attached to end of shaft (J-21099-9) with
the shaft, then drive the shaft rearward to remove bolt and washer. Refer to View "B" in Figure 22.
No. 2 bearing. 5. To remove No. 5 camshaft bearing, the extension
Insert adapter (J-21099-5) in No. 3 camshaft bearing, (J-21099-10) shown in Figure 17, must be attached
then use shaft, "C " washer, and front pilot in same to shaft (J-21099-9) as shown in View "B" Figure
manner as described in step 2. above to remove No. 22, to provide sufficient length to reach No. 5 bear
3 bearing. ing. Use front pilot (J-21099-13) in front bearing

ENGINES 6-54

J-21099-12 "C " Washer J-21099-12 "C " Washer J-21099-12 "C " Washer
J-21099-11 Drive Button J-21099-11 Drive Button J-21099-11 Drive Button
J-21099-9 Shaft J-21099-13 Front Pilot J-21099-13 Front Pilot
J-21099-25 Pilot J-21099-9 Shaft J-21099-9 Shaft
BEARING NO. 5 N O TE: The tools used to remove camshaft rear bearing may
be either of the following sets depending on whether
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BEARING NO. 4 or not the flywheel housing is on the cylinder block.
Tool No. Tool Name With Flywheel Housing Installed With Flywheel Housing Removed
J-21099-6 Adapter (Engine in Vehicle - Pull Bearing Forward) (Drive Bearing Rearward)
J-21099-11 Drive Button
J-21099-13 Front Pilot Tool No. Tool Name Tool No. Tool Name
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J-21099-9 Shaft J-21099-8 Washer J-21099-7 Adapter
Bolt J-21099-13 Front Pilot J-21099-13 Front Pilot
J-21099-9 Shaft J-21099-9 Shaft
ry
J-21099-10 Extension J-21099-10 Extension
J-2619 Slide Hammer J-21099-11 Drive Button
Bolt
ra Bolt
FOR INSTALLING CAMSHAFT BEARINGS

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ar
J-21099-9 Shaft J-21099-9 Shaft J-21099-9 Shaft

J-21099-10 Extension J-21099-11 Drive Button J-21099-11 Drive Button
J-21099-11 Drive Button J-21099-12 "C " Washer
Bolt
cc
BEARING NO. 2 BEARING NO. 1 NO TE: Before beginning

camshaft bearing in
Tool No. Tool Name Tool No. Tool Name stallation, use suit
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J-21099-4 Adapter J-21099-24 Adapter able tool to break

J-21099-12 "C " Washer J-21099-25 No. 2 & 3 Pilot sharp corners and
J-21099-9 Shaft J-21099-9 Shaft provide chamfer on
as
J-21099-11 Drive Button J-21099-12 "C " Washer forward edge of each
J-21099-13 Front Pilot J-21099-11 Drive Button bearing bore.
bore to pilot the tool while removing No. 5 (rear) with bolt and flat washer. Install driving button
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bearing. (J-21099-11) to front end of extension and drive

a. If Engine is in Vehicle: No. 5 (rear) camshaft No. 5 (rear) bearing rearward out of bore.
bearing must be removed toward front in manner
In sta llin g C a m sh a ft Be arin gs (8 -C y lin d e r Engines)
similar to that shown in Figure 19. After re
moving plug at rear of camshaft bore in cylinder NO TE: Refer to accompanying chart which
block, insert shaft (J-21099-9) with extension lists the tool set items used for replacing each
through front bearing bore and with rear end of of the five camshaft bearings. Start with No. 5
shaft protruding through rear bearing bore, as (rear) bearing first and follow with No. 4, No. 3,
semble washer (J-21099-8) (fig. 17) to rear end etc., installing all bearings from front of block.
of shaft using bolt and flat washer. Attach slide Note that split in all bearings must be at top and
hammer (J-2619) to front end of shaft extension, chamfered end must be toward rear, then the oil
then pull rear bearing forward out of bore. holes will be properly positioned. Refer to
b. With Flywheel Housing Removed From Engine: Figure 20 which illustrates bearing installation
Use shaft with extension, as shown in Figure 22, information common to both V-6 and V-8
with adapter (J-21099-7) held to rear end of shaft engines.

ENGINES 6-55
1. Use suitable tool to provide smooth chamfer at for BALANCE SHAFT BEARINGS
ward edge of all bearing bores. Be sure all oil
supply passages are clean. Dip bearings in light Inspect balance shaft bearings for scoring. Also use
engine oil prior to installation. inside micrometer to determine inside diameter at each
2. Locate camshaft No. 5 service bearing at bore in bearing. If damage to bearings is apparent, or if ex
cylinder block. Be sure chamfered end of bear tensive wear is indicated, the balance shaft bearings
ing is toward rear and split in bearing is at top. should be replaced.
Use adapter (J-21099-7) attached to end of shaft
(J-21099-9) with bolt and flat washer; and extension BALANCE SHAFT BEARING REPLACEMENT
(J-21099-10) with drive button as shown in Fig
Pre-sized balance shaft bearings are available for
ure 27 to install No. 5 (rear) bearing. Front pilot
service replacement for both the 6-cylinder and 8-
(J-21099-13) is used in No. 1 bearing bore to assure
cylinder engines. The bearings provide proper fit with
alignment. Drive bearing in so front edge of bearing
is flush with front face of bore. out reaming. Four bearings are used on 6-cylinder en
3. Install No. 4 bearing in same manner as previously gines and five are used on 8-cylinder engines (fig. 24).
The camshaft bearing replacement tool sets with
described for installing No. 5 bearing, except use
om
adapters (J-21099-21 and J-21099-23) are used as ex
adapter (J-21099-6) to drive bearing into place.
Extension (J-21099-10) is not required when instal plained in following procedures to replace balance shaft
bearings.
ling No. 4 bearing.
Cylinder block must be stripped and flywheel housing
4. Place drive button (J-21099-11) on front end of shaft
removed to permit use of special tools in replacing bal
(J-21099-9). Insert shaft through pilot (J-21099-13),
ance shaft bearings. Crankshaft should also be removed
then place No. 3 bearing on adapter (J-21099-5)
.c
for easy access to balance shaft bearing area.
and slide shaft (J-21099-9) through adapter. Place
C-washer (J-21099-12) in groove in shaft. Carefully B alan ce Sh aft B e a rin g R e m o val
locate adapter at No. 3 bearing bore with split in 1. Using a long bar through front of cylinder block,
ry
bearing upward, then drive No. 3 bearing into place. drive bearing bore plug out of bore at rear of block.
5. Install No. 2 bearing in manner described in step 4 2. Insert pilot (J-21099-22) into No. 2 bearing, then
for installing No. 3 bearing, except use adapter ra place adapter (J-21099-21) on shaft (J-21099-9) and
(J-21099-4). place "C " washer (J-21099-12) in shaft groove. In
6. Place pilot (J-21099-25) in previously installed No. sert shaft through front bearing bore and through
2 bearing to pilot the shaft while installing No. 1 pilot. Fit the adapter into front bearing. With driv
(front), bearing. Place No. 1 bearing on adapter ing button screwed into shaft, drive shaft rearward
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(J-21099-24). Place C-washer (J-21099-12) in to start front (No. 1) bearing out of block. Change
groove in shaft (J-21099-9). Install No. 1 bearing ends with adapter and complete front bearing re
as shown in View "B" in Figure 23. Drive the bear moval. This is necessary because the C-washer is
ing squarely into place with front edge 0.010 to 0.030 too large to pass through bore in block.
ar
inch beyond (to rear of) front face of cylinder block. 3. Insert large diameter portion of pilot (J-21099-22)
in front bearing bore. Slide shaft (J-21099-9), with
IM P O R T A N T : Be sure to remove from cyl driving button (J-21099-11) installed, through pilot
cc
inder block any shavings or metal particles and bolt installer and remover adapter (J-21099-23)
which may have resulted from bearing instal on end of shaft. Then successively drive out bear
lation procedure. Also recheck each bearing ings, removing each bearing from adapter before
position to see that the split in each bearing is driving out next bearing.
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toward top of cylinder block (fig. 20). 4. On 8-cylinder engine, the shaft extension (J-21099-
10) must be used with shaft (J-21099-9) to reach
7. Install plug in camshaft rear bearing bore. the rear bearing.
as
D IM E N S IO N A — 1 . 4 7 3 5 " - ! . 4 7 4 5 " D IM E N S IO N B - l . 4 7 3 5 " - ! . 4 7 5 0 "

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BEARINGS FOR 8-CYLINDER ENGINES
0 . 0 0 5 " TO OIL H O LES

0.02 5"
FRONT BEARINGS FOR 6-CYLINDER ENGINES T-2125

-------
F ig . 2 4 - B a la n ce Sh aft Bearing In sta lla tio n

ENG INES 6-56
B a la n c e S h a f t B e a r in g I n s t a lla t io n
Figure 24 shows the arrangement of bearings in cyl
inder block. Since the outside dimension of each bearing
is different that other bearings, the balance shaft bear
ings will fit only their respective bores. Smallest diam
eter bore is at rear and bore sizes increase progres
sively toward front. Bearings have a chamfer at outer
edge to facilitate installation.
1. Be sure all oil supply passages in cylinder block are
clean before installing new balance shaft bearings.
Use suitable tool to provide smooth chamfer at for
ward edge of each balance shaft bearing bore. Dip
bearing assemblies in light engine oil prior to in
stallation.
2. Place pilot (J-21099-22) in No. 1 (front) bore. Slide
shaft through pilot and bolt adapter (J-21099-23) on
om
end of shaft (J-21099-9). To install rear bearing in
block on 8-cylinder engines, the shaft extension
(J-21099-10) must be used with shaft (J-21099-9). Fig. 26 - Installing Balance Shaft Front Bearing
Place rear bearing on adapter with chamfered edge (6 -C y lin d e r Engine Shown)
of bearing away from adapter shoulder. Locate
bearing so split in steel backing is toward top of procedure. Also recheck each bearing position
.c
cylinder block, then drive bearing into place (fig. 25) to see that split in bearing is at top of bore and
with front edge of bearing flush with front face of that oil hole in intermediate bearings registers
bore. with oil hole in cylinder block.
ry
5. Coat outer circumference on rear bearing bore plug
with sealer, then install plug from rear face of cyl
inder block. Edge of plug should be driven slightly
ra below surface of block.

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CLEANING
1. Clean oil passages with steam and blow dry with
compressed air. Prod oil passages if necessary to
ar
remove obstructions.
2. Use compressed air to thoroughly dry main bearing
journals, crankpins and other ground surfaces. Ap
ply light coat of oil to prevent rusting.
cc
INSPECTION OF CRANKSHAFT
Fig. 25 - Installing Balance Shaft Rear Bearing
Carefully inspect for checks or cracks in crankshaft.
si
(6 -C y lin d e r Engine Shown)

Replace if cracks are evident. Magna-Flux inspection
method is recommended for detecting fractui'e in crank
3. Use shaft and adapter in same manner as explained
shafts.
as
in step 2. above to install all except front bearing.

Referring to Figure 24 notice that two of the bearings ALIGNMENT OF BEARING JOURNALS
have oil holes and oil grooves. When installing these With crankshaft supported at front and rear journals,
bearings, AN OIL HOLE MUST BE ALIGNED WITH check alignment at adjacent intermediate journals using
HOLE IN BLOCK.
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dial indicator. If run-out is in opposite directions, the

4. To install front (No. 1) bearing, locate pilot in No. 2 sum must not exceed 0.003 inch T.I.R. If run-out at ad
bearing and place No. 1 bearing on adapter (J-21099- jacent journals is in same direction, the difference must
21). Insert shaft through front bearing bore and not exceed 0.003 inch T.I.R. If high spots (run-out) at
pilot (J-21099-22), position bearing with split in adjacent journals are at right angles to each other, the
steel backing toward top of cylinder block. Place sum must not exceed 0.004 inch T.I.R. or 0,002 inch on
"C" washer in shaft groove and drive bearing into each journal. If run-out is greater than shown in "Speci
place in cylinder block (fig. 26). Front edge of fications" at end of this section, the crankshaft must be
bearing must be 0.005 to 0.025 inch beyond (toward
replaced.
rear) front face of cylinder block. Figure 27 shows
8-cylinder engine block with balance shaft bearings BEARING JOURNALS
installed.
Examine connecting rod and main bearing journals on
Be sure to remove from cyl
IM P O R T A N T : crankshaft for scoring or other imperfections. Examine
inder block any shavings or metal particles cheeks on crankshaft at rear thrust bearing for evidence
which have resulted from the bearing installation of wear where they contact the bearing insert flanges.

ENGINES 6-57
m
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Fig. 2 7 - V - 8 C ylin d e r Block with Balance Shaft Bearings Installed
.
Measure bearing journals with micrometer to determine The housings have a large SAE type opening to which
ry
if they are out-of-round and to check the extent of wear. the transmission bell housing is attached; inspection to
Use an accurate micrometer and check each journal at determine squareness of housing rear face and concen
several points. Check measurements against dimensions ra tricity of pilot opening should be made with housings
given in "Specifications" at end of this section. If crank bolted to cylinder block.
shaft journals are damaged or excessively worn, replace 1. Apron Type Housing Inspection. Check housing for
the crankshaft. damaged threads, and for cracked or broken flanges.
CRANKSHAFT BEARING INSPECTION Bolt the housing to cylinder block and check pilot
b
hole for concentricity and rear face for squareness
1. Make a visual inspection of bearing halves for scor with dial indicator supported at crankshaft flange or
rli
ing, pitting, or other imperfections. If any damage flywheel. Figures 29 and 30 respectively show typi
is evident, new bearing halves must be used. A cal use of dial indicator for checking pilot hole con
complete set of new bearing halves should be used centricity and rear face squareness. When checking
ca
when replacement is made. Never use a new bearing for squareness at housing rear face, care must be
half with a used one. used to prevent endwise float of crankshaft as this
2. Using accurate-reading tube micrometer (fig. 28) would result in false reading. Housing should be re
measure thickness of each bearing half at right angle placed if bore and/or transmission mounting face
to split line. It is important to measure vertical are not within tolerances given in "Specifications"
c
thickness of each bearing half since the bearing inner listed at end of this section.
wall is not concentric with outer shell.
si
2. S.A.E. Type Housing Inspection. Make inspection

of flywheel housing for fracture and other damage.
B E A R IN G SHELL Examine all threads in tapped holes. Inspection to
as
determine squareness of rear face is made after

M IC R O M E T E R
Indicator Support
Attached to
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STEEL
SLEEVE T O
H O L D BALL
Fig. 28 - M e asuring Bearing Thickness with Microm eter
Housing Pilot Hole

FLYWHEEL HOUSING AND
FLYWHEEL INSPECTION
Cast iron flywheel housing is bolted to rear face of Fig. 29 - C h e ck in g C oncen tricity o f Pilot Hole
cylinder block and is located by two dowel pins. in Typical Apron Type Flywheel Housing

ENG INES 6-58
Indicator Support
Flywheel Housing
Attached to
Flywheel
Indicator
Housing Rear Face
Indicator
m
Fig. 30 - C h e ck in g Apron Type Flywheel Housing for Squareness
Crankshaft Flange
housing is installed on cylinder block. Refer to Fig
ures 31 and 32 for illustrations of use of dial indi
co
cated to determine concentricity and squareness at
S.A.E. type flywheel housing. Repair of broken or Fig. 32 -C he ckin g for Squareness of Bolting
cracked housings is not recommended. Flange on Flywheel Housing
3. Flywheel Inspection. Inspect flywheel surface which
y.
is contacted by clutch facing. Surface must be 3. When a selection of housings is not available, housing
smooth and should not be grooved or show deep heat bore may be aligned by removing dowel pins (fig. 31)
checks. On flywheels having notches which drive from cylinder block, then align housing by shifting
clutch plate, inspect for wear at notches. Inspect
starter ring gear which is shrunk on flywheel. If
any of gear teeth are broken or damaged, replace
gear as directed below under "Flywheel Repair."
ar housing while held loosely in place by mounting bolts.
If necessary, enlarge the mounting bolt holes to per
mit additional movement.
4. When aligned, tighten housing bolts firmly, then ream
br
dowel pin holes to a convenient oversize and install
oversize dowel pins.
lyw heel H o u sin g
FLYWHEEL REPAIR
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b o w e lP in s] Indicator
Replacing Starter Gear

1. To remove damaged starter ring gear, heat ring gear
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with torch, then drive gear off flywheel. Use care

not to damage flywheel surface when removing
starter ring gear.
2. Inspect ring gear surface of flywheel. Surface must
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be free of nicks and burrs. Uniformly heat flywheel

ring gear to faint straw color below blue range
si
(400°F.).
CAUTION: DO NOT HEAT METAL TO RED

as
C rankshaft Flange! HEAT AS METAL STRUCTURE WILL BE

CHANGED.
Install ring gear on flywheel as soon as possible
Fig. 31 - C h e ck in g for C oncen tricity of
after ring is heated. Make certain that chamfered
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Flywheel Housing Pilot Bore

edge of ring gear teeth are installed toward engine
CORRECTING FLYWHEEL HOUSING MISALIGNMENT side of flywheel.
If flywheel housing is misaligned as indicated by check Machining Clutch Surface on Flywheel
described in preceding paragraph, cause of misalignment When flywheel surface contacted by clutch facing is
must be determined if possible and necessary measures found to be scored, burned or worn, the flywheel can be
must be taken to remedy the condition. restored to serviceable condition by machining to provide
1. Remove housing from cylinder block and look for dirt a smooth, flat surface. Do not remove more than 1/32-
or burrs on mating surfaces which may prevent hous inch of stock in machining. After machining friction sur
ing from seating against cylinder block. Remove face on recessed type flywheel, remove a corresponding
dirt or burrs, reinstall housing and recheck for mis amount of stock from surface to which clutch cover is
alignment. bolted.
2. If misalignment is due to distortion, or combination Inspect teeth on starter ring gear. If any of the teeth
of tolerances, try installing another housing from are broken or damaged, install new starter gear as in
service stock. structed above.
CHEVROLET SERIES 70-80 HEAVY DUTY TF:UCK SHOP MANUAL

ENGINES 6-59
PISTON, ROD, A N D BEARING

CLEANING A N D INSPECTION
Key numbers refer to Figure 36 unless otherwise
indicated.
Cleaning. Immerse all parts in dry-cleaning solvent to
loosen and remove accumulated oil, sludge, or other de
posits. Remove piston rings and tag rings to identify
them with respective piston. If there is a possibility that
same rings will be installed at assembly, mark the top of
ring and oil ring so they can be reinstalled with same side
upward. Clean ring grooves with groove cleaner. Use
suitable tool to clean oil drain holes in oil ring groove
(fig. 33). Scrape or brush deposits off top of piston. Re
move caps and bearings from connecting rods, and
thoroughly clean bearing halves and rod caps.
om
Fig. 34 - M e asuring Piston Ring G a p
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half keystone rings, feeler gauges cannot be used
to check ring fit.
ry
Clamp piston firmly in horizontal position so piston
rings will hang downward with tapered surfaces seated in
ra tapered groove.
Using dial indicator, check position of top ring surface
"A ” and 2nd compression ring surface"C" in relation to
surface on piston ring land "B."
Surface "A " on top compression ring (5) should nor
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mally be 0.002 to 0.012 in. below ring land surface as
shown in Figure 35, while surface ” C" on 2nd compres
sion ring (4) used with turbo-charged engines should nor
Fig. 33 - C le a n in g O il Holes in mally be 0.000 to 0.014 inch below ring land.
ar
O i l Ring G ro o v e in Piston
IM P O R T A N T : When checking position of piston
rings, do not use for reference any area on pis
Checking Piston Ring Fit. After thoroughly cleaning
ton other than the surface ” B" in Figure 35, and
piston rings and ring grooves in pistons, try fit of piston
cc
do not indicate from surface of steel insert (1)

rings in respective cylinder bore.
since this is below the surface of piston.
1. Place piston rings in cylinder one at a time and push
ring at least half-way down cylinder bore, using head
of piston to position ring squarely in bore. Measure
si
ring gap with feeler gauge (fig. 34). Each piston ring
gap must be within limits specified in "Specifications''
as
at end of this section. If gap is too small, remove

ring and dress off ends of ring with fine cut file or
other tool designed for this purpose.
2. If piston ring gap is within specified dimensions, as
determined in step 1. above, the rings should be
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checked for fit in grooves in piston as follows, re

ferring to "Specifications” at end of this section for
correct clearances for oil control ring and second
compression ring unless engine is turbo-charged.
a. Using piston ring spreader tool (fig. 79) install
rings in respective grooves.
b. On all except turbo-charged engines, use feeler
gauge to measure clearance between 2nd com
pression ring and piston ring land.
c. On all engines, use feeler gauge to measure
clearance between oil control ring and ring land. Fig. 35 - C h e ck in g for W ear at Piston and Rings
d. At top compression ring and 2nd compression 1. Top Piston Ring Insert 4. 2nd Compression Ring (1/2
ring on turbo-charged engines refer to Figure 35 (Integral with Piston) Keystone Type, See Text)
and check fit of each compression ring in groove. 2. Straightedge 5. Top Compression
Because of normal taper to the keystone and one- 3. O il Control Ring Ring (Keystone Type)

EN G IN ES 6-60
Piston and Pin Inspection of piston pin in bushing by measuring pin O.D. and
Refer to Figure 36. bushing I.D. At 70°F., there should be a clearance
Remove piston pin retainers and push out piston pin. of 0.0008 to 0.00014 inch. Replace bushing as di
Measure each piston at point 7/8 inch above bottom of rected later under “ Connecting Rod Repair.”
skirt at right angle to pin bore and compare dimension 2. Connecting Rod Alignment. Connecting rod assem
with diameter at bottom of cylinder bore in which piston bly should be placed in suitable aligning fixture to
was installed. There should be a clearance between determine if rod is twisted or bent. Piston pin hole
piston skirt and cylinder wall at bottom of bore as speci must be parallel with axis of crankpin hole in all
fied in "Engine Specifications." planes within .002 inch in 7 inches. Replace if not
within limits.
rO M R IJ S T IO N CH A M BER
3. Bearings. Carefully inspect connecting rod bearing
halves for evidence of scores, chipping, or flaking out
of bearing metal. If a visual inspection reveals any
of these defects, replace with new parts. Measure
each bearing half with accurate reading tube microm
eter (fig. 28). Take measurement at right angle to
om
split line. Dimensions for new bearing halves are
given in "Specifications" at end of this section.
6-CYLINDER
ENGINE CONNECTING ROD REPAIR (Fig. 36)
If inspection indicates that connecting rod piston pin
bushing requires replacement, install new bushing which
is furnished for service as follows:
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1. Remove old bushing (10), using driver and arbor
press.
2. Inspect bore in upper end of connecting rod. Meas
ry
ure bore I.D. which must be 1.802 to 1.803 inches to
8-CYLINDER assure satisfactory fit of new bushing. Clean oil
ENGINE
ra hole (9) at top of rod.
Fig. 36 - Cross Section V ie w at Piston and Connecting Rod 3. Support connecting rod and press new bushing into
place, using care to align oil hole in bushing with
1. Piston 6. 2nd Compression 11. O il H ole in hole (9) in top of connecting rod.
2. Top Compression Ring (Taper Face, Rod and 4. Diamond bore and hone bushing to provide 0.0008 to
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Ring (Keystone Type) Reverse Twist) Bushing 0.0014 inch clearance of pin in bushing at normal
3. 2nd Compression 7. O i l Control Ring 12. Bushing room temperature of 70°F. Suitable fixture should
Ring (Tapered Face) 8. Expander 13. Piston Pin be used to assure finished hole alignment.
4. O i l Control Ring 9. Piston Pin Retainer 5. Dress bushing edges to remove any portion of bush
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5. Expander Spring 10. C o nn ecting Rod 14. O il G roove ing extending beyond edge of rod. If edges are
Inspect piston ring lands and grooves for wear and burred or sharp, use scraper or large reamer to
other damage. If lands are broken or if grooves show provide chamfer at edges of bushing. Be sure oil
passage in top of rod is free from cuttings.
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excessive wear, new pistons should be installed. Meas

ure piston pin bores in piston bosses, and compare with 6. With connecting rod alignment fixture, check con
diameter of pins. Piston pins should have clearance of necting rod for bent or twisted condition as; instructed
0 . 0 0 0 5 to 0.0007 inch in respective pistons. If excessive previously under "Connecting Rod Alignment."
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clearance exists, obtain oversize pins for use at assem

PISTON AND RING FITTING
bly. Also check fit of piston pins in connecting rod bush
ings as directed below under "Connecting Rod and Bear General. Pistons must be fitted to cylinder bores by
measuring to assure correct clearance between piston
as
ing Inspection."
If equipment is available, employ Zyglo inspection skirt and cylinder wall. Correct clearance is given in
method to detect cracks in aluminum pistons. "Specifications" at end of this section. Pistons and piston
rings are available in oversize dimensions. When in
NOTE: New service pistons are fitted with
stalling pistons which were removed at disassembly, the
piston pins.
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pistons must be assembled on respective connecting rods

Connecting Rod and Bearing Inspection
and installed in original positions in block. Pistons should
1. Connecting Rod Inspection. With bearing halves re be stamped with corresponding cylinder number. Num
moved from rod and cap, install cap and tighten rod ber 1 cylinder is at front of left bank and cylinder Num
bolt nuts to 60 foot-pounds torque. Check bore at ber 2 is at front of right bank, thus left bank cylinders
lower end for elongation. If bore is out-of-round, are numbered from front to rear as shown in Figure 37
the rod should be replaced or reconditioned. Ex for 6-cylinder engine.
amine surfaces in rod and cap which are contacted Fitting Pistons in New or Reconditioned Cylinder Block
by bearing halves. If there is evidence of fretting of 1. When necessary to select replacement pistons for
metal at these surfaces, the surfaces must be new block or for original bore in block which does
polished to provide a smooth surface for bearing not have a ring-travel ridge, refer to selection size
halves to seat against. number (fig. 37) stamped on top of block adjacent
If bore is round and within specifications as given cylinder bore. Number is used to indicate bore size
at end of this section, make careful visual inspection to permit selection of standard size piston for proper
of piston pin bushing for evidence of wear. Test fit fit. Selection numbers range from 1 through 7 for
CHEVROLET SERIES 70-80 HEAVY DUTY TRLICK SHOP MANUAL

ENGINES 6-61
production as indicated in "Specifications" at end of and assemble rods to pistons from which they were
section. For service use, three standard size pistons removed. When new pistons are installed, assemble
are available: Size 1 for use in cylinders marked pistons on rods bearing the numbers of cylinders for
either 1 or 2; size 3 for cylinders ifiarked 3 or 4; which pistons were fitted.
and size 5 for cylinders marked 5 or 6; and size 7 for 2. Apply engine oil on piston pin, rod bushing and pin
cylinders marked 7. bosses; then hold rod between pin bosses in piston
2. Oversize pistons are available in oversizes shown in and push piston pin through piston and connecting rod.
"Specifications" at end of this section, and do not Always use a new retainer ring in groove at each end
have selection numbers. Cylinders must be rebored of piston.
and honed to proper dimensions to provide correct 3. Check alignment of piston and connecting rod on
fit as described below when installing oversize alignment fixture.
pistons. NOTE: Refer to "Piston and Connecting Rod
CAUTION: Whenever possible, remove crank Installation” under "ENGINE ASSEMBLY PRO
shaft when reboring or honing cylinder bores. If CEDURE" for instructions covering installation
crankshaft is not removed, it must be covered to of piston and connecting rod assemblies in
keep abrasive away from crankshaft bearings. cylinder block.
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Wash cylinder bores after honing and wipe dry
before checking piston fit.
CAMSHAFT, GEAR, AND
3. As new piston is fitted to each cylinder, stamp cyl THRUST PLATE
inder number on top of piston to assure installation 1. Check camshaft for general condition. Bearing jour
nals should not be scored or burred. Cam lobes
of pistons on corresponding connecting rod and in
must be smooth and gear teeth on camshaft must be
proper cylinder. Refer to Figure 37 for cylinder
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in good condition.
numbering arrangement and to Figure 65 or 83 for
2. Support camshaft at end journals, then with dial
location of numbers on connecting rods.
indicator, check camshaft for straightness. Replace
ry
camshaft if not straight within limits.
3. Inspect thrust plate for wear at thrust surfaces.
ra Replace plate and spacer if worn.
NOTE: If the camshaft gear has not been re
moved from camshaft, the extent of wear on
thrust plate may be determined with feeler
gauge by measuring space between thrust plate
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and shoulder on camshaft. Correct clearance
is 0.0045 to 0.0085 inch.
4. Inspect camshaft gear for wear and damage at teeth.
If gear teeth are not in good condition, gear must be
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replaced. Refer to procedure which follows to re

place the gear.
CAMSHAFT GEAR REPLACEMENT
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1. Remove bolt, retainer, and spacer washer from

camshaft.
2. Position camshaft and gear assembly in arbor press
as shown in Figure 38, and press the camshaft out
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as
Fig. 37 - C ylin d e r Num bering Arrangement

and Size Selection Num bers (6 -C y lin d e r Engine)
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PREPARING CYLINDER BORES

WHEN RE-RINGING PISTONS
Inspect top of cylinder bores for ring travel ridge.
Ridge must be removed completely. If cylinder walls
are glazed, use polishing hone to break glaze. At end of
honing operation allow hone to work free in bore. Do not
remove while hone is still cutting. Clean cylinder walls
with soap and water and stiff scrub brush, then wipe with
clean cloth or absorbent paper. Apply engine oil to cyl
inder walls to prevent rusting.
ASSEMBLY OF CONNECTING ROD
AND PISTON
1. If original pistons and connecting rods are to be in
stalled, refer to marks (numbers) on connecting rods Fig. 38 - Removing G e a r from Camshaft

ENG INES 6-62
of gear. A bolt tightened into tapped hole in cam ing areas on V-8 balance shafts. Diameter of new
shaft may be used to apply pressure to camshaft. balance shaft is 1.4705 to 1.4695 inches at bearing
3. Remove key from slot in camshaft, then remove areas.
spacer and thrust plate. On 6-cylinder engines, measure clearance between
4. Position spacer on camshaft with chamfered side thrust plate and balance shaft gear hub (fig. 45),
toward camshaft shoulder. Place thrust plate over using feeler gauge. Clearance (end-play) should be
spacer and install key in keyway. 0.003 to 0.005 inch.
5. Position camshaft in arbor press with support plate
clamped below front journal as shown in Figure 39.
A RBO R PRESS
H O L L O W T U B IN G
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GEAR
SPA C ER
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C AM SH AFT
THRUST PLATE
SUPPO RT PLATE
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Fig. 39 - Installing G e a r in Camshaft
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Apply white lead on front end of camshaft at area
which contacts bore in gear. Place gear at camshaft
with the keyway in gear aligned with key in camshaft. Fig. 40 - Construction at Front End o f Camshaft
Use hollow tubing as shown to apply pressure on
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1.Injection Pump 4. Retainer Washer 8. C ylin d e r Block

gear hub, and press gear onto camshaft until hub Drive G e a r 5. Se lf-L o c k in g Bolt 9. G e a r Spacer
bottoms solidly at spacer. 2. Pump Drive 6. Camshaft G e a r 10. C anshaft
6. Install the spacer washer at camshaft gear hub, then G e a r Bolt 7. Bolt and Lock 11. G e a r Key
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install thick retaining washer and self-locking bolt. 3. Spacer W asher Washer 12. Thrust Plate
Final tightening of bolt may be deferred until cam 3. On 8-cylinder engines use feeler gauge in manner
shaft and gear train are installed. Refer to Figure similar to that shown in Figure 45 to measure clear
40 for construction and arrangement of parts at ance between thrust plate and gear (6 and 7, fig. 46).
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front end of camshaft. Correct clearance between these parts is 0.002 to

INJECTION PUMP DRIVE GEAR INSPECTION 0.006 inch.
Make careful inspection of gear teeth on injection pump 4. Mount balance shaft in Vee blocks and use dial in
as
drive gear (1, fig. 40) and check the condition of mounting dicator to measure shaft runout. With shaft sup
surface at gear hub. After camshaft and gears are in ported at ends, runout should not exceed 0.002 inch
stalled, the gear should be checked for run-out with dial for 6-cylinder engines or 0.003 inch for 8-cylinder
indicator. engines (total indicator reading).
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BALANCE SHAFT, GEAR AND 5. Inspect balance shaft gear teeth for nicks, wear, and
THRUST PLATE other damage; and note condition of thrust plate.
If any of the parts are not in good condition, they
The balance shaft, gear, and thrust plate may be in
must be replaced.
spected without removing gear from shaft. If inspection
indicates necessity for replacing any of the assembly BALANCE SHAFT GEAR A N D THRUST PLATE
components, follow the procedure given later to remove REPLACEMENT (D, DH478 ENGINES)
and install the gear and thrust plate. Clean all parts R e m o val
thoroughly before beginning inspection. Be sure oil pas Using suitable press plates, support the balance shaft
sages in shaft are unobstructed and clean. gear while applying pressure on front end of shaft with
INSPECTION arbor press. Press shaft out of gear, then remove gear
1. Check balance shaft bearing surfaces for evidence key from slot in shaft. Remove thrust plate.
of scoring and for wear. Use micrometer to meas Installation
ure shaft diameter at bearing areas. There are four 1. Place thrust plate on balance shaft with the trade
bearing areas on V-6 balance shafts, and five bear mark and part number facing forward.
CHEVROLET SERIES 70-80 HEAVY DUTY TRICK SHOP MANUAL

ENGINES 6-63
2. Drive key into place in slot and apply white lead on BALANCE SHAFT WEIGHT, GEAR AND THRUST
the shaft area which enters bore in gear. PLATE REPLACEMENT (D, DH637 ENGINES)
3. While supporting rear end of balance shaft, start
gear squarely onto shaft with keyway in gear aligned General. In the event it should be necessary to replace
with key in shaft. Extended hub on gear must be balance shaft on 8-cylinder engines, the balance weight
toward thrust plate. Timing mark on gear is at pin hole must be drilled and taper reamed at assembly.
front side of gear. Figure 42 illustrates arrangement of parts associated
4. Complete the gear installation by using a hollow with balance shaft. Refer to pertinent disassembly pro
driver between press and gear hub. Driver must cedure given previously for instructions covering re
clear the end of shaft as gear is pressed into place. moval of balance shaft from engine.
Slowly press gear into position while using feeler
gauge to measure the space between gear hub and BALANCE SHAFT WEIGHT AND
thrust plate (fig. 41). Proper installed position of GEAR REMOVAL
gear is with 0.003 to 0.005 inch space between gear 1. Refer to Figure 43 and use suitable punch and ham
and plate. mer to drive tapered pin (5) out of weight and shaft
(1 and 4).
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2. Support rear side of thrust washer (4, fig. 42) on
arbor press plate, then press on front end of balance
shaft and force the shaft out of gear and weight.
C A U T IO N : When pressing balance shaft out of
BALANCE
gear and weight, press plate used to support the
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SH A FT G E A R thrust washer, must be positioned so as to allow
gear and weight keys (20 and 9, fig. 42) to clear
the plate without interference. Support the
FEELER G A U G E thrust washer close to shaft to avoid bending
ry
■ I
the thrust washer.
B A L A N C E SH A FT ra 3. Remove keys (9 and 20, fig. 42) if they are not in
good condition.
THRUST PLATE BALANCE SHAFT, WEIGHT, A N D GEAR

ASSEMBLY PROCEDURE
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1. General Information. The procedure for installing
gear and weight on a new balance shaft differs from
procedure required when the original balance shaft
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F ig. 41 - C h e ck in g C learance Between Thrust is used. Each procedure is covered separately un
Plate and Balance Shaft G e a r (V -6 Engine) der 2. and 3. following:
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as
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Fig. 42 - V - 8 Engine Balance Shaft, W e ight, and Idler G e a r Installed
1. N o . 3 Bearing 10. Steel Ball (Plug) 19. C ylin d e r Block Assembly

2. Balance W e ight Bolt 11. W eight Pin 20. G e a r Key
3. N o . 1 (Front) Bearing 12. Idler G e a r 21. N o . 2 W eight
4. Thrust W asher 13. G e a r Retainer Plate 22. N o . 2 Bearing
5. Spacer Plate 14. Plate Retaining Bolts 23. N o . 3 W eight
6. Thrust Plate 15. Lock Plate 24. N o . 4 (Rear) W eight
7. Balance Shaft G e a r 16. G e a r Bushing 25. N o . 5 Bearing
8. N o . 1 (Front) W eight 17. Idler G e a r Shaft 26. Balance Shaft H ole Plug
9. W eight Key 18. Dowel Pin 27. N o . 4 Bearing

ENGINES 6-64
b. Using drill press and 0.25 inch, long shank drill

piloted in pin hole in balance weight, drill
squarely through balance shaft.
NO TE: If a previously-used balance weight is
used, pilot the drill from the thick side of
weight. If a new weight is used a straight pilot
hole is provided for use in drilling pin hole in
shaft.
c. After pin hole has been drilled in balance weight
shaft, use No. 5 tapered reamer as shown in Fig
ure 44 to ream the pin hole in weight and shaft.
Ream the pin hole sufficiently to allow new pin to
enter freely until only 3/32-inch of pin is above
weight surface. When reaming is completed and
before pin is driven into place, use air hose and
om
blow all cuttings out of oil hole at center of bal
ance shaft. Also flush out the oil passages with
clean solvent.
d. Using punch and hammer as shown in Figure 44,
drive tapered pin into place until large end of
pin is just below surface of weight, then use
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staking tool and stake edge of pin hole to secure
the pin.
Fig. 43 - Balance Shaft W eight Pin e. Plug oil hole in each end of balance weight shaft
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Installation on 8 -C y lin d e r Engine with 11/32-inch diameter steel ball (10, fig. 42).
Drive each ball in 0.030 inch below surface of
1. N o . 1 (Front) Balance 4. Balance Shaft shaft.
W e ight 5. Tapered Pin
2. Thrust Plate
3. W e ight Key
6. Balance Shaft G e a r
ra CRANKSHAFT GEAR INSPECTION
AND REPLACEMENT
lib
2. Assembling Parts Using Original Balance Shaft. Inspect teeth on crankshaft gear for wear and damage.
a. With keys (9 and 20, fig. 42) installed in respec If necessary to replace gear, follow the procedure given
tive keyways, place thrust washer over keys and below, which is applicable with crankshaft either removed
into place against shoulder on balance shaft. or remaining in the cylinder block.
ar
b. Lubricate the front area on balance shaft and the Removal. Assemble special puller as shown in Figure
bore through gear and weight with engine oil. 45, and turn puller screw to remove gear from crank
Place thrust plate (6, fig. 42) on balance shaft, shaft.
then start balance shaft gear (7, fig. 42) onto Installation. Coat crankshaft area which enters bore
cc
front end of shaft with keyway aligned with keys in gear with white lead; then with keys installed in key
and gear extended hub toward thrust washer. ways to properly align gear, start gear on crankshaft
Support rear end of balance shaft and press the with timing mark (fig. 70 or 71) forward. Use installer
gear into place - firmly seated at thrust washer. set in manner shown in Figure 46 to install gear on
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Hold the thrust plate (6, fig. 42) so it does not crankshaft. The installer screw threads into tapped hole
catch between gear hub and thrust washer as gear in end of crankshaft.
is pressed into place.
as
c. Press balance shaft weight (8, fig. 42) onto bal IDLER GEARS AND SHAFTS
ance shaft until solidly seated against gear.
Camshaft idler gear and balance shaft idler gear are
d. Use No. 5 tapered reamer in manner illustrated
mounted on respective stub shafts which are bolted in
in Figure 44 to clean up tapered hole in weight
place on front of cylinder block as shown in Figure 47.
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and shaft, then use air hose to blow into drilled

A machined pilot on inner face of each shaft mates with
oil passage and blow out any cuttings which may
precision hole in block to positively locate the gears.
be in oil holes. Also flush out oil passages with
The gears are lubricated from oil gallery in block
clean solvent.
through oil holes drilled in shafts as shown in inset in
e. Drive in new tapered pin to secure balance shaft
Figure 51.
front weight to balance shaft referring to Figure
43 and 44 for pin installation views. Stake the
pin hole in weight to secure tapered pin (5, fig. INSPECTION
43). Check oil holes in shafts and clean thoroughly. Meas
3. Assembling Parts Using New Balance Shaft and ure diameter of shafts and compare dimensions given in
Weight. "Specifications" at end of this section.
a. Accomplish the procedure as instructed under Check condition of threads in tapped holes, If idler
steps 2. a., b., and c. on previous page to assem shafts are not in good condition they should be replaced.
ble thrust plate, gear, and weight (6, 7, and 8, Dowel pin in balance shaft idler gear shaft must be
fig. 42) on balance shaft. fit tight in casting.

ENGINES 6-65
N o. 5 TAPERED
R EA M ER
W E IG H T C LO TH
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G EAR
B A L A N C E SH A FT
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R E A M IN G PIN HOLE THRU W EIGHT A N D SHAFT
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Fig. 4 4 - Balance Shaft W eight Pin Installation V ie w s (8 -C ylin d e r Engine)
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as
Fig. 45 - Removing G e a r from Crankshaft

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Fig. 47 - Idler G ea r Shafts Installed

( V - 6 Engine Shown)
1. C y lin d e r Block 6. Se lf-L o c k in g Bolts

2. Camshaft G e a r 7. O il Hole
3. Camshaft Idler G e a r 8. Balance Shaft D rive
Shaft G ea r
4. Bolts with Lock Washers 9. Crankshaft G ea r
5. Balance Shaft Idler G e a r 10. Dowel Pin
F ig . 4 6 - Use o f S p e c ia l T o o ls to In sta ll C ra n k sh a ft G e a r Shaft

ENGINES 6-66
IDLER GEAR SHAFT REPLACEMENT

NOTE: Same procedure applies to replacing
either of the idler gear shafts.

1. Remove the bolts attaching shaft to cylinder block,
then remove shaft. It may be necessary to use
screwdrivers or small pry bar to remove idler
shafts from pilot holes in block.
2. Locate the idler gear shaft (3 or 5) at cylinder block
(1) with mounting bolt holes in flange aligned with
holes in block. Start the attaching bolts into threads
in block, using medium lock washers on the camshaft
idler gear shaft bolts. (Balance shaft idler gear
shaft bolts are self-locking type.) With soft hammer,
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drive the shaft squarely into place with flange seated
at block surface. Shaft pilot is a light press fit in
hole in block.
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3. Tighten bolts to 15 to 20 foot-pounds torque.
IDLER GEAR AND BUSHING ASSEMBLY Fig. 48 - Front C ove r O il Seal Installation
Inspection 1. Engine Front C over 6. Installer Screw
y.
1. Inspect gear teeth for wear and damage. If either 2. O il Seal Assembly 7. Crankshaft
idler gear is worn or damaged, obtain a new gear 3. O il Seal Installer 8. O il Slinger
and bushing assembly for use when assembling (J -78 79 -10 ) 9. Crankshaft G e a r
engine.
2. Inspect bushing in each idler gear. If bushing is
scored or worn, a service bushing is available.
ar 4. Key
5. Pulley Installer
ENGINE OIL PUMP AND DRIVE

10.
11.
Installer N ut
Thrust Bearing
br
Idler Gear Bushing Replacement
Same procedure is applicable for replacing bushing in
Engine oil pump assembly is located in engine crank
either idler although as noted below, the diameters of
case. The pump assembly is bolted to cylinder block
bushings are not the same.
li
and driven from a gear on rear portion of camshaft. Oil
1. Use arbor press and remove bushing from gear.
intake is through a screen at bottom of oil pan. Figures
2. Press new bushing squarely into gear. Bushing
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82 and 83 show installed view of oil pump and inlet screen

must not project beyond either front or rear surface
assembly.
of gear hub.
3. Bore bushing to 1.4005 to 1.4015 inch diameter in
OVERHAULING OIL PUMP
cc
camshaft idler gear; or to 1.2512 to 1.2522 inches

in balance shaft idler gear with smooth finish. Bore
Disassembly
must be square with face of gear and must be con
1. Referring to Figure 49, use wrench to remove relief
centric with tooth pitch line.
valve spring cap, then remove spring and valve from
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pump body.
ENGINE FRONT COVER AND OIL SEAL 2. Remove four cover screws, then remove pump cover
1. Inspect engine front cover for damage and check from body.
as
crankshaft front oil seal assembly for condition.

2, If oil seal is worn, drive out old seal assembly.
Coat outer edge of new seal with sealer and drive RO TO R SHAFT
new seal into place with seal lip pointing toward
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OIL PUMP B O D Y
inner side of cover (fig. 48).
NOTE: Oil seal may be replaced with the SP R IN G
cover installed, using special installer shown
in Figure 48. When using installer, the key
must be installed in crankshaft and crankshaft If '*
must be turned as necessary to locate key at
top as shown. Seal must not protrude beyond S P R IN c f c A P
inner face of cover.
RELIEF VALVE
IMPORTANT: Carefully inspect, with magnify
ing glass if necessary, the oil seal contact sur RO TOR C O V E R
face on crankshaft damper hub to locate any
nicks, burrs, or scratches which could cause
rapid wear at oil seal. When surface is found Fig. 4 9 - Engine O il Pump and Relief
in poor condition, replace damper assembly. V a lv e Parts (Typical)

ENGINES 6-67
FEELER G A U G E
O U T ER R O T O R
IN N E R R O T O R PU M P B O D Y
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Fig. 50 - C h e ck in g for W ear at O il Pump Rotors
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3. Remove inner rotor and shaft assembly, then remove
outer rotor from cavity in body.

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1. Wash parts of oil pump in cleaning solvent. Be

sure screen and suction pipe assembly is clean.
2. Inspect ends of drive shaft (7, fig. 51) which engage
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drive sockets in oil pump shafts. Replace drive

shaft if excessively worn or damaged.
3. Check fit of inner rotor shaft in body. If excessive
wear is indicated at either the shaft or body, replace
worn parts.
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4. Place the outer rotor in body and insert inner rotor

and shaft assembly in operating position. Check
as
clearance between outer rotor and body and clear

ance between edge of inner rotor lobe and outer
rotor with feeler gauge (fig. 50). If clearances are
greater than specified in "Specifications" at end of
this section, replace parts as necessary. Inner
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rotor and shaft are furnished for service as an as

sembly. With rotors in pump body, place straight
edge across rotors and body, then with feeler gauge,
measure clearance between rotors and straightedge
(fig. 50). Clearance should be 0.0011 to 0.0039 inch.
5. Use straightedge to check rotor side of pump cover
for flatness. Also look for grooves and other evi Fig. 51 - O il Pump and Tachometer D rive Parts
dence of wear on pump cover. Replace cover if not
in good condition. 1. Clam p Bolt and 5. G asket
6. Inspect relief valve and valve spring. On 6-cylinder W asher 6. D rive G e a r and
engines without turbo-charger spring should have 2. Clam p Shaft Assy.
14.7 to 16.3 pounds pressure when compressed to 3. C a p (Used when Tachometer 7. O il Pump Drive
1.69 inches. Spring free length should be 2.72 is Om itted) Shaft
inches. 4. O il Pump D riv e G e a r Shaft 8. C ylin d e r Block
On turbo-charged 6-cylinder engines and 8-cylinder Housing 9. Bushing

ENGINES 6-68
Check oil passages in housing and check clearance be

tween shaft and bushing in housing. If bushing is worn,
a new bushing may be installed as explained under "Hous
ing Bushing Replacement" following.
If drive gear or shaft is worn or otherwise damaged,
a new shaft and gear assembly must be installed at
assembly.
Housing Bushing Replacement
1. Drive worn bushing out of housing (4) and discard
bushing.
2. Inspect edge of bore in housing and remove any sharp
edges.
3. Referring to inset in Figure 51, press new bushing
(9) into housing (4) to dimension shown.
4. If necessary to provide free fit of drive gear and
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shaft assembly (6) in bushing, ream the bushing to
the dimension given in "Specifications" at end of
this section. Apply engine oil on shaft and bushing
and insert shaft into place in housing (4).
CYLINDER HEAD OVERHAUL
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GENERAL
The two cylinder heads on each engine are identical
ry
except for position of water outlet sleeve and core hole
plug, and procedure is same to repair either cylinder
head.
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Fig. 52 - Sectional V ie w Through C ylin d e r Head
Cylinder heads for D/DH478 and D/DH637 engines are
and V a lv e s (D / D H 4 78 and D /D H 63 7 Engines)
constructed as shown in sectional view (fig. 52).
Unless otherwise noted, the cylinder head repair pro
1. Exhaust V a lv e 7. Inner Springs
cedures which follow apply to all Toro-Flow Diesel en
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2. C y lin d e r Head Intake V a lv e O il
3. V a lv e Rotator
gines. Figure 53 shows cylinder head components and
Seal
4. Spring C ap 9. Intake V a lv e
associated parts for 8-cylinder engines.
5. V a lv e Keys 10 . Exhaust V a lv e Seat
CLEANING
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6. O u te r Springs Insert
Use solvent and necessary brushes or scraper to re
engines, free length of relief valve spring is 2.72 inches; move deposits from cylinder head surfaces. Flush out
and spring pressure is 17.8 to 19.4 pounds when com water passages, and clean oil drain-back holes and hole
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pressed to 1.69 inches. at bottom of end rocker arm shaft bracket which supplies
Assembling Oil Pump oil to valve overhead mechanism.
1. Coat all oil pump parts with engine oil, then place
DISASSEMBLING CYLINDER HEAD
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outer rotor in pump body. Insert inner rotor shaft

through bore in oil pump body and move inner rotor Key numbers in text refer to Figure 52.
into mesh with outer rotor. 1. Using valve spring compressor as shown in Figure
as
2. Install cover on pump body and retain with four cover 54, relieve pressure of valve springs against retain
screws. Try turning pump shaft which should turn ing parts.
freely without drag through six or more revolutions. 2. Remove valve keys (5), release the spring compres
If shaft cannot be turned or if binding occurs when sor, then at intake valve, remove springs (6 and 7)
shaft is turned, disassemble pump and make neces
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and spring cap (4). After springs and retaining parts

sary corrections. are removed from intake valve (9), remove oil seal
3. Insert relief valve and spring (fig. 49) into body, then (8) from groove in intake valve stem. Remove intake
install spring cap. Tighten cap firmly with wrench. valve from cylinder head.
3. After releasing spring compressor at exhaust valves
OIL PUMP DRIVE SHAFT AND HOUSING (Fig. 51) (1), remove springs (6 and 7) and spring cap (5), then
Shaft and housing which drives engine oil pump are remove exhaust valve from cylinder head.
installed at rear of cylinder block. Shaft has an attached 4. Remove valve rotators (3) from cylinder head.
gear which meshes with spiral gear teeth on camshaft.
When tachometer is used, the cap (3) is omitted and CLEANING A N D INSPECTION
tachometer drive shaft housing is connected to threaded OF CYLINDER HEAD COMPONENTS
housing.
Key numbers in text refer to Figure 52 except as
Inspection (Fig. 51) otherwise noted.
Whenever oil pump drive parts are removed from en 1. Use wire brush or buffer to clean deposits from
gine they should be thoroughly cleaned and inspected. valve stems, and ports in cylinder head.

ENGINES 6-69
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Fig.
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53 - 8 -C y lin d e r Engine C ylin d e r Head Components and Associated Parts
1. Bolt Lock 9. Lifting Bracket 17. W ater Tube

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2 . End Bolt 10. V a lv e Keys 18. Push Rods
3. Clam p 11. Intake V a lv e Seal 19. Intake V a lv e
4. Clam p Bolt 12. Spring C a p 20. V a lv e Lifters
5. Exhaust M a n ifo ld 13. V a lv e O u te r Springs 21. Exhaust V a lv e
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6. Intake M a n ifo ld 14. V a lv e Inner Springs 22. Exhaust V a lv e Seat

7. M a n ifo ld G asket 15. V a lv e Rotators Insert
8. C y lin d e r Head Bolts 16. C y lin d e r Head 23. C y lin d e r Head G asket
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2. Use injection nozzle well cleaning tools to remove REPAIR OF CYLINDER HEAD COMPONENTS
any carbon deposits from nozzle wells.
Refer to Figure 52 for key numbers.
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3. Test valve springs for tension with valve spring

tester. Discard any springs which do not have pres 1. Reaming Valve Guides. If clearance between valve
sures specified at end of this section. stems and guides is excessive, select service valve
as
4. Check valves for burned or pitted faces and for wear with oversize stem for use in rebuilding cylinder
or corrosion at valve stems. Discard valves if not head. Intake and exhaust valves are available with
usable. 0.020, 0.030, and 0.040 inch oversize stems.
Select reamer of smallest oversize which will provide
NOTE: Valves with oversize stems are avail clean straight bore through valve guide. Reamers are of
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able for use when guide bores in cylinder head proper dimensions to provide correct clearance for valve
are excessively worn. Guides are integral with stem with corresponding oversize.
head and must be reamed out to provide proper 2. Replacing Exhaust Valve Seat Rings. In cases where
fit with oversize valve stem. Refer to "Repair" exhaust valve seat ring is damaged, the ring (10,
below for instructions covering reaming for fig. 52) may be replaced as follows:
oversize valves. a. Assemble special exhaust valve seat insert re
mover in cylinder head as shown in Figure 55.
5. On cylinder heads with replaceable exhaust valve Press tool firmly against ring, then while holding
seat rings, inspect rings which must be tight in head tool with handle, tighten screw to expand tool
and seats must be in good condition. which will engage inner edge of ring.
6. Inspect all plugs for evidence of leakage. Replace b. Attach slide hammer to threaded end of tool
core hole plugs if necessary. screw, then slide weight sharply to end of rod to
7. Visually inspect valve spring retaining parts. Also remove seat ring.
examine valve rotators for evidence of wear and c. Be sure that cylinder head is completely clean,
damage. Replace parts not in good condition. particularly the counterbore for inserts.

ENGINES 6-70
V A LVE
SP R IN G S
C Y L IN D E R H E A D
IN ST A LLER
V A LVE STEM
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Fig. 54 - Use of V a lv e Spring Compressor Fig. 5 6 - U sing Special D river to Install Exhaust
V a lv e Seat Inserts
d. Pack new inserts in dry ice for a minimum of 15
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minutes.
e. Preheat cylinder head by immersion in water at a from any foreign deposits such as carbon,
temperature of 180°F., to 200°F. Place cylinder grease, etc. Valve guide must be thoroughly
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head on bench, blow out each insert counterbore cleaned of carbon or dirt with a wire brush.
with air, then lay chilled insert in counterbore These precautions permit proper centering of
with valve side toward installer. the pilot in the guide.
f. Using valve seat installer (fig. 56), insert pilot
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end of tool into guide, then drive insert down a. Use a valve seat grinder pilot which fits snugly
tight into counterbore. This operation must be in valve guide.
done quickly while the valve seat inserts are b. Seat-grinding stone must be accurately dressed
cold. Due to extreme hardness of material, ex to 45-degree angle for grinding intake and ex
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haust valve seats must be finished with special haust valve seats. Grind only enough stock from
grinding equipment. Refer to "Reconditioning valve seat to provide good contact with valve
Valve Seats" following: face. After grinding, use dial indicator to check
3. Reconditioning Valve Seats. Reconditioning of valve concentricity of valve seat with pilot hole. Seat
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seats on high compression engines is very important should be concentric with pilot within 0.002 inch
because seating of valves must be as near perfect (Total Indicator Reading).
as possible in order to obtain the maximum power
and performance built into the engine. Another im N O TE: When installing new valve seat inserts
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portant factor is the cooling of the valve heads, good and/or new valves in cylinder head, measure
contact between valve and seat is imperative if the distance from cylinder head surface to top of
heat in the valve head is to be properly dissipated. valve head with valve contacting seat. Intake
as
valves must not project more than 0.050 inch

Before attempting to grind any
IM P O R T A N T : above head; and exhaust valves must not project
seat, valve port and valve seat must be free more than 0.045 inch as shown in Figure 52.
Grind necessary amount of stock from valve
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face to obtain proper dimension.

EXHAUST VALVE
SEAT RING
c. Test valve for perfect contact with seat in cyl
SEAT REMOVER inder head. This may be done by marking lines
SLIDE HAMMER
about 1/4" apart on face of valve with a lead
pencil; then, insert valve in guide and with valve
face contacting seat, give a half turn to the right
and a half turn to the left. When all pencil
marks are removed and seat contacts valve at
center of its face, grinding operation may be
considered satisfactory; if on the other hand, one
HEAD
or more lines or pencil marks remain untouched
or seat contacts valve face too near top or bot
F ig . 5 5 - R e m o vin g Exh au st V a lv e Seat tom, the valve or seat should be reground to seat
R in g w ith S p e c ia l Rem over valve properly.

ENGINES 6-71
4. Refacing Valves. Valves that are slightly pitted or 2. Set inner and outer springs (6 and 7) in place on ro
burned can be refaced to the proper angle, on suit tator with close-wound coils toward cylinder head
able refacing equipment as follows: and place spring cap (4) on springs.
a. Grinding wheel must be properly dressed to be 3. Use spring compressor in manner shown in Figure
sure that it is true and smooth. 58 to hold valve in place and at same time compress
b. Set chuck at a 45 degree angle for both the intake springs. On intake valves install oil seal (8) in
and the exhaust valves. lower groove in intake valve stem. Place two valve
c. Position valve stem in chuck. Take light cut keys in valve stem groove, then release the spring
from face of valve by passing grinding wheel compressor.
across valve until valve face is true and smooth.
NOTE: Care must be taken while grinding not VALVE OPERATING MECHANISM
to remove too much stock from valve face. If it
should be necessary to reduce thickness of in
GENERAL
take valve head to 0.055 inch or less at outer Mechanism for operating the intake and exhaust valves
edge of valve head to obtain smooth face, dis consists of mechanical lifters at camshaft, tubular push
card valve and install new valve at assembly. rods, and rocker arms mounted on hardened steel shaft.
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Exhaust valves should not be used if head at Each rocker arm is equipped with a self-locking screw
outer edge is less than 1/16 inch after refacing. for adjusting valve lash.
On 6-cylinder engines (fig. 57), the rocker arm shafts
5. Test valves for contact with seats in cylinder head
are each supported on five cast aluminum brackets. Con
as previously directed under "Reconditioning Valve
struction on 8-cylinder engines (fig. 58) is similar to
Seats" in this section.
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that on 6-cylinder models but there are two more rocker
ASSEMBLING CYLINDER HEAD COMPONENTS arms and six brackets support the rocker arm shafts.
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Lubricate valve rotators with engine oil before assem INSPECTION OF ROCKER ARM S A N D SHAFTS
bling to cylinder head. Keep all components clean and 1. Wash rocker arms, shaft, and bracket assemblies
apply SAE 90 hypoid gear lubricant for at least 1-1/2 ra in solvent. Oil holes in rocker arms (fig. 59) must
inches at tip of all valve stems prior to installation. not be clogged.
1. Set valve rotator (3) in place at cylinder head and 2. Check torque required to turn adjusting screw in
insert valve through guide. rocker arm. If screw turns with less than 5
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Fig. 57 - V a lv e Rocker Arm and Brackets Installed on Shaft (6 -C y lin d e r Engine)

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1. End Bracket 4. Spacer 7. Adjusting Screw

2. Bracket Bolt and Plain W asher 5. Spring 8. Special Bolt
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3. Rocker Arm 6. Rocker Arm Shaft Bracket 9. Shaft

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Fig. 58 - V a lv e Rocker Arms and Brackets Installed on Shaft i-C y lin d e r Engine)
1. End Bracket 4. Bracket Bolt and Plain Washer 8. Thick Spacer

2. End Bracket Bolt and Plain 5. Rocker Arm Spacer 9. Special Bolt and Plain W asher
W asher 6. Shaft Bracket 10. Rocker Arm Shaft
3. Rocker Arm 7. Spring 11. Adjusting Screw

ENGINES 6-72
3. Place one spacer (4) on shaft and follow with one

rocker arm and spring (5). Next install another
Oil Holes rocker arm and spacer (4), and install center bracket
Adjusting Screw ( 6 ).
4. In succession, install one rocker arm, spring (5),
another rocker arm, and spacer (4).
5. Place shaft bracket (6) and rocker arm on shaft,
then slide parts over to compress springs (5) and
allow installation of end bracket (1). Insert end
bracket bolt with plain washer through bracket and
Bore Did.
shaft to retain parts on shaft.
6. Lubricate shaft and rocker arms to provide initial
0.7925"
lubricant when engine is first started. Balance of
0 .7935" bracket bolts and plain washers are installed when
the rocker arm shaft assembly is installed on cyl
inder head.
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TPM-6681
ASSEMBLING ROCKER ARM S A N D BRACKETS
O N SHAFT (V-8 ENGINES)
Fig. 5 9 - V a lv e Rocker Arm Assembly
1. Place rocker arm shaft bracket (1) on end of rocker
foot-pounds, or if screw threads are not in good con arm shaft and insert special bolt (9) and plain washer
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dition, replace screw.
through bracket and hole in shaft (10).
3. If rocker arms are loose on shaft, disassemble and
measure bore through rocker arms which must be NOTE: Special bolt (9) can be installed only in
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as specified in Figure 44. one position in relation to shaft (10). If bolt is
4. Examine shaft for evidence of wear. Replace worn installed in wrong end of shaft or from wrong
parts when assembling. side, the bolt head will not go down into contact
with bracket.
IMPORTANT: When installing new adjusting
screws in rocker arms, lubricate screw threads
ra2. Place rocker arm and shaft bracket (6) on shaft (10)
and threads in rocker arm with engine oil prior and move these parts over against end bracket.
to assembly. 3. Install thick spacer (8) on shaft, then install rocker
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arm, spring (7), and another rocker arm and regular
ASSEMBLING ROCKER ARM S A N D spacer (5).
BRACKETS O N SHAFT (V-6 ENGINES) 4. Install two identical groups of parts as shown. Each
group must have spring (7) between the rocker arms
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Key numbers in text refer to Figure 57. and a regular spacer (5) at each side of bracket (6).
1. Place rocker arm shaft bracket (1) on end of rocker 5. Push the parts over to compress springs (7) and
arm shaft and insert special bolt (8) and plain washer allow installation of bracket (6) rocker arm and end
bracket (1). Insert end bracket bolt with plain washer
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through bracket and hole in shaft.

through bracket and shaft to retain parts on shaft.
NOTE: Special bolt (8) can be installed only
6. Lubricate shaft and rocker arms to provide initial
in one position in relation to shaft (9). If bolt is lubricant when engine is first started. Balance of
installed in wrong end of shaft or from wrong
bracket bolts and plain washers are installed when
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side, the bolt head will not go down into contact

the rocker arm shaft assembly is installed on cyl
with bracket.
inder head. Recheck the assembly against Figure
as
2. Place rocker arm and shaft bracket (6) on shaft (9) 58 to make certain the spacers are in correct
and move these parts over against end bracket. locations.
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WATER PUMP
GENERAL TYPE I WATER PUMP OVERHAUL
(KEY NUMBERS IN TEXT REFER TO FIGURE 60)
The engines covered by this manual are equipped with
either of two water pumps shown in Figures 60 and 61. DISASSEMBLY
Pump of type shown in Figure 60 is used on all 6-cyl 1. Support the hub on press and press shaft out of hub.
inder engines except DH478; unless engine is in vehicle 2. Support pump body on press and press on front end of
equipped with air conditioning, in which case the type of shaft to force shaft, bearing, and impeller assembly
pump shown in Figure 61 is used. out of body toward rear.
Figure 61 shows standard water pump used on all 8- 3. Support impeller as near as possible to hub at for
cylinder engines and DH478, 6-cylinder engines. Over ward side, then press on rear end of shaft to remove
haul procedure for each type of pump is given separately impeller from shaft. With impeller removed from
under appropriate headings below. shaft, remove seal assembly.

ENGINES 6-73
Impeller
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Fig. 60 - Engine W ater Pump for
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6 -C y lin d e r Engines
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4. Clean and inspect pump body and impeller. Shaft
and bearing assembly and seal must be replaced
whenever pump is disassembled. Surface contacted
by seal on impeller hub must be smooth and flat.
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Late pumps do not have slinger. F ig. 61 - Engine W ater Pump for A il 8 -C y lin d e r
Engines and D H 478, 6 - C y lin d e r Engines
ASSEMBLY
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1. Pulley Hub 5. Impeller

1. Be sure bore through pump body is clean and free 2. Slinge r 6. Pump Body
from burrs. 3. Seal Assembly 7. Shaft and Bearing
2. Install shaft and bearing assembly in pump body, 4. Seal Seat Assem bly
pressing on bearing outer race. Proper location of
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bearing and shaft assembly is indicated on Figure 60.

position, press the pump shaft out of impeller and
Measure from rear face of body to bearing as shown.
force bearing out of body.
3. Coat outer surface of seal which fits into pump body
as
3. Remove seal assembly from pump body. If seal seat

with sealing compound, then press seal assembly into
in impeller is not in good condition, use a thin blade
body.
to pry the seal seat out of impeller. Thoroughly
4. Press fan hub on front end of pump shaft to dimen
clean the counterbore in impeller.
sion shown in Figure 60. Hub front face must be
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located 2-7/8 inches from rear surface of pump body. WATER PUMP ASSEMBLY
5. Install impeller on rear end of pump shaft, using
1. On early production pumps, the slinger (2) should be
pressure at rear face of impeller hub while support
1.470 inches from end of shaft as shown. Late pumps
ing front end of shaft. Locate impeller so a space of
do not have slinger.
3/8 inches exists between impeller and pump body as
2. Apply sealer in seal cavity in body, then press new
indicated in Figure 60.
seal assembly squarely into place with seal flange
TYPE If WATER PUMP OVERHAUL seated against body.
3. Support pump body solidly on press bed and press on
(KEY NUMBERS IN TEXT REFER TO FIGURE 61) shaft bearing outer housing to install shaft and bear
ing assembly in body. Bearing housing must bottom
WATER PUMP DISASSEMBLY in pump body.
1. Support water pump pulley hub at rear surface and 4. Place neoprene seal on ceramic seat, then install
press shaft out of hub. seat in the recess in impeller with neoprene seal
2. Insert spacers between pump body and impeller, then bottomed in counterbore.
while supporting pump body with shaft in vertical 5. Support front end of pump shaft and press impeller

ENGINES 6-74
onto rear end of shaft until rear face of impeller hub 6. While supporting rear end of pump shaft, press pulley
is 1.330 inches from body mounting flange as shown hub on front end of shaft to dimension shown,
in Figure 61.
ENGINE ASSEMBLY PROCEDURE

Procedures for assembling engine components are ar Be sure end of wedge does not extend into bore
ranged in logical sequence and may be followed to assem through weight.
ble an engine which has been removed and completely 3. Lay rear weight in position with heavy end toward
disassembled. Many of the procedures are also applic rear bearing, then while holding front weight with
able to reassemble parts on engine while engine is in heavy end toward front bearing, insert balance shaft
stalled in vehicle. Repair and build-up of subassemblies and gear assembly through front bearing bore,
is covered in earlier paragraphs in this section. Unless through front weight and intermediate bearings. Slide
otherwise stated the assembly procedures apply to both rear weight onto balance shaft as shaft is pushed into
the 6-cylinder and 8-cylinder engines. Refer to Figures place in cylinder block.
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63 and 64 for views of 8-cylinder engine components 4. Install two thrust plate bolts with lock washers (7) to
disassembled. secure the plate to cylinder block. Tighten bolts to
10 to 15 foot-pounds.
CAMSHAFT INSTALLATION 5. Position front weight so bolt with lock (3) can be in
1. Apply special "Break-in Compound" or S.A.E. 90 serted into weight (2) and engage notch (4) in shaft.
hypoid gear lubricant on camshaft bearing journals, Start bolt (3) into threads in weight, then remove
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oil pump gear, and cam lobes; then install camshaft wedge from split in weight (2).
and gear assembly in cylinder block. 6. Tighten weight bolt (3) to 15 to 20 foot-pounds torque,
2. Attach camshaft thrust plate to cylinder block with then bend lock against bolt head.
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two screws. 7. Repeat procedure in steps 5 and 6 above to secure
rear weight to balance shaft.
BALANCE SHAFT INSTALLATION (V-6 ENGINES) ra
Key numbers in following text refer to Figure 62. BALANCE SHAFT INSTALLATION (V-8 ENGINES)
1. Apply engine oil on balance shaft.
2. Tap wedge (special tool) into split in each balance Refer to Figure 42 for view of balance shaft and weight
shaft weight to spread weight just enough to freely installation. Except as otherwise indicated in the follow
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admit balance shaft. Refer to View A in Figure 62. ing text the key numbers used refer to Figure 65 which
shows crankcase items assembled and the views to aid in
| T O O L (W E D G E ) FORjf identification of the balance shaft weights.
ASSEM BLING WEIGHTS; 1. Using a special wedge in manner illustrated in View
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A of Figure 62, spread the three weights just enough

to permit balance shaft to enter weight bores freely.
Be sure the wedges do not extend into bore, or dam
age to bearing surfaces on shaft will occur during
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shaft installation.
2. Lubricate balance shaft and bearings with engine oil.
3. Refer to part number which is cast in surface of each
of the three weights shown in Figure 66. Weight with
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A — BALANCE SHAFT A N D >NT WEIGHT If POSITION lowest part number (2456974) is No. 2 weight and is
installed at front of crankcase. An arrow on each
weight indicates front end of weight. Notches in bal
as
ance shaft positively locate each weight.

4. Place spacer plate (5, fig. 42) on balance shaft while
holding No. 2 weight with wedge (see step 1 above) in
crankcase, insert balance shaft and gear assembly
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(with No. 1 weight pinned on front end of shaft) into

bearing bore and through No. 2 weight.
5. Hold No. 3 weight with wedge (see step 1. above) in
place in crankcase, and push balance shaft through
bore in weight.
6. Hold No. 4 weight with wedge (see step 1. above) in
B— FRONT W EIGHT A N D THRUST PLATE SECURED position in crankcase and push balance shaft into
place with spacer plate and thrust plate (5 and 6, fig.
Fig. 62 - Balance W eight and Shaft 42) seated at front face of block and with bolt holes in
Installation on 6 -C y lin d e r Engine plates aligned. Install two bolts and lock washers to
secure thrust plate and spacer to block.
1. C y lin d e r Block 5. Thrust Plate 7. Turn balance shaft and move weights as necessary to
2. Balance W eight 6. Balance Shaft G e a r align clamp bolt holes in weights with notches in
3. Bolt w ith Lock 7. Thrust Plate Bolt balance shaft; then start clamp bolts (7) into threads
4. N o tch in Balance Shaft with Lock W asher and remove wedges.

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CHEVROLET
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SERIES
Fig. 63 - 8 -C y lin d e r T oro-Flow Engine C y lin d e r Block and Associated Parts

70-80
1. Flyw heel Housing 12. Pin Retainer 21. C y lin d e r Block C a p 31. O u tle t Housing G asket
32. A cce ss C o ve r G asket
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2. C y lin d e r Block 13. C on n e c tin g Rod Bearing 22. C o ve r G asket

HEAVY
3. C on n e c tin g Rod C a p 14. O i l Pump and Tachometer 23. C a p G asket 33. Engine Front C o ve r
4. N u t D riv e G e a r and Shaft 24. Filter H ousing G asket 34. W ater Pump G asket
DUTY
5. C o n n e c tin g Rod Bolt 1 5. G asket 25. O i l Filter H ousing 35. W ater Pump Assem bly
TRUCK
6. C o n n e c tin g Rod Assem bly 1 6. C lam p (Bracket Assem bly) 36. W ater Pump P u lley
ENGINES
7. D ip stick Tube 17. C a p G asket 26. Filter Sh ell G asket 37. Tim ing Indicator Pin
SHOP
8. D ip stick 18. C a p 27. Filter Shell 38. Thermostat H ousing G asket

9. Piston Rings 19. D riv e G e a r Shaft 28. V e n tila tio n Breather 39. Engine Thermostats
M AN UAL
40. Thermostat H ousing
6-75
10. Piston H ousing 29. W ater O u tlet Housing
11. Piston Pin 20. Lifter Compartment C ove r 30. G e a r A cce ss C o ve r 41. Front C o v e r G ask e t
ENGINES 6-76
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Fig. 64 - Crankshaft, Cam shaft, Balance Shaft and Associated Parts for 8 -C y lin d e r Engine
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1. D rain Plug and G asket 13. Bearing C a p Bolt and 23. Crankshaft 36. Balance Shaft N o . 3 W eight
2. O i 1 Pan W asher 24. N o . 4 Upper Bearing 37. Balance Shaft N o . 4 Bearing
3. Pan G asket 14. N o . 1 Bearing C ap 25. Balance Shaft 38. Balance Shaft N o . 4 W eight
4. O il Inlet Screen and Pipe 15. N o . 2 Bearing C ap 26. Crankshaft Rear Bearing 39. Balance Shaft Rear (N o . 5)
Assem bly 16. N o . 3 Bearing C ap Seal Bearing
5. Pipe Flange Bolt 17. N o . 4 Bearing Cap 27. Flyw heel Bolts 40. H ole Plug
6. G asket 18. Rear Bearing C a p Side 28. Bolt Lock Plates 41. Camshaft
7. Engine O il Pump Seal 29. Flywheel Assembly 42. Camshaft Bearing H ole Plug
8. Pump to Block G asket 19. Rear Bearing Cap 30. O il Pump D rive Shaft 43. Camshaft Rear (N o . 5) Bearing
9. Plug 20. Crankshaft N o. 1, 2, 3, 31. Balance Shaft W eight Bolt 44. Camshaft N o . 4 Bearing
10. Bearing C ap Rear Bolt and 4 Lower Bearing 32. Balance Shaft Front (N o . 1) 45. Camshaft N o . 3 Bearing
11. Rear Bearing C ap Side 21. Crankshaft N o. 1, 2, 3, Bearing 46. Camshaft N o . 2 Bearing
Bolt and 5 Upper Bearing 33. Balance Shaft N o . 2 W eight 47. Camshaft N o . 1 Bearing
12. C ap Sid e Bolts (Except 22. N o . 4 Lower 34. Balance Shaft N o . 2 Bearing 48. Camshaft G e a r Key
Rear) Bearing 35. Balance Shaft N o . 3 Bearing 49. Spacer

ENGINES 6-77
Legend for Fig. 64
50. Camshaft Thrust Plate 63. Plate Retaining Bolts 76. Balance Shaft W eight
51. Camshaft G e a r 64. Balance Shaft Front (N o . 1) W eight Pin
52. Fuel Injection Pump G e a r 65. Balance Shaft G ea r 77. Crankshaft G e a r
53. W asher 66. Thrust Plate 78. O il Slinger
54. Pump G e a r Bolt 67. W eight Key 79. O il Seal
55. Spacing W asher 68. G e a r Key Assem bly
56. Fuel Injection Pump D rive G e a r 69. Thrust W asher 80. O il Seal Ring
57. G e a r Retainer W asher 70. Spacer 81. Damper
58. Se lf-L o c k in g Bolt 71. Camshaft Idler G e a r Shaft 82. Damper Cone
59. Idler G e a r Shaft 72. Crankshaft G ea r K ey 83. Damper Retainer
60. Balance Shaft Idler G e a r 73. Crankshaft Damper Key 84. Retainer Bolt
61. G e a r Retainer Plate 74. Camshaft Idler G e a r 85. Pulley Bolt
62. Lock Plates 75. G e a r Retainer Plate 86. Crankshaft Pulley
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Fig. 65 - Engine Component Installation at Crankcase (8 -C ylin d e r Engine)

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A - Rod Identification Numbers (2, 4, 6, 8)

B - Rod Identification Numbers (1, 3, 5, 7)
1. H ole Plug 4 . Bearing Cap Side Bolts 6. O il Slinge r
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2. O i l Pon Stud 5. Crankshaft Thrust 7. W eight Clam p Bolts

3. Rear Bearing C ap Si' Je Seal Bearing 8. Balance Shaft
NOTE: Clamp bolts are self-locking type with lar groove in cylinder block. Crankshaft is knurled and
plastic insert which locks the bolt threads to polished at area contacted by oil seal. Side seals (3,
prevent loosening. New bolts should be used fig. 65) are used to prevent oil leakage at sides of crank
whenever weights are being installed. shaft rear bearing cap and plugs (fig. 67) are used to seal
rear bolt holes. Installation of plugs and bearing cap side
Tighten weight clamp bolts to 25 to 30 foot-pounds with
seals is covered later under "Installing Crankshaft and
torque wrench, a 12 point socket, and suitable extension.
Bearings."
CRANKSHAFT REAR BEARING OIL SEAL Seal Installation

Crankshaft rear bearing oil seal consists of two pieces 1. Apply perma-gasket or equivalent type cement in
of special packing. On piece is installed in groove in seal groove in cylinder block and in crankshaft rear
rear bearing cap and the other piece is installed in simi- bearing cap.

ENGINES 6-78
2 .
Position seal in groove in block, then use oil seal in
staller (J-8528) as shown in Figure 66, to pack seal
firmly into place in groove.
3. In similar manner, install seal in bearing cap.
4. Using a sharp knife; cut off both ends of each seal
which project out of grooves.
C U T O F F E N D S O F P A C K IN G
C L E A N L Y A N D F L U S H W IT H S U R F A C E
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D IP S ID E S E A L S (1) IN D IESEL
O IL A N D IN S E R T IN T O G R O O V E
IN C A P (3) A FT ER C A P IS IN S E R T P L U G S (5) W IT H
IN ST A LL E D . C H A M F E R O N E N D C A V IT Y T O W A R D B O L T S
O F S E A L S M U S T BE L O C A T E D
A T P O IN T S " A "
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Fig. 67 - Cross Section at Seals
and Rear Bearing C a p Bolts
ry
1. Side Seal Bearing Cap
2. Crankshaft O il Rear Bolts
Seal 5. Bolt Hole
ra 3. Rear Bearing Plugs
C ap .
6 C ylin d e r Block
Fig. 66 - Installing Crankshaft Rear Bearing
O i l Seal w ith Special Tool
B E A R IN G C A P S
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CAUTION: When cutting off ends of seals, do S ID E BO LTS
not leave frayed ends which prevent proper seat
ing of bearing cap if ends should extend between
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cap and cylinder block.
INSTALLING CRANKSHAFT A N D BEARINGS

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Thoroughly clean bearings, crankshaft journals bearing C Y LIN D E R B L O C K

bores in block and oil holes in crankshaft to remove all
cuttings and abrasive material.
1. Place crankshaft bearing upper halves in respective 12-PO INT
si
bearing bores in crankcase, then apply engine oil on SO CKET

each bearing. Apply sealer on cylinder block area
contacted by crankshaft rear bearing cap (shaded
as
area in Figure 67). Fig. 68 - Removing or Installing Crankshaft M a in Bearing Side Bolts
2. Lower crankshaft into place in crankcase, and with
bearing lower halves in place, position all crankshaft 6. Tighten all 1/2-13 bolts to 90 to 100 foot- pounds with
bearing caps. Each cap has the word "FRONT" cast torque wrench.
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at front edge of cap and caps are numbered from 7. Apply Diesel fuel oil on the two bearing cap side
front to rear with numerals 1, 2, 3, etc. (figs. 65 and seals, then insert a seal in groove at each side of
83). rear bearing cap chamfered end first (fig. 69).
3. Lubricate all bearing cap bolts and bolt washers with Chamfer must be toward outer side of crankcase to
SAE #10 engine oil. Insert the 5/8-11 bolts with mate with radius at broached bearing cap seat in
washers into holes in bearing caps and start bolts in block. The narrow edge of side seals must mate
to threads in cylinder block, but do not tighten bolts with narrow side of grooves in cap (fig. 69).
until side (1/2-13) bolts have been started into
NOTE: When side seals are fully inserted, ex
threads in bearing caps.
posed end will protrude approximately 0.045 inch
4. Insert the side bolts (fig. 68) from outer sides of
beyond surface of bearing cap. DO NOT CUT
crankcase and start each bolt into threads in bearing
OFF SIDE SEALS.
caps. Insert two 1/2-13 rear bearing cap (vertical)
bolts and start threads into block. 8. Install two bolt hole plugs in bearing cap to seal the
5. Using torque wrench, tighten the 5/8-11 bearing cap- holes and prevent oil leakage. Figure 67 shows seal
to-cylinder block bolts to 170 to 180 foot-pounds. ing arrangement at crankshaft rear bearing and cap.
CHEVROLET SERIES 70-80 HEAVY DUTY TRJCK SHOP MANUAL

ENGINES 6-79
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Fig. 6 9 - Bearing C a p Side Seal Installation
9. Try turning crankshaft to check for binding in bear

ings. Crankshaft must turn freely with all cap bolts
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tightened. Fig. 70 - G e a r Train and Timing M a rks ( V - 6 Engine)
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GEAR TRAIN INSTALLATION 1. Camshaft G e a r 8. Balance Shaft Thrust
2. Injection Pump D rive Plate
General. The items involved in assembling idler gears G ear 9. Balance Shaft G ea r
on 6-cylinder and 8-cylinder Toro-Flow engines are same 3. D rive G e a r Bolts 10. G e a r Retainer Plate
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as far as description and location of parts is concerned 4. Self Locking Bolt 11. Plate Retaining
although the gears are not interchangeable, and different 5. Camshaft G e a r Bolts
markings are used on balance shaft gears and balance Retainer 12. Crankshaft Balancer
shaft idler gears. 6. Lock Plates Key
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7. Balance Shaft Idler 13. C ylin d e r Block

Figures 70 and 71 show the installed position of gears,
G ea r 14. Camshaft Idler G e a r
retaining parts and timing marks on 6-cylinder and 8-
cylinder engines respectively. Except as otherwise in
dicated, the following instructions are applicable to both 6. Using narrow feeler gauge, check gear back lash be
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6-and 8-cylinder engines. tween gear sets as shown in Figure 72. Make back
lash check at several points at each gear; there must
Installing Idler Gears be no tight spots in any position.
as
Key numbers in text refer to Figure 70. 7. Install injection pump drive gear (2) on camshaft gear
1. Turn crankshaft so ” 0" mark on gear is at 12 o'clock (1) with bolts (3). Tighten bolts (3) with torque
position. Turn camshaft gear (1) so "X" mark is at wrench to 35 to 40 foot-pounds with bolt threads oiled.
6 o'clock position. 8. Check torque on camshaft gear retainer bolt (4).
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2. Lubricate bushing in camshaft idler gear (14), then With bolt threads oiled the proper torque is 50 to 60
install idler gear (14) on idler gear shaft so "X " foot-pounds.
marks are indexed as shown at "A " (fig. 70), and
"O" marks are indexed as shown at "B." ENGINE FRONT COVER INSTALLATION
3. Using two bolts (11) and lock plate (6), install gear
retaining plate (10) at idler gear shaft. Tighten bolts NOTE: Design of engine front cover on late
to 15 to 20 foot-pounds, then bend corners of lock engines differs from cover design on earlier en
gines. Configuration of late cover is illustrated
plate (6) to secure bolts.
4. Lubricate bushing in balance shaft idler gear (7) with in Figure 73. With this cover no lock washers
engine oil then position gear (7) so alignment marks are used on any of the attaching bolts. With
are indexed with marks on gears (9 and 10) as shown covers of earlier design, lock washers are used
at "C " and "D.” Refer to Figure 71 for appearance on all bolts except where the two copper washers
of alignment marks on gears on V-8 engines. are used (same locations as indicated in fig. 73).
5. Retain idler gear (7) with retainer plate (10) and bolts Installing Front Cover on Early V-6 Engines
(11) in same manner as described in step 3 above. 1. Locate front cover gasket at front of cylinder block

ENGINES 6-80
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Fig. 73 - Front C ove r Bolting Arrangement
and Torquing Instructions
ry
Fig. 71 - G e a r Train and Timing M arks (V -8 Engine) Bolt Length
Location (Inches) Ft. Lb. Torque
1. D riv e G e a r Bolts 9. Crankshaft A 4-1/4 25=30
2. Cam shaft G e a r 10. Balance Shaft G e a r B 4-1/2 10-15
3. Injection Pump D rive
Gear
.
11 Balance Shaft
12. H ole Plug (Ball)
ra C
D
2
2-7/8
35-45
10-15
4. Camshaft Idler G e a r 13. Balance Shaft Front E 2-7/8 25-30
F 3-3/4 25-30
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5. Lock Plates W eight
6. Plate Retaining Bolts 14. Thrust Plate G 1 25-30
7. G e a r Retainer Plate 15. Balance Shaft Idler
8. Crankshaft G ea r Gear
with bolt holes in gasket aligned with holes in cyl
ar
inder block.
2. Carefully guide front cover over injection pump drive
gear and over end of crankshaft. Seal in cover and
injection pump drive gear teeth may be damaged un
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less care is used in positioning the cover assembly.

3. Install four short bolts with lock washers at locations
marked "G " in Figure 73, then install long bolts with
lock washers in remaining holes except at locations
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where "copper washers” are used (fig. 73). Install

remaining two bolts with copper washer but without
lock washers.
as
4. Tighten bolts with lock washers to 22 to 27 foot

pounds torque.
Installing Engine Front Cover on 8-Cylinder Engines and
6-Cylinder Engines with Cover (Shown in Figure 73)
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1. Locate front cover gasket at front of cylinder block

with bolt holes aligned.
2. Position front cover at gasket and install cover bolts,
referring to Figure 73 for bolt sizes and locations.
All bolts must be of 280M steel. Use two copper
washers at positions indicated on Figure 73.
3. Use torque wrench to tighten front cover bolts to
torque valves specified on Figure 73.
CYLINDER BLOCK CAP INSTALLATION

(ALL ENGINES)
The cylinder block cap and gasket (21 and 23, fig. 63) is
installed after front cover has been installed. Place
F ig . 7 2 - C h e c k in g T im in g G e a r B acklash gasket on top of cylinder block, set cap in place and

ENGINES 6-81
loosely install the four bolts with 12-point heads.

Tighten bolts gradually to pull cap firmly against block
and front cover. Cut off any portion of gasket which may
project above cap.
DAMPER A N D CRANKSHAFT PULLEY

INSTALLATION
General. Latest engines have a counterbore in damper
hub to accommodate a seal ring (80, fig. 64) which seals
against oil leakage. When installing crankshaft damper
look for counterbore at rear edge of hub bore and install
new seal ring on crankshaft as instructed below. The
special installer shown in Figure 74 may not be required
on some (late) engines on which the oil seal ring is used
m
but must be used on all other engines. Whenever a new
damper assembly is being installed, the late type with Fig. 75 - Crankshaft Damper Retaining Parts
counterbore and seal ring should be used.
o
Key numbers in text refer to Figure 74 unless other FLYWHEEL HOUSING A N D FLYWHEEL
wise indicated. INSTALLATION
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1. Place the seal ring (80, fig. 64) over end of crank
shaft and position the ring squarely on crankshaft at 1. Referring to Figure 31, set flywheel housing in place
inner end of damper key as shown in Figure 74. DO on dowel pins, then install flywheel housing-to-
NOT PLACE SEAL RING (1) AGAINST SLINGER (2). cylinder block bolts and lock washers. Tighten bolts
ry
The seal must roll into hub counterbore when damper to 50 to 60 foot-pounds with torque wrench.
is installed. 2. Using dial indicator in manner shown in applicable
2. Apply engine oil on damper hub at seal surface, ra Figures 29, 30, 31, or 32, check concentricity and
then start damper onto crankshaft with keyway squareness of flywheel housing rear face and pilot
aligned with key. Assemble installer, screw, and hole.
thrust bearing (4, 5, and 6) and tighten screw firmly 3. Install flywheel on crankshaft flange using lock plate
into threaded hole in crankshaft. • Turn the nut on under each pair of self-locking bolts (fig. 76).
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screw (5) to force damper into place on crankshaft.
Installer is not required on late engines. NOTE: One flywheel bolt is offset so flywheel
3. Referring to Figure 75, assemble cone, retainer and can be put on in only one position. A lock plate
damper retainer bolt as shown. Tighten bolt to 200 with a small hole for identification is used on
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to 210 foot-pounds with torque wrench. odd spaced bolts.
4. Tighten flywheel bolts to 100 to 110 foot-pounds.

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Bolts are self-locking type and the lock plates pro

vide a seat for bolt heads. Do not attempt to bend
the hardened steel lock plates.
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as
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Fig. 74 - Installing Damper on Crankshaft

w ith Special Tool Set
1. Seal " O " Ring 6. Thrust Bearing

2. Slinge r 7. Crankshaft Damper
3. Key 8. Crankshaft
4. Installer 9. Engine Front C ove r
5. Installer Screw Fig. 76 - Flywheel Bolts and Lock Plates

ENGINES 6-82
5. Mount dial indicator and check flywheel runout at

E X P A N D ER
machined surface. Runout should not exceed 0.008”
at other machined surface on clutch side.
O IL R IN G
PISTON A N D CONNECTING ROD INSTALLATION
Figure 36 shows piston and connecting rod assembly R IN G
for Toro-Flow engines. Instructions covering repair of GAP
connecting rods and assembling pistons to rods are given
previously under "Inspection and Repair of Engine Sub-
assemblies."
Assembling Rings on Pistons

NOTE: Before installing 2nd compression ring
on conventional engines, and the oil control ring EXPANDER
(all engines) a check of ring fit in groove should S P R IN G G A P TEFLON SLEEVE
om
be made to make sure there is neither binding
P IST O N T-585
nor excessive clearance. Use feeler gauge while
holding edge of ring in respective groove in
piston as shown in Figure 77. Also roll the Fig. 78 - Piston O il Control Ring
piston ring around the groove to be sure it is Installation (D /D H 478)
free at all points. Proper clearance for rings
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is given in "Specifications" at end of this sec bevel which must be downward. Top surface of
tion. Procedure for checking for fit of keystone some rings is marked to indicate which side goes
type piston rings is given previously under upward.
ry
"Piston, Rod, and Bearing Cleaning and Inspec- 3. Use spreader tool (fig. 79) and install top com
tion." pression (keystone type) ring. Top ring may be
ra installed with either side upward.
P IST O N C O M P R E S S IO N
R IN G
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P IST O N R IN G
O IL R IN G
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P IS T O N
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P IST O N R IN G
SP R E A D E R
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Fig. 7 9 - Installing Piston Rings with Spreader Tool
F ig. 77 - C h e ck in g Piston Ring Fit in G roove 4. Apply engine oil liberally on piston rings and piston.
Position piston ring gaps so that no adjacent ring
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1. Install the teflon sleeve (fig. 78) on ring expander on gaps are closer than 30 degrees to each other.
6-cylinder engines. Sleeve must be midway between 5. Remove connecting rod bearing cap and lubricate
ends of spring. A different type expander is used both bearing halves with engine oil. Be sure lock
with oil ring (fig. 36) on 8-cylinder engines. Oil tangs are seated in milled slots in rod and cap.
control rings may be installed with either side up 6. Place bolt guide set on connecting rod bolts (fig. 81)
ward. Place oil ring expander in piston groove, in and use a sleeve type piston ring compressor which
serting wire into spring coil to hold spring ends in will seat at cylinder bore as shown in Figure 80.
alignment on 6-cylinder engines. Install oil control 7. Refer to cylinder number on connecting rod and cap
ring over expander using ring spreader tool (fig. 79). and match each piston and connecting rod assembly
Locate ring gap 180 degrees from expander gap on with cylinder number (fig. 37). Figures 65 and 83
all engines. Teflon sleeve must be centered at oil show proper position of connecting rod identification
control ring gap. numbers for each assembly.
2. Install lower compression ring on piston with scraper
edge of tapered face downward. On 8-cylinder en NOTE: When installed, the valve-clearance
gines the 2nd compression ring (fig. 36) has an inside depressions in top of pistons must be toward

ENGINES 6-83
pump mounting flange and insert pump drive shaft in

PISTON RINGS
SLEEVE TYPE ZZI.'ZZZZZZZ. socket in pump shaft.
NOTE: If oil pump drive gear and housing,
Figure 51, are removed from engine, the pump
drive shaft (7) can be installed later when in
stalling drive gear and housing from above cyl
inder block.
2. Locate oil pump at cylinder block and install mount
ing bolts. Tighten bolts to 25 to 30 foot-pounds.
Install suction tube and screen as directed below
under a. and b.
a. Early 6-Cylinder Engines (fig. 83). Use new
CYLINDER BLOCK T -8 3 6 suction tube gasket and install tube and screen
assembly on oil pump. Tighten flange bolts with
m
fingers, then check distance from oil pan flange
Fig. 80 - Sleeve Type Piston Ring Compressor A p p lica tion at cylinder block (without gasket) to end of damper
(1, fig. 83). If necessary, swing the tube and
outer side of cylinder block at both banks (fig. screen assembly to obtain a dimension of 7-33/64
co
37). inches, then tighten flange bolts firmly. Be sure
damper is pressed into its mounting strap as far
8. Apply engine oil on cylinder bores, then insert piston as possible.
and connecting rod assemblies into respective bores b. Late Engines (fig. 82). With bracket bolt (2) re
y.
in manner shown in Figure 81. Use hammer handle moved from pump, place new flange gasket and
to push piston through ring compressor, then use suction tube and screen assembly at oil pump as
handle on guide set (fig. 81) to pull connecting rod sembly. Install flange bolts and lock washers
assembly firmly into contact with crankpin.
COMPRESSOR SLEEVE
ar (3), but do not tighten completely. Install bracket
bolt (2) and lock washer, and tighten bolt to 20
to 25 foot-pounds. Finally tighten tube flange
bolts (3).
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OIL PAN INSTALLATION (Figs. 65 and 83)
1. Install stud (if removed) at right side of crankshaft
li
rear bearing cap. Be sure two bolt hole plugs are
in place. If not previously installed, dip the bearing
ar
cap side seals (7, fig. 83) in Diesel fuel oil and in
sert in groove in bearing cap. Refer to Figures 67
and 69 and related instructions for side seal in
stallation.
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PISTON RINGS
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CYLINDER BLOCK
as
F ig. 81 - Installing Piston and Connecting

Rod Assem bly in C y lin d e r Bore
9. Install cap and lower bearing half on respective con

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necting rod. Lubricate threads in nuts and on bolts

with SAE 10 engine oil, then install nuts on connect
ing rod bolts. Side of nut having larger chamfer
must be away from connecting rod cap. Tighten bolt
nuts to 55 to 65 foot-pounds with torque wrench.
Bolt nuts are self-locking type. Try moving con
necting rod endwise on crankpin. Rod should move
freely with nuts tightened.
CAUTION: Do not file or shim bearing caps to
obtain a fit. Select a pair of bearing halves Suction Tube and 5. C ylin d e r Block
Screen Assy. 6. Pump D rive Shaft
which will provide correct vertical clearance of
Bracket Bolt 7. Pump to Block Bolts
0.0010 to 0.0031 inch.
(20-25 f t. -lb s .) (25-30 ft.-lb s .)
3. Flange Bolts and Lock 8. O i l Pump
ENGINE OIL PUMP A N D DRIVE INSTALLATION
Washers 9. Bracket
1. Place new oil pump-to-cylinder block gasket at 4. Gaskets 10. O il Pan

ENGINES 6-84
stalled, the procedure given below in step 3.

must be observed.
2. Lubricate drive gear and shaft assembly (6) with
engine oil.
3. If new shaft and gear assembly is being installed,
insert the gear into opening in block in any position.
Socket in gear must fit over the upper end of oil
pump drive shaft.
4. If original camshaft and oil pump and tachometer
drive parts are being installed, set engine crankshaft
so No. 1 piston is in firing position, then refer to
Figure 9 and insert oil pump drive gear and shaft
assembly into block with the slot or mark on shaft
aligned with mark on machined surface on block
(mark made at disassembly).
Fig. 83 - C rankcase Ready for O il Pan
om
Installation (Early 6 -C y lin d e r Engine)
5. Place gasket (5) at housing flange, then install shaft
housing over shaft and into place at cylinder block.
1. Damper (In Screen 5. G askets If the housing flange cannot be pushed down into con
Support) 6. Engine O il Pump Assy. tact with cylinder block, it may be necessary to turn
2 . O il Inlet Screen and 7. Bearing C a p Side Seal the engine crankshaft sufficiently to rotate the drive
Pipe Assy. (2 used) gear so socket will engage oil pump drive shaft (7).
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3. Rod Identification 8. O i l Pan Stud 6. Push shaft housing flange down firmly at gasket,
Numbers (2, 4 and 6) (1 used) making sure the flange is centered between the two
4 . Rod Identification 9. Hole Plug points as indicated on Figure 9. Install housing
ry
Num bers ( 1 , 3 and 5) (2 used) clamp (2) and secure with bolt and washer (1).
7. Install cap (3) and gasket, or connect tachometer
drive.
2. Place oil pan gasket at crankcase flange, then set oil ra
pan in place and install oil pan bolts and stud nut. VALVE LIFTER AND LIFTER COVER
Tighten bolts evenly and firmly.
3. Install oil pan drain plug using new copper gasket. INSTALLATION
Tighten plug to 25 to 35 foot-pounds.
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1. Lubricate the valve lifters with special "break-in”
compound and insert lifters into respective bores
OIL PUMP A N D TACHOMETER DRIVE
(fig. 37) if original camshaft and lifters are being
INSTALLATION installed.
ar

NOTE: If new camshaft was installed in en
1. If drive shaft (7) has been removed, drop the shaft
gine, install new lifters also.
into place in socket in oil pump shaft.
2. Use new lifter compartment cover gasket when in
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NOTE: If new camshaft has been installed, a

stalling lifter cover.
new oil pump and tachometer drive gear and
shaft assembly should be installed and gear NOTE: Two of the lifter cover bolts on 8-
teeth may be meshed in any position. If original cylinder engines are longer than other bolts and
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camshaft and pump and drive gear are being in are used to also attach the fuel injection pump
as
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F ig . 8 4 - C y lin d e r H e a d Bolt T ig h te n in g S e q u e n ce ( 8 - C y lin d e r E n gin e )

ENGINES 6-85
support. Refer to Figure 40 in FUEL SYSTEM CAUTION: Extreme care must be exercised
which is covered later in this manual. in positioning the head to be certain that
head gasket is not gouged or marred dur
CYLINDER HEAD INSTALLATION ing head installation.
The cylinder head gasket surface on block and heads 3. Install the oiled cylinder head bolts and tighten
must be clean. Same procedure is used to install either gradually in sequence shown in Figure 84 for 8-
cylinder head assembly. Oil all cylinder head bolts at cylinder engines or to Figure 85 for 6-cylinder en
threaded area and the area under bolt heads with S.A.E. gine. The same torque of 130 foot-pounds must be
#10 engine oil before installation. Install oil separator used for all cylinder head bolts on both the 6- and
in ventilation hole at rear of cylinder block (fig. 15) be the 8-cylinder engines.
fore installing left-hand cylinder head assembly. 4. Recheck all bolts a second time by retorquing to
1. Place new cylinder head gaskets on cylinder block 130 foot-pounds in the proper sequence. It is not
with word TOP upward. Dowels will hold the gaskets necessary to back off the bolts before retorquing.
in place during head installation, as well as serve NOTE: It is important that every bolt be
to locate the heads. torqued. If a single bolt is missed, the head
m
2. Carefully place the heads on gaskets. gasket is liable to leak. Final torquing of head
bolts must be done at time of engine run-in.
5. Install water hose between sleeve at front end of
o
each cylinder head and the water inlet at front cover.
Secure hoses with clamps.
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INSTALLING VALVE OPERATING M ECH ANISM
NOTE: If new camshaft and valve lifters are
ry
installed in an old engine block; and whenever a
new replacement engine or partial engine is
ra used, a 1-pint can of "Break-in Compound for
New Engine Camshafts" should be poured over
Fig. 85 - C y lin d e r Head Bolt Tightening camshaft lobes and allowed to run down into
Sequence (6 -C y lin d e r Engine) trough below camshaft and oil pan. Before
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ar
cc
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as
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Fig. 86 - M a n ifo ld s and A ttaching Parts on 6 -C y lin d e r Engines (R.H . M a n ifold s Shown)
1. End Bolt 5. Crankcase V e ntilation C ap 9. M a n ifo ld Clamps

2. Bolt Lock 6. Exhaust M a n ifo ld 10. D ip Stick Tube
3. C y lin d e r Head 7. Clam p Bolts 11. Tube Clam p and Bracket
4. Intake M a n ifo ld 8. G asket

ENGINES 6-86
starting engine, add engine oil to proper level. 3. Place lock (2) on long end bolt (1) and insert bolt
Do not drain crankcase containing "Break-in" through hole in intake manifold. Position intake
compound until vehicle has been run 500 miles. manifold (4) at cylinder head and start end bolt into
tapped hole in head. Install a clamp bolt (7) with
1. If not previously installed, use new gasket and install
clamp (9 ) through hole in intake manifold flange and
cover on valve lifter compartment. Tighten cover
thread bolt into cylinder head to properly locate in
bolts evenly and firmly.
take manifold. Tighten clamp bolts with the respec
2. Place push rods in position in holes through cylinder
tive clamps bridging bosses at intake and exhaust
head with lower end of push rods seated in valve
manifolds sufficiently to hold intake and exhaust
lifters.
manifolds in place.
3. With rocker arms, shaft, and brackets assembled
4. Install remaining three clamps (9 ) and clamp bolts
previously instructed under "Assembling Rocker
and position the clamps to contact manifold bosses
Arms and Brackets on Shaft" (see figs. 57 and 58),
squarely. At right hand manifolds place dip stick
set the assembled components in place at top of each
tube bracket (11) on clamp bolt as shown in Figure
cylinder head. Fit the adjusting screws into sockets
69.
in push rods, and start the rocker arm shaft bracket
5. Tighten exhaust manifold end bolt to 15 to 20 foot
bolts into threaded holes in cylinder heads. Grad
om
pounds torque. Tighten intake manifold end bolt to
ually tighten the bracket bolts to prevent bending
20 to 25 foot-pounds, and tighten intake and exhaust
rocker arm shaft as valve spring load is imposed on
manifold clamp bolts to 20 to 25 foot-pounds. Bend
rocker arms. Clearance of approximately 0.030 inch
locks (2) to secure the manifold end bolts.
should exist between shaft end brackets and adjacent
6. Clip dip stick tube to the bracket (11) assembled on
rocker arm after tightening bracket bolts.
clamp bolt in step 4 above.
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4. Final tighten bracket bolts to 20 to 25 foot-pounds
torque. With crankshaft turned as necessary to place
piston on compression stroke, adjust intake valve NOTE: Intake manifold openings should be
lash to 0.012 inch, and adjust exhaust valve lash to plugged or covered while installing engine or
ry
0.022 inch. performing other work to prevent foreign objects
from falling into manifold openings.
NOTE: The above valve lash settings are ini
tial "cold" settings. Final adjustment must be 8-Cylinder Engines
made with engine running at normal operating
temperature. Correct lash with engine warmed
ra Key numbers refer to Figure 87 unless otherwise in
dicated.
up and running is 0.010 inch for intake valves, Manifolds are attached in similar manner at both cyl
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and 0.018 inch for exhaust valves. inder heads. In some instances accessory support
brackets must be removed to gain access to manifold
5. Use new gaskets and install rocker arm covers on
bolts, if engine is installed in vehicle.
cylinder heads. Correct torque for cover screws is
1. Place bolt lock on exhaust manifold short end bolt,
3 to 5 foot-pounds.
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then insert bolt through hole in end of exhaust mani

fold. Place clamp (6) on clamp bolt (7) and insert
FUEL IN J E C T IO N PU M P, FUEL FILTER clamp bolt through hole in exhaust manifold flange.
A N D IN J E C T IO N N O Z Z L E Place manifold gasket at exhaust manifold so it is
cc
IN ST A L L A T IO N held in proper position by bolts.

2. Place exhaust manifold and gasket at cylinder head
Refer to FU E L SYSTEM covered in service portion of
and start the two bolts into tapped holes.
this manual for instructions covering installation and
3. Place lock on long end bolt (9 ) and insert bolt
si
timing of fuel injection pump, and installation of injection

through hole in intake manifold. Position intake
nozzles and high pressure lines.
manifold (4) at cylinder head and start end bolt into
Fuel filter and line installation procedure is also
tapped hole in head. Install a clamp bolt (7) with
as
covered in F U E L SYSTEM section.

clamp (6) through hole in intake manifold flange and
thread bolt into cylinder head to properly locate
MANIFOLD INSTALLATION intake manifold. Tighten clamp bolts with the re
6-Cylinder Engines spective clamps bridging bosses at intake and ex
cl
Key numbers in text refer to Figure 86, unless other haust manifolds sufficiently to hold intake and ex
wise indicated. haust manifolds in place.
Manifolds are attached in similar manner at both cyl 4. Install remaining clamps (6) and clamp bolts and
inder heads. In some instances accessory support position the clamps to contact manifold bosses
brackets must be removed to gain access to manifold squarely.
bolts, if engine is installed in vehicle. 5. Tighten exhaust manifold end bolt to 15 to 20 foot
1. Place bolt lock (2) on exhaust manifold short end pounds torque. Tighten intake manifold end bolt to
bolt (1), then insert bolt (1) through hole in end of 20 to 25 foot-pounds, and tighten intake and exhaust
exhaust manifold (6). Place clamp (9) on clamp bolt manifold clamp bolts to 20 to 25 foot-pounds. Bend
(7) and insert clamp bolt through hole in exhaust locks to secure the exhaust manifold end bolts.
manifold flange. Place manifold gasket (8) at ex 6. Install balance tube between intake manifolds as
haust manifold so it is held in proper position by typically shown in Figure 88.
bolts.
2. Place exhaust manifold and gasket at cylinder head NOTE: Intake manifold openings should be
and start the two bolts into tapped holes. plugged or covered while installing engine or

ENGINES 6-87
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1 Exhaust Manifold
2 Clamp
3 Air Intake Elbow (Rubber)
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4 Intake Manifold
5 Balance Tube
6 Manifold Clamp
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7 Clamp Bolt
8 Balance Tube Hose and
Clamps
ry
9 Manifold End Bolt
10 Exhaust Pipe Bolts
ra _________________ T-1961-1 I
F ig. 87 - M a n ifo ld s and A ttach ing Parts on 8 -C y lin d e r Engines (R.H. M a n ifo ld s Shown)
1. Exhaust M a n ifo ld 4. Intake M a n ifo ld 8. Balance Tube Hose and

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2. Clam p 5. Balance Tube Clam ps
3. A ir Intake Elbow 6. M a n ifo ld Clam p 9. M a n ifo ld End Bolt
(Rubber) 7. Clam p Bolt 10. Exhaust Pipe Bolts
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performing other work to prevent foreign ob

jects from falling into manifold openings.
BALANCE HOSE A N D CLAMPS
INSTALLING ACCESSORIES
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The various accessories such as: starter, generator,

L.H. INTAKE MANIFOLD
air compressor or vacuum pump, power steering pump,
etc., should be installed and drive belts adjusted before
BREATHER CAP
engine is started. Install oil filter on filter mounting
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pad at left side of engine using new gasket.

CHECKING ENGINE VALVE TIM ING
as
Valves must open and close in correct relationship to

upper and lower dead center of crankshaft as indicated
in valve timing as given in "Specifications" at end of this
section and shown in Figure 89. When a check of valve
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timing is necessary, following procedure may be used

referring to markings at crankshaft damper for deter
mining top dead center on No. 1 cylinder.
1. Remove left-hand rocker cover from cylinder head to
provide access to rocker arms at No. 1 cylinder.
2. Turn engine clockwise (viewed from front of engine)
to "UDC" mark at crankshaft damper on compression
stroke. Both the intake and the exhaust valve on No.
1 cylinder will then be closed.
3. Adjust valve lash on No. 1 exhaust valve (front valve)
to exactly 0.054 inch on 6-cylinder engines; or to
0.057 inch on 8-cylinder engines.
4. Turn engine clockwise until No. 1 exhaust valve
Fig. 88 - M a n ifo ld Balance Tube Installation opens and begins to close, then with fingers try turn
(8 -C y lin d e r Engine O n ly ) ing push rod of No. 1 exhaust valve as engine is

ENGINES 6-88
according to instructions under "Timing Idler Gear and

Shaft Installation" covered previously in this section.
Refer to Figures 70 or 71 for correct alignment of marks
on timing gears.
NOTE: Several revolutions of crankshaft may
be required to index marks on gears. When
valve timing has been corrected, it will be nec
essary to retime the fuel injection pump. Refer
to applicable instructions covered later in FUEL
SYSTEM in this manual.
ENGINE TEST AND RUN-IN

After engine has been rebuilt and all accessories in
stalled, the unit should be given a preliminary run-in on a
stand or dynamometer.
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W ARM-UP AND INSPECTION
1. Fill crankcase with proper grade of oil. Refer to
Owner's and Driver's Manual for lubricating oil
specifications.
T -19 47
2. Turn engine over several revolutions to determine if
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any parts are binding.
3. Start engine and run for approximately 15 minutes at
Fig. 89 - V a lv e Timing Diagram fast idle (600 to 700 rpm). During warm-up observe
ry
(A ll Toro-Flow Diesel Engines)
operation and inspect engine assembly for evidence
of oil and water leak. On new or rebuilt engine, oil
cranked slowly. When push rod rotates with finger pressure should be minimum of 20 pounds at idle
pressure, the "UDC" mark on damper should be at speed and 50 pounds at governed or normal high op
pointer. This will be about 1 revolution from start
ing point. If push rod starts to rotate at any point
ra erating speed.
within one-quarter inch either side of "UDC" mark, NOTE: On engines which have been in service
for considerable length of time, the idle speed
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the valve timing is correct. Be sure to adjust ex
haust valve clearance to 0.018 inch after performing oil pressure may fall as low as 10 pounds with
the foregoing check. out detrimental effects. If during warm-up the
5. If when checking valve timing, the push rod starts to oil pressure is not within the above specified
range, make necessary corrections before oper
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rotate at a point more than three-quarters inch either

side of the "UDC" mark, the camshaft can be con ating engine under full load for run-in.
sidered "out of time." 4. With engine at normal operating temperature, lash
To correct the timing, remove the engine front cover intake valves to 0.010 inch, and exhaust valves to
cc
assembly, remove idler gear and set the timing gears 0.018 inch before proceeding with run-in schedules.
ENGINE RUN-IN SCHEDULES

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(Perform After Warm-up and Inspection)
D/DH478 ENGINES CAUTION: Lubricating oil cooler necessary

as
during run-in on D/DH637 engines. Oil temper

ENGINE RPM BRAKE H.P. TIME (MIN.) ature must not exceed 240° F.
1200 11.5 10
1600 30.5 10 ** Follow run-in procedure with Cylinder Head
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2000 57 10 Bolt Retorque and Final Valve Lash as instruc

2600 99 10 ted in following paragraphs:
3000 Full Load 20
Check No. Load Governed Speed** 1
Cylinder Head Bolt Retorque (After Initial Run-in)
D/DH637 ENGINES
IMPORTANT: If dynamometer equipment is not
ENGINE RPM BRAKE H.P. TIME (MIN.) available for initial run-in, the loaded vehicle
1200 15 10 must be driven for 20 minutes at full power out
1600 40 10
put before cylinder head bolts are retorqued.
2000 76 10
Full load operation is for purpose of seating the
2300 114 10
cylinder head gasket whenever gaskets have been
2500 Full Load 20
replaced. This procedure must be adhered to.
Check No Load Governed Speed** 1 1. After the head gasket has been seated, remove parts
as necessary to allow access to cylinder head bolts.

ENGINES 6-89
om
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ry
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B— TIGHTENING HEAD BOLTS AT FUEL

A — TIGHTENING OUTER BOLTS— M A N IFO LD REM OVED INJECTION NO ZZLE t
c
Fig. 90 - Sp ecial Torque W rench A dapter for Tightening C y lin d e r Head Bolts
ic
The fuel injection nozzles and high pressure lines Figure 84 or 85 for correct tightening sequence.
need not be removed. Special adapter (J-22123) is (Breaking each bolt 'loose is necessary at this time
ss
designed to permit tightening cylinder head bolts since the full power run-in has reseated the head
with nozzles installed. Refer to Figure 90 for views gasket.) This operation is necessary to insure an
of adapter application. accurate torque reading with the head gasket prop
erly seated.
a
NOTE: The torque wrench adapter (J-22123) is 3. Without breaking the bolts loose, recheck each bolt
not required for tightening all head bolts. In a second time in sequence up to 130 foot-pounds
locations not requiring the adapter, combinations torque.
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of following hand tools have proven successful: 4. Adjust valve clearance to correct clearance of 0.010
9/16-inch 12-point socket (heavy duty); 1/2-inch inch for intake valves and 0.018 inch for exhaust
drive extension 1-1/2 inches long; and 1/2-inch valves.
drive extension 6 inches long. 5. Install all parts previously removed to provide ac
2. Break each head bolt loose individually a minimum of cess to cylinder head bolts.
1/4 turn and torque to 130 foot-pounds, referring to 6. Set engine idle speed.
ENGINE SPECIFICATIONS
GENERAL DATA Stroke (In .)........... ... 3.86 3.86
Piston Displacement
M odels.................. D/DH478 D/DH637 (Cu. In.)................. 477.7 637
No. of Cylinders. . . 6 8 Compression Ratio . 17.50:1 17.50:1
Bore (I n . ).............. 5.125 5.125 Firing Order......... ... 1-6-5-4-3-2 1-8-4-3-6-5-7-2

ENGINES 6-90
Cylinder Nos. Front Width Between Crankshaft

to Rear Thrust Faces.................................. 1.5325"-1.5355"
Left Bank 1-3-5 1-3-5-7 Crankshaft End P la y ......................... 0.0030"-0.0080"
Right Bank 2-4-6 2-4-6-8 Crankshaft Main Bearing Journal O.D.
Governed Speed Journals (Except R e a r ) .................... 3.1247"-3.1237"
(RPM) 3200 2800* Rear Journal.................................... 3.1239"-3.1229"
Idle Speed (RPM) 625-650 625-650 Crankpin O.D......................................... 2.8112"-2.8122"
*D637 Engine Governed Speed is 2600 rpm Permissible Out-of-Round
At Main Bearing Journals ........................... 0.00025"
At Crankpins................................................ 0.00025"
DIMENSIONS AND CLEARANCES Permissible Taper
(New Limits) At Main Bearing Journals ........................... 0.0003"
CYLINDER BLOCK At Crankpins................................................ 0.0003"
Cylinder Bore (Std.) Fillet Radii
m
D/DH478 and D/DH637 .................. 5.1241"-5.1259" At Main Bearing Journals .................. 0.110"-0.094"
Bore Out-of-Round (M ax.)................................ 0.0005" At Crankpins....................................... 0.172"-0.156"
Bore Allowable T a p e r .................................... 0.0005" Journal Runout at Intermediate Journals with
Cylinder Bore Selective Sizes (Fig. 41) Crankshaft Supported at End
o
D/DH478 and D/DH637 Engines Journals (M a x .)......................................... 0.0030"
1 5.1241"-5.1244” Allowable Runout at Flywheel Mounting
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2 5.1244"-5.1247" Flange (at 2" R)...................................... 0.001" T.I.R.
3 5.1247"-5.1250"
4 5.1250"-5.1253" CAMSHAFT AND BEARINGS
ry
5 5.1253"-5.1256” Camshaft Brg. I.D. (In Place) (6 Cylinder Engines)
6 ............................... 5.1256"-5.1259" No. 1 (F ro n t).................................... 2.0588"-2.0598"
7 5.1276"-5.1279” No. 2 ................................................ 2.0274"-2.0284"
Crankshaft Main Bearing Bore (Less Inserts) No. 3 ................................................ 1.9962"-1.9972"
All B o r e s .........................................
Camshaft Bearing Bores (6-Cylinder Engines)
3.325"-3.326"
raNo. 4 ................................................ 1.8437"-1.8447"
Camshaft Bearing I.D. (In Place) (8-Cylinder Engines)
No. 1 (F ro n t).................................... 2.1865"-2.1885" No. 1 (F ro n t).................................... 2.0901"-2.0911"
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No. 2 ................................................ 2.1552"-2.1572" No. 2 ................................................ 2.0588"-2.0598"
No. 3 ................................................ 2.1240"-2.1260" No. 3 ................................................ 2.0274"-2.0284"
No. 4 ................................................1.9715"-1.9735" No. 4 ................................................ 1.9962"-1.9972"
Camshaft Bearing Bores (8-Cylinder Engines) No. 5 ................................................ 1.8437"-1.8447"
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No. 1 ................................................ 2.2179"-2.2199" Camshaft Journal Diameter (6-Cylinder Engines)

No. 2 ................................................ 2.1865"-2.1885" No. 1 ................................................ 2.0573"-2.0563"
No. 3 ................................................ 2.1552"-2.1572" No. 2 ................................................ 2.0259"-2.0249"
No. 4 ................................................ 2.1240"-2.1260" No. 3 ................................................ 1.9947"-1.9937"
cc
No. 5 ................................................ 1.9715"-1.9735" No. 4 ................................................ 1.8422"-1.8412"

Balance Shaft Bearing Bores (6-Cylinder Engines) Camshaft Journal Diameter (8-Cylinder Engines)
No. 1 (F ro n t)..................................... 1.6928"-1.6948" No. 1 (F ro n t).................................... 2.0886"-2.0876"
No. 2 ................................................ 1.6618"-1.6638" No. 2 ................................................ 2.0573"-2.0563"
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No. 3 ................................................ 1.6308"-1.6328" No. 3 ................................................ 2.0259"-2.0249"

No. 4 ................................................ 1.5998"-1.6018" No. 4 ................................................ 1.9947"-1.9937"
Balance Shaft Bearing Bores (8-Cylinder Engines) No. 5 ................................................ 1.8442"-1.8412"
as
No. 1 (F ro n t)..................................... 1.7238"-1.7258" Permissible Runout at Intermediate Journals with

No. 2 ................................................ 1.6928"-1.6948" Camshaft Supported at Ends........................... 0.005"
No. 3 ................................................1.6618"-1.6638" Camshaft Bearing to Journal
No. 4 ................................................ 1.6308"-1.6328" Clearance.........................................0.0015"-0.0035"
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No. 5 ................................................ 1.5998"-1.6018" Camshaft End Play .............................. 0.0045"-0.0085"

Valve Lifter Bores Camshaft Thrust Plate Thickness........... 0.187"-0.185”
I.D...................................................... 1.0925"-1.0935" Camshaft Drive .........................................Gear Train
Bearing Cap to
Crankcase F i t ........... 0.0005" Loose--0.0030" Tight TIMING GEARS
Backlash (Between Mating G ears)........... 0.002"-0.004"
CRANKSHAFT AND BEARINGS Gear Runout (After Installation)
Main Bearing Vertical I.D. (In Place) Crankshaft G ear............................................. 0.002"
All B earin gs.................................... 3.1260"-3.1276" Camshaft G ear................................................ 0.002"
Vertical Thickness of each Main Bearing Idler G ear...................................................... 0.002"
Half at Right Angle to Split Line . . . 0.0992"-0.0995" Idler Gear End P la y ............................. 0.002"-0.0065"
Crankshaft Bearing Material ......................... M-500 Idler Gear Bushing I.D. (In Place) . . . . 1.4005"-1.4015"
Bearing to Crankshaft Vertical Oil Clearance Idler Gear Shaft O.D.............................. 1.3990"-1.3995"
All B earin gs.................................... 0.0013"-0.0039" Idler Gear Bushing to Shaft
Thrust Bearing W id th ....................... 1.5275"-1.5295" Clearance......................................... 0.001"-0.0025"

ENGINES 6-91

BALANCE SHAFT, BEARINGS, AND GEARS Rod End Play on Crankpin....................... 0.006"-0.011"
Balance Shaft Bearing I.D. (In Place) Connecting Rod Alignment
(6-Cylinder Engines) Pin Hole Axis Must be Parallel in All Planes with
All B earin gs.................................. 1.4735"-1.4745" Axis of Large Bore w ith in .................. 0.002" in 7"
Balance Shaft Bearing I.D. (In Place)
(8-Cylinder Engines) PISTON, RINGS, AND PISTON PIN
No. 1 (F ro n t).................................. 1.4735"-1.4745" Standard Piston Diameter Measured at Right Angle to
No. 2 .............................................. 1.4735"-1.4750” Piston Pin 7/8 inch up from Bottom of Skirt:
No. 3 .............................................. 1.4735"-1.4750" Standard Piston Selective Sizes (Production)
No. 4 .............................................. 1.4735"-1.4750"
No. 5 .............................................. 1.4735"-1.4750" D478 & DH478
Balance Shaft Diameter (All Engines) . . 1.4705"-1.4695" Size No. D637 & DH637
Balance Shaft to Bearing Clearance
6-Cylinder Engines (All Bearings) . . . 0.0030"-0.0050" 1 5.1157"-•5.1160"
m
8-Cylinder Engines 2 5.1160"-•5.1163"
Front and Rear Bearings................ 0.0030” -0.0050” 3 5.1163"-•5.1166"
Intermediate Bearings..................... 0.0030” -0.0055" 4 5.1166"-■5.1169"
5 5.1169"-■5.1172"
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Balance Shaft End Play
6 - C y l i n d e r E n g i n e s .................................... 0 .0 0 3 0 " -0 .0 0 5 " 6 5.1172"-■5.1175"
8-Cylinder Engines........................... 0.0020"-0.0060" 7 5.1192"-•5.1195"
Balance Shaft Thrust Plate Thickness NOTE: Sizes are for temperature of 70-75°F.
6-Cylinder Engines........................... 0.1850"-0.1870"
y.
8-Cylinder Engines............................ 0.1860”-0.1880" Service
Balance Shaft Thrust Washer Thickness Pistons Size For Use In
(D/DH637 Eng. o n ly )......................... 0.1380"-0.1400" Code Engine (Skirt Diam.) Cyl. Marked
Idler Gear Bushing I.D........................... 1.2512"-1.2522"
Idler Gear Shaft O.D.............................. 1.2497"-1.2502"
Idler Gear to Shaft Clearance ..............0.0010"-0.0025"
Idler Gear End P la y ................................ 0.001"-0.007"
ar 3
1 D/DH478 &
D/DH637
D/DH478 &
5.1157"-5.1160"
5.1163"-5.1166"
1 and 2
3 and 4
br
D/DH637
FLYWHEEL 5.1169"-5.1172" 5 and 6
5 D/DH478 &
Runout at Outer Dia. of Clutch Face
D/DH637
(Installed)....................................................... 0.008"
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NOTE: When replacing pistons in cylinder bores marked
FLYWHEEL HOUSING
with size No. 7, use a 0.005" oversize piston and
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Flywheel Housing (SAE Type)

bore or hone the cylinder to obtain the proper fit.
Clutch Housing Mounting Flange
Square with Crankshaft C/L Piston Skirt to Cylinder Bore Clearance
within................................ 0.005" T.I.R. at 9.19" R. D/DH478 & D/DH637 ....................... 0.0081"-0.0087"
cc
Pilot Bore Diam eter......................... 17.627"-17.631" Finished Pistons Available in Std. and
Pilot Bore Concentric with Crankshaft following O v e r s iz e ........... 0.005", 0.020" and 0.040"
Bearings w ith in .................................. 0.005" T.I.R. NOTE: Fit oversize pistons with skirt clearance of
Clutch Housing (Bolted to Flywheel Housing) 0.0080"-0.0090"
si
Rear Face Square with Crankshaft C/L Piston Pin Hole Standard I.D.
within ........................... 0.010" T.I.R. at 5" Radius Red Color C o d e ................................ 1.6156"-1.6155"
Pilot Hole D iam eter........................... 5.125"-5.127" Green Color Code..............................1.6155"-1.6154"
as
Pilot Hole Concentric with Crankshaft Piston Pin to Piston Clearance ........... 0.0005"-0.0007"
Bearings w ith in ................................ 0.007" T.I.R. Piston Pin O.D. (Red
Flywheel Housing (Apron Type) Color Code).......................................1.6150"-1.6149"
Rear Face Square with Crankshaft Bearing Bore Piston Pin O.D. (Green
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within....................... 0.0070" T.I.R. @ 6.75" Radius Color Code)....................................... 1.6149"-1.6148"

Pilot Hole D iam eter............................ 5.125"-5.127" Oversizes: .................................. 0.001" and 0.002"
Pilot Hole Concentric with Crankshaft Bearings Standard Piston Pin Available in Red Color Code only
within .............................................. 0.0050" T.I.R. for Service
Fit Standard and Oversize Pins as follows:
CONNECTING RODS AND BEARINGS Clearance in Piston ......................... 0.0005"-0.0007"
I.D. at Large Bore with Clearance in Rod Bushing.................. 0.0008"-0.0014"
Cap Bolts Tightened......................... 3.0160"-3.0165" Piston Ring Type
I.D. of Bore at Upper E n d ....................... 1.802"-1.803" Top Ring.......................................Keystone (Tapered)
Piston Pin Bushing I.D. Installed......... 1.6158"-1.6162" 2nd Ring (D/DH478).................................. Taper Face
Std. Connecting Rod Brg. Half Vertical Thickness 2nd Ring (D/DH637). . . Inside Bevel, Reverse Twist
(at right Angle to Split L in e )..............0.1011"-0.1014" Oil Ring,
Vertical Oil Clearance Between Rod Bearing (D/DH478) . . . . One-piece with Coil Spring Expander
and Crankpin.....................................0.0010"-0.0031" Oil Ring,
Connecting Rod Brg. M a te ria l........................... M-500 (D/DH637) . . . Slotted, w/Circumferential Expander

ENGINES 6-92

Piston Ring Groove Width ENGINE OIL PUMP
Top Groove ........................... T y p e .................................................................... Rotor
2nd Groove ........................... 0.D. of Pump Shaft .............................. 0.6083"-0.6078"
Oil Ring (Bottom) Groove . . . . ......... 0.1895"-0.1885" 1.D. of Shaft Bore in B od y.................... 0.6098"-0.6108"
Piston Ring Clearance in Groove I.D. of Outer Rotor Cavity in Body . . . . 2.6300” -2.6340"
Top Groove ........................... ..............(See Fig. 35) Depth of Rotor Cavity
2nd Groove ........................... D/DH478 Eng..................................... 1.1011"-1.1029"
Oil Control Ring (Bottom) Groove . . . 0.0020"-0.0035" D/DH637 Eng...................................... 1.3761"-1.3779”
Piston Ring Gap ....................... . . D/DH478 & D/DH637 O.D. of Outer R o to r.............................. 2.6240” -2.6230"
Top Compression Ring ......... ........... 0.017"-0.027” Thickness of Rotors
2nd Compression Ring........... ........... 0.017"-0.027" D/DH478 Eng..................................... 1.0990"-1.1000”
Oil R in g ................................ ........... 0.017” -0.032" D/DH637 Eng..................................... 1.3740” -1.3750”
Clearance Between Inner and
CYLINDER HEAD AND VALVES Outer R oto rs.................................... 0.0010” -0.0060”
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Clearance Between Rotors
Valve Seat Angle in H e a d ......... . . D/DH478 & D/DH637 and C o v e r .........................................0.0011” -0.0039”
Intake .................................. ........................... 45° Clearance Between Outer Rotor
Exhaust ................................ ........................... 45° and Cavity ....................................... 0.0060” -0.0110”
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Valve Guides (Integral with Head) Relief Valve Spring
I.D. Straight Ream (Std.) Free Length .................................................... 2.72”
Intake.................. 0.3427"-0.3437" 0.3745” -0.3755" Pounds Pressure @ 1.69"
Exhaust................ 0.3427"-0.3437" 0.4370"-0.4380" D/DH478 Eng............................................ 14.7-16.3
.
Valve Seat Width in Head D/DH637 Eng............................................ 17.8-19.4
ry
Intake..................................... ........... 0.105"-0.120" Relief Valve O.D................................ 0.5570"-0.5580"
Exhaust ................................
Exhaust Valve Seat Insert (D/DH478 & D/DH637 only)
O.D. of Standard In s e r t......... ........... 2.020"-2.021"
I.D. of Insert Bore in Head . . . ........... 2.017"-2.018"
Insert F i t .............................. . . 0.002"-0.004" Tight
raRecommended specifications for proper torque to apply
at points throughout the engine are as given below. Fig
ures shown are foot-pounds of torque with threads clean
V alves....................................... . . D/DH478 & D/DH637 and dry except as otherwise indicated.
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Intake Valve Stem O.D............. ......... 0.3730"-0.3725"
Item Ft.-Lbs.
Exhaust Valve Stem O.D.......... ......... 0.4345"-0.4340"
Intake Valve Stem to Guide Connecting Rod B o lt s ................................ 55-65*
Clearance ........................... Cylinder Head B o lts ................................ 130-135*
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Exhaust Valve Stem to Guide Main Brg. Cap Bolts (Except 1/2" Rear). . 170-180*
Clearance ........................... ......... 0.0025"-0.004" Rear Bottom (1/2" B o lts )..................... 90-100*
Valve Face Angle (All Valves). ........................... 45° Main Brg. Cap Side Bolts (1/2 Inch) . . . 90-100*
Valves with Stems in Following Oversize Available: Flywheel to Crankshaft B o lts .................. 100-110
cc
Intake .............................. 0.020", 0.030" and 0.040" Intake Manifold End Bolt ....................... 20-25
Exhaust ............................ 0.020", 0.030" and 0.040" Exhaust Manifold End B olt....................... 15-20
Valve Lifters Manifold Clamp B o lts ............................. 20-25
Type ..................................... Front Cover to Block B o lt s ........... .. See figure 77
si
Valve Lifter O.D..................... ......... 1.0902"-1.0910" Camshaft Thrust Plate S crew s................ 4-5
Lifter to Bore Clearance . . . . ......... 0.0015"-0.0033" Oil Pump Cover Screws ......................... 10-15
Rocker Arms and Shaft Oil Filter By-Pass Valve P lu g ................ 35-40
as
Rocker Arm Shaft O.D.......... . ......... 0.7910"-0.7920" Rocker Arm Shaft Bracket B olts.............. 20-25
Rocker Arm B o re .................. ......... 0.7925"-0.7935" Damper to Crankshaft Bolt....................... 200-210
Bore to Shaft Clearance . . . . . ......... 0.0005"-0.0025" Flywheel Housing B olts........................... 50-60
Valve Springs (In n er)........... .. . . D/DH478 & D/DH637 Timing Idler Gear Shaft Bolts ................ 15-20
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Free Length ......................... ......................... 2.46" Oil Filter Housing to Cylinder Block
Lbs. Load at 1.892" .............. .................... 28 to 32 Bolts .................................................. 26-36
Lbs. Load at 1.397" .............. ................ 66.5 to 73.5 Oil Filter Center Stud............................. 40-50
Valve Springs (Outer) Oil Pan Drain P lu g .................................. 25-35
Free Length ......................... ......................... 2.67" Oil Pan to Cylinder Block B o lt s .............. 10-15
Lbs. Load at 2.090" .............. .................... 57 to 63 Oil Pump to Cylinder Block B o lts ........... 30-35
Lbs. Load at 1.595" .............. .................. 148 to 160 Camshaft Gear to Camshaft B o lt.............. 50-60*
Valve Clearance (Lash--Hot) Balance Shaft Counterweight Bolts........... 15-20
Intake .................................. ....................... 0.010” Idler Gear Shaft to Cyl. Block Bolts......... 15-20
Exhaust ................................ ....................... 0.018" Idler Gear Retainer Washer B olts........... 15-20
Valve Timing Fuel Inject. Pump Drive Gear to
Intake O p en s......................... .................. 28° BUDC Camshaft Gear B olt.............................. 35-40*
Intake Closes „ ....................... .................. 62° ALDC Fuel Inject. Pump Driven Gear to
Exhaust Opens ....................... .................. 60° BLDC Hub Bolts ........................................... 35-40*
Exhaust Closes....................... .................. 30° AUDC *Oiled with S.A.E. No. 10 Engine Oil.

SECTION 6Y
ENGINE ELECTRICAL
P ag e
Starting M otor O v e r h a u l................................. ...................... 6Y-X
D istribu tor O v e r h a u l.............................................................. 6Y -6
37, 42, 55 and 61 Amp. G enerators O v e r h a u l .................... 6 Y -8
62 Am p. G enerator O v e r h a u l .............................................. 6 Y-15
STARTING MOTOR
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STARTER DISASSEMBLY 5. Remove armature and drive assembly from drive
LIGHT DUTY (Figs. 1 and 2) housing, tilting armature as necessary to disengage
lugs on shift lever from drive collar.
1. Remove screw and lock washer attaching field coil 6. Remove two screws and lock washers attaching sole
connector strap to lower terminal on solenoid. noid to drive housing. Remove solenoid and return
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2. Remove through-bolts which attach commutator end spring from drive housing and plunger.
frame to drive end housing. Remove commutator 7. Remove overrunning clutch drive assembly from
end frame. armature shaft as follows:
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3. Remove field frame from armature and drive a. Slide thrust collar (fig. 5) off end of armature
housing. shaft.
4. On 1107586 starting motor assembly, remove four b. Slide a standard 1/2-inch pipe coupling or other
screws and washers which attach the center bearing metallic cylinder of correct size onto shaft so
plate (fig. 2) to the drive housing.
ra end of coupling or cylinder butts against edge of
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SOLENOID RETURN SPRING
CONTACT
FINGER GROMMET PLUNGER SHIFT LEVER
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BUSHING
OIL WICK
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CONNECTORS
as
BUSHING
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PINION
D lk
STOP
ARMATURE
OVERRUNNING
CLUTCH
FIELD COIL
SPIRAL SPLINES
BRUSH HOLDER
BRUSH SPRING
GROUNDED BRUSH HOLDER TPM -6 6 0 6 -2
F ig . 1 - L igh t D u ty O v e r ru n n in g C lu t c h T ype S ta rtin g M o t o r (T y p ic a l)

ENGINE-ELECTRICAL 6Y-2
3. Remove cap screws which attach solenoid assembly

S o le n o id A s s e m b l y
to field frame.
\ S h ift L e v e r 4. Remove thru-bolts from commutator end frame,
then remove commutator end frame.
D r iv e H o u s i n g 5. Remove field frame from armature and drive
housing.
P in io n S t o p
6. Pull armature away from lever housing until pinion
stop rests against the clutch pinion. Remove four
bolts and washers which attach the lever housing to
the nose housing. Remove nose housing.
7. Remove armature and drive assembly from drive
housing.
8. Remove overrunning clutch drive assembly from
armature shaft as follows:
O v e r r u n n in g a. Slide thrust collar off end of armature shaft.
C lu tc h Refer to Figure 5.
B ra k e W a s h e r
m
B ru s h b. Slide a standard 1/2-inch pipe coupling or other
C e n t e r B e a r in g P la te metallic cylinder of correct size onto shaft so end
of coupling or cylinder butts against edge of re
tainer. Refer to Figure 6. Tap coupling with a
o
hammer to drive retainer down toward armature
Fig. 2 - Light Duty O verru nn in g C lutch Type and off snap ring.
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Starting M otor (Typical) c. Remove snap ring from groove in armature shaft.
If snap ring is distorted during removal, it must
retainer (fig. 6). Tap coupling with hammer to be discarded and a new one obtained for
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drive retainer down toward armature and off snap assembly.
ring. d. Slide retainer and overrunning clutch assembly
c. Remove snap ring from groove in armature shaft. off armature shaft.
If snap ring is distorted during removal, it must e. Remove lever housing and fiber washer from
be discarded and a new one obtained for assembly.
d. Slide retainer and overrunning clutch assembly
ra armature shaft.
off armature shaft. HEAVY DUTY (Fig. 4)

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e. Remove center bearing plate and fiber washer 1. Note relative position of solenoid, lever housing, and
from armature shaft of 1107586 starting motor nose housing so starter can be reassembled in same
assembly. manner.
8. It is not necessary to further disassemble the starter 2. Disconnect field coil connector from solenoid
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unless parts require replacement as indicated later "motor" terminal, and lead from solenoid ground
under "Inspection, Tests, and Repair.” terminal.
3. Remove cap screws and lockwashers which attach
LIGHT DUTY (Fig. 3) commutator end frame to field frame. Remove com
cc
1. Remove nut and washer attaching field coil connector mutator end frame.
strap to lower terminal on solenoid. 4. Remove attaching bolts and separate nose housing
2. Remove plug from lever housing, then remove bolt, and field frame from lever housing.
nut, and washer attaching shift lever to drive housing. 5. Remove armature and clutch assembly from lever
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housing.
6. Separate solenoid from lever housing.
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S O L E N O ID A S S E M B L Y LEVER
H O U S IN G INSPECTION, TESTS, AND REPAIR
SHIFT LEVER
CONNECTOR DRIVE ARMATURE
H O U S IN G Check armature to commutator leads to make sure
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B U S H IN G N O SE they are securely connected; then check the armature for

H O U S IN G shorts, opens, and grounds.
Shorts - Place armature on growler. Hold a hacksaw
blade over the armature and slowly rotate armature (fig.
7). The saw blade will vibrate on area of short circuit.
P IN IO N Inspect commutator slots for brush dust or copper de
STOP posits. Undercut mica to clean thoroughly and retest.
BRUSH \ SP A C E R \ O V E R R U N N IN G Opens - Inspect points where commutator riser bars
ARMATURE \ CLUTCH are joined to the commutator for loose connections which
COMMUTATOR BRAKE can cause arcing and burning. If bars are not too badly
E N D FR A M E W ASH ER burned, resolder riser bar leads using rosin flux solder.
After soldering, turn down commutator and undercut
mica.
F ig. 3 - Light Duty O verru nn in g C lutch Type Grounds - Place one prod of a test lamp on commutator
Starting M o to r N o . 1113659 and the other prod on armature core or shaft. If test

GASKETS HEAVY-DUTY
SOLENOID SWITCH LINKAGE SEAL
LINKAGE
GASKET
CO M M U TATO R
END FRAME SHIFT LEVER
.LEVER H O U S IN G
OIL
RESERVOIR J BRUSH NOSE H O U S IN G
OIL WICK
CABLE
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BRONZE
BUSHING
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FIELD COIL j ARMATURE j " O ” RING
RINGS
HEAVY-DUTY
C O M M U TATO R POLE SHOE SHAFT SEAL BRONZE BUSHING CLUTCH T -1 5 1 9
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Fig. 4 - H eavy Duty O verru nn in g C lu tch Type Starting M o to r (Typical)
ra
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TH RU ST
CO LLAR
SN AP
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R IN G
S P IR A L S P L IN E S
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Fig. 5 - Light Duty O verrunning C lutch Type

Arm ature and C lutch Retaining Components
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lamp lights, armature is grounded and should be replaced

if defect is not readily apparent and repairable.
At each end of armature shaft, examine bearing sur
faces for evidence of wear and spiral splines for damage.
a
Replace the armature assembly if shaft is worn or

damaged.
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FIELD COILS
NOTE: Before checking field coils, disconnect
shunt field coil lead from brush holder bracket.
1. Place one test prod on field coil connector and the
other on each field coil lead. I f lamp does not
light, coils are open circuited.
2. Place one test prod on field frame and the other on
each field coil lead. If lamp lights, coils are
grounded.
3. If grounded or open circuit is indicated in series
connected coils, break the connection between coils
and test each coil separately to determine which
one is defective and must be replaced. If any coil Fig. 6 - D riving Retainer O f f Snap Ring

STARTER ASSEMBLY
LIGHT DUTY (Fig. 1)
1. If shift lever and solenoid plunger were removed
from drive housing, assemble plunger to shift lever
and secure lever in housing with bolt, lock washer,
and nut. Make sure lever pivots freely on bolt.
2. Install overrunning clutch assembly on armature
shaft as follows:
a. Apply a light coat of engine oil on armature shaft
spiral splines.
b. Slide overrunning clutch assembly on shaft with
drive pinion toward end of shaft.
c. Slide retainer onto shaft with cupped side facing
end of shaft.
d. Install snap ring over end of shaft and place in
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groove in shaft. Use care not to distort the snap
ring while installing.
e. Install thrust collar on shaft with shoulder on
collar next to snap ring.
f. Position retainer and collar next to snap ring,
then use two pair of pliers as shown in Figure 8
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to force retainer over snap ring.
Fig. 7 - C h e ck in g Armature for Short C ircuits
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is replaced, make sure connections are securely
soldered and properly insulated.
COMMUTATOR END FRAME
On enclosed shift lever type starting motors, the in
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sulated brush holders, mounted in the field frame, are
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made of a non-conductor and are mounted on the same
pin as the grounded brush holders.
Examine armature shaft bushing in end frame for wear.
Replace bushing if hole is elongated.
Check brush spring tension. If not within limits listed
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in "Specifications," replace with new springs. Examine

hinge pins and brush holders for bent or damaged con
dition. Any condition which might prohibit free brush
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action must be corrected.

BRUSHES
ic
If brushes are worn down to less than one-half their

original length, they must be replaced. Compare old
ss
brushes with a new one to determine how much they are Fig. 8 - Forcing Retainer O v e r Snap Ring
worn. Be sure that clips are securely soldered to the
3. Install thrust washer over end of armature shaft,
brush leads. When installing new brushes, side having
then install armature and overrunning clutch assem
trade mark must be out away from holder.
bly in drive end housing tilting armature as neces
a
DRIVE HOUSING sary to make lugs on shift lever yoke engage collar
on overrunning clutch.
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Replace bushing in drive housing if worn excessively.

Also replace oiler wick, if used. If necessary to replace L ig h t D u t y ( F ig . 2 )
shift lever (or solenoid plunger on enclosed shift lever 1. Coat center bearing bushing and fill cavity at end of
type), remove bolt securing shift lever in drive housing. bushing with silicone grease.
2. Install center bearing and fiber brake washer on
CENTER BEARINGS (WHEN USED) armature shaft, then assemble overrunning clutch
If bushing in center bearing is worn, replace with new assembly, retainer,, snap ring, and thrust collar on
part. Also replace oil wick, O-ring and shaft seal (when armature shaft.
used), if damaged. 3. Install shift lever in drive housing, insert armature
shaft into drive housing, and engage shift lever yoke
OVERRUNNING CLUTCH with groove in drive clutch shift collar. Insert end
Drive pinion must rotate freely in overrunning direc of armature shaft through bushing in drive housing,
tion and must not slip in cranking direction. If drive then push center bearing plate into counterbore in
pinion turns roughly or slips, replace complete over drive housing and install four retaining screws and
running clutch assembly. washers.

L ig h t D u t y ( F ig s . 1 a n d 2 ) shift lever yoke with groove in drive clutch shift

1. Assemble solenoid and return spring to drive hous collar.
ing, with solenoid plunger inserted into solenoid 5. Push lever housing into counterbore in drive housing
case, and secure with two screws and lock washers. and install four bolts and washers to attach the lever
2. Apply sealing compound to extended portion of sole housing to the nose housing. Tighten bolts to 11 to
noid case flange contacted by field frame. Make 15 foot-pounds torque.
sure all brush holders, springs, and brushes are 6. Make sure all brush holders, springs, and brushes
installed in field frame and all leads are securely are installed in the field frame and all leads are
connected. securely connected.
3. Place field frame over armature shaft, pulling 7. Place field frame over armature shaft, pulling
brushes out over commutator, and engage dowel pin brushes out over commutator, and engage dowel pin
in field frame in hole in drive housing. Install com in field frame in hole in drive housing.
mutator end frame over armature shaft, then install 8. Install commutator end frame over armature shaft,
thru-bolts through commutator end frame and thread then install thru-bolts through commutator end
into tapped holes in drive housing. Tighten thru- frame and thread into tapped holes in drive housing.
bolts to 100-110 in.-lbs. Tighten thru-bolts firmly.
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4. Attach field coil connector lead to solenoid terminal 9. Attach field coil connector lead to solenoid terminal
with screw and lock washer. with nut and lock washer.
5. Saturate oil wicks in commutator end and drive end 10. Perform "Pinion Clearance Check" and "Free Speed
(if used) before installing starting motor. Check" described in service section of this manual.
6. After overhaul is completed, perform "Pinion Clear
ance Check" and "Free Speed Check" described in H e a v y D u t y (F ig . 4 )
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service section of this manual. 1. Install solenoid to lever housing.
2. Insert armature shaft through lever housing and
L ig h t D u t y ( F ig . 3 ) install clutch assembly on shaft.
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1. Coat lever housing bushing and fill cavity at end of 3. Install nose housing and field frame to lever housing,
bushing with silicone grease. using attaching bolts. Torque to 13-17 foot-pounds.
2. Install lever housing and fiber brake washer on ar
ra Install in original location.
mature shaft, then assemble overrunning clutch as 4. Connect field leads to brush holders; then, assemble
sembly, retainer, snap ring, and thrust collar on commutator end frame to field frame.
armature shaft. 5. Connect field coil connector to solenoid "motor”
3. Install shift lever to drive housing and attach with terminal, and lead to solenoid ground terminal.
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bolt, nut, and lock washer. 6. After overhaul is completed, perform "Pinion Clear
4. Insert armature shaft into drive housing and engage ance Check" and "Free Speed Check" described in
service section of this manual.
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DISTRIBUTOR
OVERHAUL 4. The condenser should be tested as explained later
under "Condenser." A defective condenser will cause
excessive pitting of contact points.
DISTRIBUTOR DISASSEMBLY 5. Inspect shaft and bushings in housing for signs of
wear. If bushings are worn or damaged, replace
(V-6 ENGINES)
complete housing and bushing assembly.

Figure 1.
DISTRIBUTOR ASSEMBLY
1. Remove the distributor cap (1) if not previously re (V-6 ENGINES)
moved.
2. Remove the rotor (2). Remove the felt wick (9) from NOTE: Key numbers in text refer to figure 1.
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end of cam.
3. Remove screws (21) attaching vacuum control as 1. Press new oil seal assembly (19) into housing with
sembly to housing. Remove control assembly. lip on seal down. Press seal in until flush with hous
4. Disconnect leads from contact point quick disconnect ing surface. Place washer (20) on top of seal, if
terminal. used.
5. Remove the condenser (25). 2. Apply lubricant to distributor shaft at upper bushing
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6. Remove the point set (4). area, then insert shaft into housing.
7. Remove two screws (27) which attach breaker plate 3. Install distributor drive gear (13) to shaft and secure
assembly (24) to housing. Remove plate assembly. with roll pin (12). If drive gear of type shown in
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Unsnap tension spring (28) and if necessary the oil inset, Figure 1 is used, place gear on shaft, insert
wick (23) can be removed up off plate pin. cushion assemblies (16) into gear openings, then
NOTE: Do not disassemble the breaker plate with washers (15) over cushions, install new gear
pin (14). Peen over end of pin.
any further.
8. Remove two screws (5) which attach weight cover
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4. Locate weights (8) in position on mainshaft plate.
Lubricate end of mainshaft, then install cam assem
(6). Remove weight cover. bly (10). Install weight springs (7).
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9. Unsnap the weight springs (7), then remove cam (10) 5. Attach weight cover (6) to mainshaft plate with two
and weights (8). screws (5).
10. If drive gear (13) is retained to shaft with roll pin 6. Install vacuum control assembly (22) to housing with
(12), drive the pin from gear and shaft, then remove two screws (21).
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gear. 7. Position breaker plate assembly (24) to housing with

11. If drive gear (17) is retained to shaft with riveted pin of spark advance plate engaged in hole of vacuum
pin (14), file off head of pin, then drive pin from control link. Secure breaker plate with two screws
gear, washers and cushion assemblies. Remove pin (27). Install tension spring (28) and cam grease wick
cc
washers (15) and cushion assemblies (16). (23) over plate pin.
12. Remove main shaft assembly (11) from housing (18). 8. Attach condenser (25) and contact point set (4) in
Remove washer (20) from housing or shaft, if used. proper location and secure with screws.
The shaft oil seal assembly (19) may be removed
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from the distributor if desired, using a conventional NOTE: Contact point set pilot must engage
seal remover. matching hole in breaker plate. Connect pri
mary and condenser leads to contact set quick-
as
disconnect terminals.
DISTRIBUTOR INSPECTION
9. Check and adjust contact point opening and alignment.
1. Wash all parts except cap, rotor, and condenser in See "Specifications" later for gap.
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cleaning solvent and wipe dry. 10. Check breaker lever spring tension, which should be
2. Always install a new contact set assembly when 19-23 ounces. Bend contact spring if necessary.
overhauling distributor. Discard old contact set and 11. If distributor is equipped with oil wick (9) lubricate,
obtain new parts for assembly. then install wick into end of cam (10).
3. Inspect cap and rotor as previously directed under 12. Install rotor (2), then install distributor cap (1) if
"Ignition Maintenance." distributor is not to be installed at this time.

m
co
y.
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br
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ca
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as
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Fig. 1 - Distributor Assem bly ( V - 6 Engine) (Typical)
1. Distributor C a p 7. W eight Springs 15. W asher 23. O i l W ic k

2. Rotor 8. A dvance W eights 16. C ushion Assy. 24. Breaker Plate Assy.
3. Contact Point A ttaching 9. W ic k (Felt) 17. D rive G ea r 25. Condenser
Screw 10. Cam Assy. 18. Housing 26. Condenser A ttaching Screw
4. C ontact Point Assy. 11. M a in Shaft Assy. 19. O il Seal 27. Breaker Plate A ttaching
5. W e ight C o ve r A ttaching 12. Roll Pin 21. Vacuum Control Screws
Screws 13. D rive G e a r A ttach ing Screws 28. Tension Spring
6. W e ight C over 14. Pin 22. Vacuum Control Assy.

37-, 4 2 -, 55-, AND 6 1 -AMP. GENERATORS

G EN ER A L D ESCRIPTION
Generators are used either as standard or optional OVERHAUL
equipment as indicated by "Application Chart" at begin
ning of this section. All units are self-rectifying alter GENERATOR DISASSEMBLY
nating current (A.C.) type with direct current (D.C.)
output. Generator may be disassembled into major components
shown in Figure 2. After bench tests of components
CONSTRUCTION have been made, the slip ring end frame components may
be disassembled if necessary to replace defective parts.
Generator components are identified in figure 1. Gen 1. Use wrench in hex socket in rotor shaft to hold shaft
erator assembly consists of rotor assembly mounted on while removing drive pulley nut (fig. 3). Remove
bearing assemblies, end frames, and stator assembly. pulley and fan.
om
Drive pulley and cooling fan are installed on front end 2. Remove four thru-bolts which hold end frames to
of rotor shaft. Front bearing is ball type, installed in gether. Scribe a mark on end frames and stator
drive end frame. Rear bearing is a needle roller assem frame to aid in locating parts when assembling. Pry
bly installed in rear end frame. The grease supply between stator frame and drive end frame with thin
packed in cavity adjacent to each bearing eliminates need blade to separate drive end frame and rotor assem
for periodic lubrication. Two slip rings insulated from bly from stator assembly.
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rotor shaft are contacted by the two spring-loaded
brushes mounted in brush holder and terminal assembly. NOTE: Parts are not a tight fit and will sepa
Brushes and slip rings serve to provide electrical circuit rate easily. Separation must be made between
ry
through field winding in rotor assembly. drive end frame and stator frame, due to stator
Stator assembly consists of three sets of windings windings being attached to slip ring end frame
assembled on the inner side of a laminated core which ra assembly. Seal the opening at end frame bear
is clamped in place between the two end frames. ing with pressure sensitive tape to prevent entry
Six rectifier diodes mounted in slip ring end frame and of dirt and other foreign material. Also tape
are connected in pairs to the three stator windings. The bearing contact surface on end of rotor shaft to
three positive diodes are mounted in a heat sink which is protect shaft from accidental damage.
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insulated from the end frame to which it is attached.
CAUTION: Do not use friction tape which
The three negative diodes are pressed into the rear
would leave a gummy deposit on shaft.
end frame (fig. 11). Figure 14 shows wiring connections
in the generator. The capacitor is pressed into the end 3. If any lubricant from end of rotor shaft has come in
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frame and the capacitor lead is attached to the heat sink. contact with brushes, wipe brushes clean. A non-
SLIP R IN G DRIVE
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ADJU STIN G END FRAME

EN D FRAME END FRAME
LU G DIO DES
THRU B E A R IN G
BRUSH A N D
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T E R M IN A L
ASSEM BLY SEAL
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SLIP R IN G S
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B E A R IN G
SEAL PULLEY
S IN K
H EAT S IN K
HEAT S IN K M O U N T IN G STATOR
ROTOR
D IO D E S LUG ASSEM BLY
TPM-9723
F ig . 1 - End V ie w an d C ro ss S e c tio n o f 3 7 - , 4 2 - , 5 5 - , a n d 6 1 - A m p . G e n e ra to r (T yp ica l)

Drive End Frame

Rotor Assem bly
Stator Assem bly

Slip Ring End Frame T P M -9 8 0 9
m
Fig. 2 - G enerator Disassembled into M a jo r Components
Brush Holder
A ssem bly
co
15/16 THIN
y.
W ALL SO C KET
ADAPTER
J-21501
R E M O V IN G PULLEY NUT ar
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U s e W ith 5 / 1 6 " S i x Point So ck et
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T O R Q U IN G PULLEY NUT
Lead Attaching Nuts tpm-9812
Fig. 3 - Replacing Pulley N u t (Typical)

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Fig. 4- Stator Leads at Junction Studs

toxic solvent may be used if necessary to clean
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brushes. pole or shaft. If lamp lights, the windings are grounded

4. Remove three lead attaching nuts and lock washers and rotor assembly must be replaced.
(fig. 4), and remove stator leads from terminals. Checking for Ground with Ohmmeter (fig. 5). Make
as
5. Remove stator assembly from slip ring end frame test in same manner as with test lamp and observe read
assembly. ing. If reading is low, indicating low resistance, the
6. Remove drive end frame and bearing assembly from winding is grounded and rotor assembly must be
rotor shaft. Note the location of spacers used at replaced.
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either side of bearing. There is one long spacer and Checking for Open Circuit With Test Lamp or Ohm
one short spacer. meter (fig. 5). Touch the leads from lamp or ohmmeter
to each of the slip rings. If lamp fails to light or if
NOTE: Components can be electrically tested
ohmmeter reading is high (infinite), the winding is open.
for defects without further disassembly. Refer Checking for Shorted Winding in Rotor Assembly.
to "Bench Testing Generator Components" for Either of two methods may be used to check rotor wind
procedure on checking the various parts. ing for shorts as described below:
1. Ammeter and Battery Method. Connect 12-volt bat
BENCH-TESTING GENERATOR COMPONENTS tery and ammeter in series with the two slip rings.
Note ammeter reading. If reading is over 2.6 am
ROTOR CHECKS peres, there is a short circuit in winding.
Rotor may be checked for grounded wiring either by 2. Ohmmeter Method. Connect ohmmeter leads to the
use of test lamp or with an ohmmeter. two slip rings and note the resistance reading. If
Checking for Ground With Test Lamp. Touch one test the resistance is less than 4.6 ohms, there is a short
lamp lead to one of the slip rings and other lead to rotor circuit in rotor winding.

(CHECK FOR G R O U N D S )
OHM M ETER OHM M ETER
OHM M ETER (C he ck for Circuit)
S C H E M A T IC O F
ST A T O R W IN D IN G S
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OHM M ETER
(CHECK FOR SHORTS A N D OPENS) _______________________________ t p m 9 754 (C h e c k in g fo r
G ro u n d )
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F ig. 5 - C h e ck in g for G rounded, Shorted, or O p e n
C irc u it in Rotor Using Ohmmeter Fig. 6 - C h e ck in g for G rounded or O p e n C ircu it
in Stator W in d in gs Using Ohmmeter
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DIODE CHECKS (Fig. 7)
Each of the six diodes may be checked electrically for
a shorted or an open condition, using either of the meth
ra
ods described below. Stator leads must be disconnected
and lead from diode being tested must not be in contact
with lead from other diode.
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Checking Diodes With Ohmmeter. To check diodes with
NOTE: If an ohmmeter is not available, the
ohmmeter, use lowest range scale and use 1-1/2 volt
resistance can be calculated by dividing the
cell in ohmmeter.
voltage by the current (amperes) using values
Connect one lead from ohmmeter to diode lead and
from Step 1 above.
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other lead to diode case and note reading on ohmmeter

(fig. 7). Reverse the ohmmeter lead connections and
If there are no defects found in the rotor assembly and
note reading. If both readings are very low or if both
generator does not produce rated output when checked
readings are very high, the diode is defective. A good
as directed in "Generator Output Test" trouble is in
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diode will show one low reading and one high reading.
either the stator assembly or in the rectifying diodes.
Repeat foregoing procedure to check each diode.
NOTE: All diodes, if in good condition, will
STATOR CHECKS (Fig. 6) show one high reading and one low reading, but
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the respective reading at diodes in heat sink will

With stator assembly separated from end frames and be opposite from those in end frame assembly.
all leads disconnected, the stator assembly may be tested
as
for grounds, open circuits, or shorted windings as di

rected below:
1. Connect one of the leads from test lamp or an ohm
meter to any one of the three stator leads, and touch
cl
the other lead to the stator frame. If the lamp lights

or if ohmmeter reading is low, the stator windings
are grounded.
2. Connect test lamp leads or ohmmeter leads succes
sively between pairs of stator winding leads (fig. 6);
if lamp fails to light or if ohmmeter reading is high,
an open circuit is indicated in stator.
3. A short circuit in the stator windings is difficult to
locate without laboratory test equipment due to low
resistance of the windings. However, if generator
out-put is below specified rating and none of the
OHM M ETER OHMMETER
other tests show defects in other units, shorted (Checking Capacitor) (Checking Diode)
stator windings are indicated. When defective stator TPM -9814
windings are found, the complete stator assembly

must be replaced. Fig. 7 - Testing Diodes and C apacitor

Checking Diodes With Test Lamp. An alternate method

of checking diodes is to use a test lamp of not more than
12 volts in place of an ohmmeter.
CAUTION: Do not use 110-volt test lamp to
check diodes.
With stator leads disconnected, connect the test lamp
leads across each diode in same manner as previously
given for checking with ohmmeter. First check for cur
rent flow in one direction, then in reverse direction. If
the test lamp lights in both checks, or fails to light in
both checks, the diode is defective. When checking a 1 Inner Spacer
good diode, the test lamp will light only when connected 2 Retainer and Seal Assy. 5 Shield
in one direction. 3 Gasket 6 Outer Spacer
Special Testers. Special testers are available which 4 Bearing Assy. 7 Drive End Frame
operate without disconnecting stator. When using this
m
type of equipment, follow m a n u f a c t u r e r ’ s rec
ommendations. F ig . 8 - D rive End Frame and Bearing Components
CAPACITOR CHECK 1. Inner Spacer 4. Bearing Assy.
co
The capacitor (fig. 7) is pressed into retainer in gener 2. Retainer and Seal 5. Shield
A ssy. 6. O u te r Spacer
ator end frame and capacitor lead is connected to heat
3. G asket 7. D rive End Frame
sink.
Since the capacitor rating is only 0.5 microfarads, it
y.
is impractical to test the capacitance with conventional out lubricant, or if bearing is not in good condition,
equipment; however, when generator is disassembled for it must be replaced as directed in "Repair."
overhaul, a check should be made to be sure the insula
tion between elements is not permitting a current leak
to ground.
Check can be made with 12-volt test lamp or a 1-1/2-
volt ohmmeter. Connect one test lead to capacitor lead
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REPAIR
Drive End Frame B e a rin g R eplacem en t (Fig. 8)
With generator disassembled into major components,
br
proceed as follows to replace bearing assembly in drive
and other lead to condenser case (fig. 7). Wiggle the
end frame. Key numbers in text refer to figure 8.
"pig tail” lead while observing ohmmeter or test lamp.
1. Remove three screws which attach retainer and seal
If capacitor is good, the ohmmeter will show infinite assembly (2) to end frame (7). Remove retainer and
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(high) resistance or a test lamp will not glow during test. gasket (3), then press bearing assembly (4) out of
Any capacitor which allows current leakage as indi
end frame. Remove bearing shield (5) from bearing
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cated by low ohmmeter reading must be replaced. Ca

recess in end frame.
pacitor replacement is covered under "Mechanical In 2. Inspect bearing assembly. If bearing is in good con
spection and Repair" in this section. dition it may be re-used, otherwise install new bear
cc
ing assembly.
MECHANICAL INSPECTION AND REPAIR 3. Use Delco-Remy lubricant (#1948791) or equivalent
INSPECTION to lubricate bearing. Place shield (5) in recess in
drive end frame (7) and press bearing (4) into place
In addition to the testing procedures for checking elec
si
in recess. Lubricate cavity in bearing and recess

trical circuits through various units, an inspection of all
must not be packed solid with lubricant, but should
parts should be made to determine their condition. Clean
be only one-quarter filled.
all parts except bearing assemblies, which should not be
as
washed as they are packed with special lubricant. CAUTION: Overfilling bearing recess may
1. Check drive end frame and bearing assembly for cause bearing to overheat. Use only lubricant
condition of bearing, felt seal, and retainer (fig. 8). of the type specified above.
Examine end frame for cracks and for damaged
4. Install bearing retainer and seal assembly and gasket
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threads.
(2 and 3).
2. Rotor assembly should be inspected for scoring at
slip rings (fig. 17) and at surfaces contacted by Slip Ring End Fram e B e arin g R eplacem ent
shaft bearings. If shaft is damaged, a new rotor The roller bearing assembly in slip ring end frame
assembly should be installed at assembly. Pro should be replaced if its grease supply is exhausted.
cedure for resurfacing slip rings is given later No attempt should be made to re-lubricate and re-use
under "Repair.” the bearing.
3. Inspect brushes, brush springs, and brush holder 1. To remove bearing assembly from slip ring end
attached to slip ring end frame assembly. If brushes frame use arbor press and a tube or shaft which
are worn to half their original length or are damaged just fits inside bore without interference. Support
they must be replaced. Visually inspect brush end frame assembly and press from outer side
springs; if springs are distorted, worn, or broken, toward inner side of end frame.
replace with new springs. 2. Use a flat plate to press new bearing into end frame
4. Inspect rotor shaft bearing in slip ring end frame. (fig. 9). Press from outer side of end frame while
If there is evidence that bearing has been run with- supporting end frame assembly. Use extreme care

washers and insulators from end frame and heat

sink.
3. Remove heat sink from end frame and the three
insulating washers shown in Figure 10.
4. With diodes and junction terminals installed in heat
sink, plate insulating washers in slip ring end frame
as shown in Figure 11, then locate heat sink assem
bly on washers in end frame. Be sure leads on
diodes in end frame protrude through holes in heat
sink. Assemble "BAT" and "GRD" terminal bolts,
insulators, and washers in the order shown in Figure
10. Place lower end of strap (fig. 14) on junction
stud and tighten screw at brush holder.
5. Attach capacitor lead with screw, insulator, flat
washer, and lock washer, making sure the insulating
washer between heat sink and end frame is in place.
om
Place diode leads in pairs on the three junction
studs.
NOTE: Do not install nuts on studs until stator
Fig. 9 - Installing Bearing in Slip Ring End Frame is being assembled to slip ring end frame.
Diode Junction Stud and Insulators
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to avoid cocking the bearing or otherwise placing Diode junction studs and insulators are available for
undue stress on bearing. Rear (outer) end of bearing service replacement. Stud and insulator are shown in
must be pressed in flush with outer surface of end Figures 10 and 12. To remove studs, support heat sink
ry
frame assembly. at flat side and press studs out of insulators. With
3. Saturate felt seal with S.A.E. #20 engine oil, and pliers, remove insulators which are retained in heat
install seal and steel retainer at inner end of bearing ra sink by lugs.
assembly. When installing junction studs, force insulators into
place in heat sink, then while supporting heat sink, press
Heat Sink Replacement studs into insulators until flange is seated at insulators.
Heat sink and positive diodes can be replaced as an
lib
CAUTION: Do. not strike studs or heat sink if
assembly after generator is separated into major com
diodes are installed, as shock may damage the
ponents as previously directed in "Generator Disassem
diodes.
bly." The following procedure covers replacing heat
sink assembly on slip ring end frame. Refer to exploded Capacitor Replacement
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view of components in figure 10. Capacitor is retained in end frame by a spring steel
1. If brush holder has not been removed from end retainer having both internal and external teeth.
frame, loosen screw which holds strap (fig. 14) at To replace capacitor it must be removed and new one
brush holder so lower end of strap can be disengaged installed by pressing on inside or "pig tail" end as shown
cc
from junction terminal without bending strap. Also in Figure 13. It is not necessary to remove heat sink to
disengage negative diode leads from the three junc remove capacitor.
tion terminals if not previously done. Use shouldered diode installer (J-9600-2) or equivalent
2. Remove ' BAT" and "GRD" terminals and respective tool for pressing operation. Do not strike or drive the
si
as
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F ig . 10 - H e a t S in k a n d R e late d Parts D isa sse m b le d

m
co
Fig. 11 - Slip Ring End Frame w ith Heat Sink Removed Fig. 13 - Installing C apacitor in End Frame
y.
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li br
PARTS DISASSEMBLED
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cc
F ig . 12 - Heat Sin k with Positive Diodes

si
and Junction Studs Installed
capacitor as diodes in end frame or heat sink may be

as
damaged by shock.
Always test capacitor after installation.
Generator Brush Replacement

With generator disassembled into major components
cl
as covered previously under "Generator Disassembly," Fig. 1 4 - Brush and Brush Holder Installed
the brushes may be replaced as instructed in following
steps referring to Figure 14 for key numbers. 1. Relay Terminal 10. Brush Insulator
1. Remove the two brush holder retaining screws (7 and 2. Brush Holder 11. Field Current Brush
3. Strap 12. Brush Springs
8) and the brush holder (2) with strap (3) from slip
4. Strap Insulator 13. Field Terminal
ring end frame (16). Note the position of the various
5. G round Brush 14. D iode Junction
parts as shown in Figure 14.
6. Washer Stud
2. Assemble brush holder (2) and new brushes (5 and 7. Ground Screw 15. Brush Retaining Pin
11) to end frame. Notice that brush (11) has larger 8. Brush Holder Screw (For Assem bling O n ly )
hole in "pig tail" terminal than brush (5). This 9. Washer 16. End Frame
brush carries field current to slip ring on rotor
shaft (fig. 17) and is insulated from end frame. In
sulator (10) passes through hole in terminal. Brush cator light strap (3) is insulated from end frame and
(5) with small hole in terminal is ground brush and lower end must engage diode junction stud (14) as
is connected to end frame by ground screw (7). Indi- shown.

4. To install diode, support the heat sink or end frame

with support tool (J-9717-2) and use special installer
Press (J-9600-2) to press diode into place as shown in
Press Figure 16.
Installer
Remover NO TE: Positive diodes with red markings
End Frame must be installed in heat sink. Negative diodes
with black markings must be installed in slip
ring end frame.
5. Install heat sink in end frame as previously directed
under "Heat Sink Replacement."
Rotor Slip R in g R econ dition in g (Fig. 17)

Slip rings on rotor shaft may be cleaned with 400 grit
or finer polishing cloth. Spin the rotor in lathe to clean
Support
and polish slip rings.
om
Slip rings which are rough or out-of-round should be
trued in a lathe to 0.002-inch total indicator reading.
DIODE REMOVAL DIODE INSTALLATION C A U T IO N :Slip ring end of rotor shaft must
________________________________ TPM-9739
not be gripped in lathe jaws. Chuck the rotor
shaft only at pulley end.
.c
Fig. 15 - Replacing Diodes in End Frame
Remove only enough material to make slip rings
3. Assemble brush springs (12) and brushes in brush smooth and round. After lathe operation, finish slip ring
holder with brush leads fitting in respective slots in surface with 400 grit or finer polishing cloth and blow
ry
brush holder (2). Depress brushes and insert a away all dust.
straight wire or pin (15) through holes provided in
brush holder and end frame. End of pin (15) must ra
protrude through hole in end frame so it can be re Field
moved after generator is assembled. W inding
D io d e R eplacem ent
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Special tools are required for replacing diodes in heat
sink and end frame. Rotor
1. Disassemble generator into major components as Shaft
previously instructed.
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2. Remove heat sink from slip ring end frame as di

rected under "Heat Sink Replacement."
3. Remove diode from end frame or heat sink with
cc
arbor press. Support heat sink or end frame at

terminal side with support tool (J-9717-2) or equiva
lent. Using press tool (J-9717-1), apply pressure to
remove diode. Refer to Figure 15.
si
as
Installer
Positive Diodes
cl
Fig. 17 - Rotor and Slip Ring Assem bly
ASSEMBLING GENERATOR
H eat Sink
Assemble generator major components referring to
Figure 2 for key numbers.
Junction 1. Place inner spacer (1, fig. 8) on forward end of rotor
I Studs
shaft. Place drive end frame and bearing assembly
on rotor shaft, then install outer spacer (6, fig. 8)
on rotor shaft.
2. Place fan on rotor shaft, then install pulley, washer
Support and nut (fig. 13). Hold nut with wrench while turning
shaft with torque wrench and hex driver in socket
TPM 9754
in shaft. Torque is 40 to 50 foot-pounds.
3. Assemble stator to slip ring end-frame, with stator
F ig . 16 - In s ta llin g D io d e s in H eat S in k leads engaging junction studs on heat sink. Be sure

two diode leads and one stator lead are connected to

each junction stud. Install lock washer and nut on
each stud. Tighten "BAT” terminal stud nut to 20-
25 inch-pounds torque. Tighten "GRD" terminal stud
to 15-20 inch-pounds torque.
4. With slip ring brushes in respective holders and re
tained with pin or wire as shown in Figure 14, place
slip ring end frame assembly over rotor assembly.
Refer to marks made at disassembly, align marks,
then install thru-bolts.
5. Pull out brush retaining wire or pin (15, fig. 14) to
allow brushes to contact with slip rings.
BENCH TEST AFTER ASSEMBLY
Figure 18 shows wiring connections for making gener
ator output test on bench. Fig. 18 - C onnections for
m
Refer to test specifications given at end of this section. Bench Testing G enerator
SPECIFICATIONS
o
1100690
Generator M o d e l.................... 1100688 1100689 1100694 1100750
.c
M a k e ....................................... Delco-Remy Delco-Remy Delco-Remy Delco-Remy
Rotation (Viewing Drive End) . . Clockwise Clockwise Clockwise Clockwise
Field Current at 80° F.
ry
Amps.................................... 2.2-2.6 2.2-2.6 2.2-2.6 2.2-2.6
Volts .................................. 12 12 12 12
Cold Output at Specified Voltage ra
Specified V o lt s ..................... 14.0 14.0 14.0 14.0
Amps..................................... 25 @ 28 § 32 § 33 @
Generator R.P.M. (Approx.) . 2000 2000 2000 2000
Amps..................................... 35 @ 40 @ 50 @ 58 §
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Generator R.P.M. (Approx.) . 5000 5000 5000 5000
Rated Hot Output..................... 37 42 55 61
*If generator output is checked without a regulator, the output should be 5 to 10% higher than the value given.
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62-AMP. GENERATOR
cc
GENERAL DESCRIPTION
The 62-ampere generator is used as optional equipment
Rotor
on vehicles as indicated in "Application Chart" at begin
si
ning of this section. The unit is a self-rectifying alter

nating current (A.C.) type with direct current (D.C.) out
put. The generator is air-cooled by blades attached to Diode Bearing
as
both ends of rotor assembly.
CONSTRUCTION
Bearing
cl
Generator assembly (fig. 1) consists of rotor assembly,

stator and shell assembly, drive end frame, and slip ring
end frame. Rotor is supported on ball bearing assem
blies, one of which is installed in each end frame
assembly. Grease
Drive pulley is keyed on front end of roto shaft and Reservoir
retained by a spring washer and self-locking nut.
Rotor assembly contains the field coil winding, the Pulley
ends of which terminate in the two insulated slip rings Brush
Grease
on rear end of rotor shaft. The two spring-loaded Assembly
Reservoir
brushes installed in brush holder are held in contact
with slip rings. One brush lead is connected to insulated
T-714
field terminal and other brush lead is grounded to slip
ring end frame.
The two heat sinks in which rectifying diodes are Fig. 1 - 6 2 - Am p. G enerator (Typical)

installed are attached to stator shell. One heat sink,

in which the three positive diodes are installed, is insu
End Frame “Bat” Terminal
lated from shell, and the output ("BAT") terminal is also
insulated from the shell. Heat sink in which negative
diodes are installed is grounded to the stator shell.
Figure 8 shows the heat sinks and diodes and wiring
connections.
Generator is air-cooled by fan blades mounted on each
end of rotor assembly. Openings in end frames and holes
in shell permit passage of air for cooling.
A capacitor is mounted at slip ring end frame assem
bly and capacitor lead is attached to insulated heat sink.
Stator assembly consists of three sets of windings
assembled at inner side of laminated core which is
mounted in stator shell.
The grease supply packed in cavity adjacent to each
om
rotor shaft bearing eliminates need for periodic
lubrication.
Bolts, lock washers, and special nuts are used to
attach each end frame to shell assembly. Figure 2
shows a typical generator installation.
.c
Relay Wire
ry
Field Terminal^
Capacitor Relay Terminal
TPM-9815-1
ra F ig. 3- Rear V ie w of 6 2 -A m p . G enerator (Typical)
remain inside generator, remove them and place

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with brushes.
3. Remove nut from field relay terminal on brush
holder to remove insulated brush.
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4. Remove the three slip ring end frame bolts (fig. 3)

and lock washers which secure end frame to stator
shell. Remove the three special nuts from slots in
stator shell.
cc
Fig. 2 - 6 2 -A m p . G enerator Installed (Typical)

5. Pry between stator shell and slip ring end frame to
force end frame off rotor shaft rear bearing assem
OVERHAUL bly. Do not cock frame excessively as it is pried
GENERATOR DISASSEMBLY off. Figure 10 shows slip ring end frame removed
si
from generator. Note that capacitor and relay leads

Generator may be disassembled into major components must pass through opening in end frame as end frame
without special tools. After inspection and bench test of is removed and must remain with the stator
as
electrical components, subassemblies may be repaired assembly.

or replaced as directed later under "Mechanical Inspec 6. Remove three bolts, lock washers, and special nuts
tion and Repair." which attach drive end frame to stator shell. Sepa
CAUTION: The brush holder and brushes must rate stator and shell assembly from drive end frame
cl
and rotor assembly.

be removed as first step in generator disassem
7. Remove the shaft nut, washer, pulley, and Woodruff
bly. Brush holder will be damaged by the rotor
drive key (fig. 4); slide the drive end frame and two
shaft rear bearing if holder is not first removed.
spacers off the shaft.
1. Referring to rear view of generator (fig. 3), remove NOTE: Further disassembly is not required
two nuts and lock washers which retain socket and
unless inspection and tests indicate necessity
terminals. Remove relay wire, then remove socket
for parts replacement.
and blade type terminals.
2. Remove two capacitor and brush holder mounting BENCH-TESTING GENERATOR
screws and separate capacitor from brush holder. COMPONENTS (ELECTRICAL)
Lift brush holder and brushes out of cavity in end
frame. ROTOR CHECKS (Fig. 5)
NOTE: Capacitor lead is attached to heat sink Rotor may be checked for grounded winding either by
inside end frame. Avoid unnecessary strain on use of test lamp or with an ohmmeter.
capacitor lead and relay lead. If brush springs Checking for Ground With Test Lamp. Touch one test

NOTE: If an ohmmeter is not available, the

resistance can be calculated by dividing the
ST RA P W R E N C H voltage by the current (amperes) using values
from previous Step 1.
If there are no defects found in the rotor assembly and
generator does not produce rated output when checked as
directed in "Generator Output Test," trouble is in either
the stator assembly or in the rectifying diodes.
Stator Checks (Fig. 6)
Since the connections at diodes and stator leads are
soldered and it is necessary to disconnect stator leads
for some of the tests, only properly trained technicians
with approved equipment should attempt to make the
TORQUE W RENCH
checks at stator windings described following:
A N D SO CKET Do not use test lamps of more than
om
CAUTION:
12-volts. Higher voltage, such as 110-volt test
lamp, will immediately destroy a diode if prods
Fig. 4 - Replacing G enerator Pulley
should accidentally contact a diode lead when
checking stator.
NOTE: Due to the low resistance of the stator
.c
CHECKING FOR windings it is not practical to check stator wind
OPEN CIRCUIT ings for short circuits without laboratory equip
OH M M ETER
ment; however, if all other electrical checks
ry
show units to be in good condition, but generator
fails to supply rated output, shorted stator wind
ra ings are indicated.
OHMMETER
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OHM M ETER
CHECKING FOR
GROUNDED CIRCUIT
cc
Fig. 5 - C h e ck in g Rotor for G rou nde d, Shorted,

or O pe n C irc u it Using Ohmmeter
si
lamp lead to one of the slip rings and other lead to rotor
pole or shaft. If lamp lights, the winding is grounded
and rotor assembly must be replaced.
as
Checking for Ground With Ohmmeter. Make test in

same manner as with test lamp and observe reading. If
reading is low, indicating low resistance, the winding is
grounded and rotor assembly must be replaced.
cl
Checking for Open Circuit With Test Lamp or Ohm

meter (fig. 5). Touch the leads from lamp or ohmmeter
to each of the slip rings. If lamp fails to light or ohm
meter reading is high (infinite), the winding is open.
Checking for Shorted Winding in Rotor Assembly.
Either of two methods may be used to check rotor winding Fig. 6 - C h e ck in g for G rounded or O pe n C irc u it in Stator
for shorts as described below:
1. Ammeter and Battery Method. Connect 12-volt bat 1. Scrape epoxy coating from lead connections. Un
tery and ammeter in series with the two slip rings. solder stator leads, using a minimum amount of heat
Note ammeter reading. If reading is over 4.4 am to avoid damage to diodes to which stator leads are
peres, there is a short circuit in winding. connected.
2. Ohmmeter Method. Connect ohmmeter leads to the
two slip rings and note the resistance reading. If the NOTE: An alternate method is to cut stator
resistance is less than 2.7 ohms, there is a short leads between coil and diodes. Leads must be
circuit in rotor winding. spliced after making checks.

2. Check for grounded stator windings by attaching one NOTE: All diodes are identified in Figure 7.
lead from ohmmeter or test lamp to stator shell
Make checks in following sequence:
and other lead to any one of the stator winding leads.
1. Disassemble the generator leaving only the shell,
If the test lamp glows or if ohmmeter shows very
stator, and heat sinks with diodes assembled (fig. 7).
low reading, the windings are grounded.
2. Cut the stator lead nearest the light relay wire (No.
3. To check for open circuits in stator windings, con
1 cut), and the stator lead which is farthest from the
nect ohmmeter leads or test lamp leads successively
light relay wire (No. 2 cut). Cuts are shown on
between the pairs of stator leads. If test lamp fails
Figure 7.
to light, or if ohmmeter reading is very high (infi
3. Using either test lamp or ohmmeter, check the No. 1
nite), an open circuit is indicated.
positive diode starting with one test probe to ''BAT"
NOTE: If these checks show that the stator terminal and the other test probe to the light relay
is defective, a complete stator and shell assem wire, then reverse this connection.
bly must be installed when assembling genera a. If using test light and it lights in both checks, the
tor. Refer to "Heat Sink Replacement" covered diode is defective. When checking a good diode,
later under "Repair" for procedure for assem test lamp will light only when connected in one
bling heat sinks to stator shell. direction.
om
b. If using an ohmmeter, and both readings are very
DIODE CHECKS low or if both readings are very high, the diode
Each diode in the two heat sinks (fig. 7) should be is defective. A good diode will indicate one low
checked individually for shorted or open condition when reading and one high reading.
overhauling generator. 4. To check the No. 1 negative diode, place one of the
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Diodes can be checked using either a test lamp (12 probes on the light relay wire and the other probe
volts max.) or an ohmmeter. on the negative heat sink. Reverse this connection
to check this diode.
C A U T IO N : Do not use a 110-volt test lamp to
5. To check the No. 2 positive diode, touch one probe
ry
test diodes.
to the No. 1 cut stator lead which comes from the
diode, not the end of the lead that goes to stator, and
P O SIT IV E BATTERY T E R M IN A L
ra the other probe to ground on stator shell; reverse
D IO D E S this connection to determine the state of diode.
ST A T O R L E A D -
N o. 1 CUT
6. To check No. 2 negative diode, place one probe to the
N E G A T IV E
No. 1 cut stator lead and ground the other probe on
D IO D E S
the negative heat sink then reverse connections to
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LIGHT RELAY
determine state of this diode.
W IR E
7. To check the No. 3 positive diode, place one probe
on No. 2 cut stator lead (diode end) and ground the
other probe on the positive heat sink, then reverse
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the connections to determine state of diode.

8. To check the No. 3 negative diode, place a probe on
the No. 2 cut stator lead (diode end) and the other
cc
probe on the negative heat sink. Reverse these

connections to determine state of this diode.
(5TATOR LEA D
No. 2 CUT NOTE: If all six diodes check as being good,
D IO DE TESTING POINTS then the stator should be checked. In order to
si
check stator the third lead from the stator must

STATO R L E A D - also be cut. This will make it not necessary to
N E G A T IV E D IO D E S N o. 1 CUT disturb the epoxy and solder at the No. 1 nega
as
A N D H EA T S IN K tive diode. Proceed to check stator as directed

BATTERY
T E R M IN A L previously under "Stator Checks."
9. If any one or more diodes were found defective re
place diodes as directed later under ''Repair" (See
cl
"Diode Replacement").
P O SIT IV E D IO D E S Special Testers. Special testers are available which
A N D H EA T S IN K operate without disconnecting stator. When using this
type of equipment, follow manufacturer's recommenda
tions.
LIG HT RELA Y NOTE: Use only rosin core (60% tin, 40% lead)
S T A T O R LEAD
W IR E solder to resolder leads after making electrical
(N O T CUT)
(Scrape Lead at checks.
This Point if
Checking Stator CAPACITOR CHECK
Windings)
ST A T O R LEAD The capacitor is mounted to generator end frame and
No. 2 CUT capacitor lead is connected to insulated heat sink (fig. 3).
Since the capacitor rating is only 0.5 microfarads, it
F ig . 7 - Te stin g D io d e s is impractical to test the capacitance with conventional

equipment, however, when generator is disassembled for REPAIR

overhaul a check should be made to be sure the insulation
between elements is not permitting a current leak to Drive End Frame Be arin g R eplacem ent (Fig. 8) )
ground. With generator disassembled into major components,
Check can be made with 12-volt test lamp or a 1-1/2- proceed as follows to replace bearing assembly in drive
volt ohmmeter. Connect one test lead to capacitance end frame. Key numbers in text refer to Figure 8.
lead and other lead to capacitor case (fig. 9). Wiggle 1. Remove three screws which attach retainer and seal
the "pig tail" lead while observing ohmmeter or test assembly (3) to end frame (9). Remove retainer and
lamp. If capacitor is good, the ohmmeter will show gasket (4), then press bearing assembly (5) out of
infinite (high) resistance or a test lamp will not glow end frame. Remove bearing shield (6) and felt seal
during test. (7) from bearing recess in end frame.
Any capacitor which allow current leakage as indicated 2. Inspect bearing assembly. If bearing is in good con
by low ohmmeter reading or glowing test lamp must be dition it may be re-used, otherwise install new bear
replaced. ing assembly. Do not reuse bearing if there is
evidence that bearing has had insufficient lubricant,
M E C H A N IC A L IN SP E C T IO N A N D REPAIR or if generator has had long service.
om
3. Use Delco-Remy lubricant (#1948791) or equivalent
INSPECTION to lubricate bearing. Place seal (7) and shield (6)
In addition to the testing procedures for checking elec in recess in drive end frame (9) and press bearing
trical circuits through various units, an inspection of all (5) into place in recess. Lubricant cavity in bearing
parts should be made to determine their condition. Clean and recess must not be packed solid with lubricant,
all parts except bearing assemblies, which should not be but should be only one-half filled.
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washed as they are packed with special lubricant.
C A U T IO N :Overfilling bearing recess may
1. Check drive end frame and bearing assembly for
cause bearing to overheat. Use only lubricant
condition of bearing, felt seal, and retainer (fig. 8).
ry
of the type specified in Step 3.
Examine end frame for cracks and for other damage.
4. Install bearing retainer and seal assembly and gasket
ra (3 and 4).
Rotor Slip R in g R econ dition in g (Fig. 5)

If slip rings on rotor shaft are scored or dirty, they
may be cleaned with 400 grit or finer polishing cloth.
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Spin the rotor in lathe to clean and polish slip rings.
C A U T IO N : Brush noise due to flat spots on
slip rings may be present if slip rings are
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cleaned by hand without spinning the rotor

assembly.
Slip rings which are rough or out-of-round should be
trued in a lathe to 0.002-inch total indicator reading.
cc
Fig. 8 - D rive End Frame and Bearing Components Remove only enough material to make slip rings
smooth and round. After lathe operation, finish slip ring
1. Retainer Screw 7. Felt Seal surface with 400 grit or finer polishing cloth and blow
.
2 Inner Spacer 8. O uter Spacer away all dust.
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3. Retainer and Seal 9. Drive End Frame

Assem bly 10. Washer Rotor Shaft Rear B e arin g Replacem ent
4. G asket 11. Pulley Nut
1. Use suitable puller or arbor press to remove bearing
as
5. D rive End Frame 12. End Frame Attaching

assembly from rear end of rotor shaft.
Bearing Bolt
6 . Shield
2. With shielded side of bearing toward slip rings,
13. Special Nut
press bearing squarely onto rotor shaft until rear
end of shaft protrudes 0.08 to 0.10 inch through
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2. Inspect rotor shaft rear bearing. If there is evi bearing inner race. Protect bearing from contami
dence that bearing has been run without lubricant, nants until rotor is installed.
or if bearing is not in good condition, it must be
replaced as directed under "Repair” later in this H eat Sin k Replacem ent
section. The two heat sinks (fig. 9) are available with diodes
3. Rotor assembly should be inspected for scoring at for service replacement. The following operations are
slip rings (fig. 5). If shaft is damaged, a new rotor perforated after generator is disassembled into major
assembly should be installed at assembly. Proce components.
dure for resurfacing slip rings is given later under
"Repair." N e g a tiv e (G ro u n d e d ) H eat Sink
4 Inspect brushes, brush springs, and brush holder.
R e m o val
If brushes are worn to half their original length or
are damaged they must be replaced. Visually in 1. Cut or unsolder stator leads and diode connecting
spect brush springs; if springs are distorted, worn, wires attached to the three diodes in grounded heat
or broken, replace with new springs. sink.

2. Cut or unsolder the one stator lead, relay lead, and

three diode connecting wires which are soldered to
diodes.
3. Remove nuts and washers from battery terminal at
outer side of stator shell. Remove bolt, lock washer,
and special bushing which retains positive heat sink.
Hold bolt nut with wrench if necessary.
4. Remove positive heat sink and diode assembly and
two insulators (fig. 5) which are used to prevent con
tact between heat sink and stator.
Installation
NOTE: It is recommended that diodes in in

sulated heat sink be checked for shorts and open
condition before installing heat sink.
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Locate battery terminal insulator at inner side of
stator shell with projecting flange piloted in terminal
hole in shell. Set heat sink mounting bolt insulator
in notch in heat sink, then position the heat sink in
stator shell. Install mounting bolt with lock washer
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Fig. 9 - Heat Sin k Installed in Rotor Shell
and special bushing through stator shell and insu
lator, and place nut on inner end of bolt at insulator.
1. Stator Assembly 6. Positive Diodes Insert battery terminal (bolt) from inside stator
shell, through heat sink and insulating washer. As
ry
2. G rounded Heat Sink 7. N e g a tiv e Diodes
3. Insulated Heat Sink 8. Relay Lead semble flat fiber washer, steel washer, lock washer,
4. Insulators 9. C apacitor and nut on outer end of terminal. Tighten bolt nuts
5. Stator Leads
ra firmly.
2 . Referring to Figure 5, solder diode connecting wires,
2 . Remove the two bolts and lock washers which secure
one stator lead, and relay lead to diode stems. Ob
serve the caution previously mentioned to "Negative
the grounded heat sink to stator shell, and remove
(Grounded) Heat Sink” installation to prevent diode
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the heat sink and diode assembly. Bolt nuts at inner
damage due to heat, or bending diode stems.
side of heat sink may require holding with wrench
3. Tape leads and connecting wires to prevent wire
as bolts are removed.
movement, and attach capacitor lead to heat sink
Installation with screw and lock washer.
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NOTE: it is recommended that the diodes be

checked for open or shorted condition prior to DIODE REPLACEMENT
heat sink installation, using test lamp or ohm-
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To replace diodes in heat sinks, the specially-designed

meter as directed previously under "Diode
tools including Removing Tool (J-9717-1), Installing Tool
Checks."
(J-9600-2), and Supporting Tool (J-9717-2) or their
equivalent must be used. With proper tools, any of the
Attach the heat sink and diode assembly to stator
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diodes may be replaced with heat sinks either removed

shell with two bolts, lock washers, and special bush
or installed.
ings. Two stator leads must fit in notches as shown
in Figure 9. Tighten attaching bolts firmly while NOTE: Negative diodes have black markings
as
holding nuts with wrench. on the case, and positive diodes have red mark
2. Referring to Figure 9, solder diode connecting wires ings on the case. Visually inspect the diodes
and stator leads to diode stems, using rosin core for color markings, and note that the heat sink
(60% tin, 40% lead) solder, then coat diode leads with connected to the generator output terminal is
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epoxy. insulated from the shell and contains the positive

diodes. The other heat sink is grounded to the
CAUTION: Do not use excessive heat in sol-
shell and contains the negative diodes.
dering leads to diode stems as excessively high
temperature may damage the diode. Also avoid To replace a defective diode, scrape away epoxy coat
bending diode stems, as internal damage to diode ing, then cut only the leads connected to that particular
may occur which could result in diode failure^ diode stem. Use diagonal cutters to clip the leads as
close to the diode stem as possible.
3. Tape leads and connecting wires as shown in Figure
Support the outside of the heat sink around the defective
9 to prevent wire movement which could eventually
diode with the special heat sink support tool (J-9717-2)
wear away insulation.
and locate the special diode removal tool (J-9717-1) over
Positive (Insulated) Heat Sink defective diode inside the shell assembly. Use an arbor
press to push the defective diode out of the heat sink.
Removal
1. Remove capacitor lead screw and lock washer to CAUTION: Do not strike the assembly, as the
detach condenser from insulated heat sink. shock may damage the good diodes.

To install a new diode, support the flat heat sink sur is installed, resolder the leads to diode stem which were
face underneath the diode hole with a smooth flat surface, disconnected from defective diode and cover with epoxy.
such as the support tool (J-9717-2), and press the new
NOTE: Limit soldering time to a minimum so
diode into the heat sink with an arbor press. Use the
excessive heat will not damage diode.
special installer tool (J-9600-2) which just fits over the
outside edge of diode.
ASSEMBLING GENERATOR
Figure 10 identifies diodes and provides instructions
for supporting heat sink for each operation. After diode
Follow the steps in sequence given to assemble the
generator major components. Refer to cross section
To Install Diode, Support view of generator (fig. 1) for identification of various
Flat Heat Sink Surface To Remove Diode, Support parts, except as otherwise indicated.
And Press Diode In ° ther side o t Heat sink 1. Place inner (short) spacer on pulley end of rotor
shaft, then install drive end frame and bearing as
sembly on rotor shaft with bearing inner race in
contact with spacer.
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2. Place outer (long) spacer on rotor shaft, then install
pulley key and pulley. Retain pulley with spring
washer and self-locking nut. Tighten pulley nut to
60 foot-pounds torque (fig. 4).
3. Place stator and shell assembly over rotor and into
place at drive end frame. Dimples in stator shell
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serve to properly locate end frames on stator shell.
While holding special T-shaped nut in opening in
stator shell, install drive end frame bolt with lock
ry
washer. Before tightening bolt, install remaining
two bolts, lock washers, and special nuts, then
ra tighten the three bolts evenly and solidly.
4. Place rear bearing seal ring in groove in slip ring
end frame, and add Delco Remy Special Lubricant,
Part No. 1948791 or its equivalent to bearing cavity.
Refer to Figure 11.
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TPM -9803 CAUTION: Do not fill the reservoir more than
half full. Overfilling will cause the bearing seal
to be pushed out of place or the bearing to be
Fig. 10 - D iode Replacement come overheated.
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cc
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as
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Fig. 11 - Slip Ring End Frame Preparation for Installation
1. Slip Ring End Frame 4. C apa citor 6. Bearing Assembly

2. Bearing Lubricant 5. Lead (To Relay 7. Bushing
3. Rotor Terminal) 8. Bearing Seal Ring

5. Move the slip ring end frame into position with re
cess in frame aligned with dimple in stator shell,
and guide capacitor and relay lead out through brush
holder opening in end frame. With slip ring end
frame positioned on stator shell, assemble bolts,
lock washers, and special nuts to secure end frame
to stator shell. Tighten bolts evenly and solidly.
6. Referring to Figure 12, attach insulated generator
brush lead to brush holder with terminal bolt, nut,
and lock washer. Compress brush spring into brush
slot, insert brush against spring and wrap brush
lead over "catcher" as shown. Insert the two brush
holder mounting screws and lock washers through
holes in capacitor bracket, and place grounded brush
lead on one screw as shown. Insert mounting screws
through mounting holes in brush holder, then assem Fig. 13 - Connections for Bench Testing G enerator
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ble brush spring and grounded brush in slot in brush
holder and wrap lead around "catcher" to hold brush
in place until brush holder is installed.
S P R IN G A N D B A C K A SSY.
7. Move brush holder and capacitor assembly into place
and screw the two mounting screws into threads in
end frame. Disengage brush leads from catcher to
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to permit brushes to move into contact with respec
tive slip rings. Install wire connector socket and
BRUSH
blade type terminals over terminal screws, attach
ry
H O LDER
relay lead on terminal screw as shown in Figure
3, and install the retaining nuts.
ra BENCH TEST AFTER ASSEMBLY
Figure 13 shows wiring connections for making genera

tor output test on bench.
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Grounded Brush Refer to test specifications given at end of this section,
Field
and while operating generator at specified speed, adjust
Terminal
load rheostat to given specified voltage. Ammeter will
show generator output which must be within range speci
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Insulated Brush
fied.
Piatail
W ra p Leads Over CAUTION: When making battery connection,

always connect Negative terminal to generator
cc
“Catcher” To
Hold Brushes ground ("G R P ") terminal. REVERSING THE
BATTERY CONNECTIONS W ILL DAMAGE GEN-
Fig. 12 - Brush and Brush Holder Installation ERATOR.
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SPECIFICATIONS
as
Generator M o d e l................................................ 1117754

Make .......................................................... Delco-Remy
Rotation (Viewing Drive E n d )........................ Clockwise
Field Current at 80°F.
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Amps.............................................................. 4.14-4.62
Volts ................................................................... 12
Cold Output at Specified Voltage
Specified V o lts..................................................... 14.0
Amps..................................................................... 20@
Generator R.P.M. (A p p ro x .)............................... 1100
Amps.* .............................................................. 55@
Generator R.P.M. (A p p ro x .)............................... 2500
Rated Hot Output (A m p s .)......................................... 62
*If generator output is checked without a regulator, the
output should be 5 to 10% higher than the value given.

SECTION 7
TRANSMISSION AND CLUTCH

Page Page
Overhaul ................................................................................. 7 _ 1 A uxiliary T r a n s m is s io n ....................................................... 7 . 7 1
Fiv e Speed T ran sm issio n ............................................... 7 - 1 Spicer M odel 5 8 3 1 - B .................................................... 7 - 7 1
New P r o c e s s M odels 540, 541 ..................................... 7 - 1 Spicer M odel 6041 ....................................................... 7-75
C la rk Model 2 6 9 V .......................................................... 7-15 Spicer M odel 7041 ....................................................... 7-79
C la rk M odels 385V, 3 8 7 V ............................................ 7-29 Long Clutch (12 and 13 I n c h ) .......................................... 7-86
C la rk Model 4 0 1 V .......................................................... 7-44 L ip e -R ollw ay Clutch ....................................................... 7-91
Spicer M odels 5652, 5 7 5 2 C .......................................... 7-62 (13 and 14 Inch D isc) ....................................................... 7-91
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5-SPEED TRANSMISSIONS
(NEW PROCESS MODELS 540 AND 541)
OVERHAUL
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DESCRIPTION
The New Process Model 540GL, 541GD, and 541GL
ry
5-speed direct drive synchromesh transmissions shown
in Figure 2 are used as standard or optional equipment on
70 and 80 Series vehicles covered by this manual. Figure ra
1 shows the shift pattern for these transmissions. The
transmissions are shifted directly by a gearshift lever
mounted on top of the transmission on conventional mod
els or remotely controlled on all tilt cab models.
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Mainshaft gears, except 1st speed gear, are helical
type and are in constant mesh with mating gears on the
countershaft. First speed gears and reverse idler gears
have straight cut spur type teeth. Two synchronizer
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mechanisms are employed to affect smooth shifting with

out gear clash.
Two openings in transmission case are provided for Fig. 1 - N e w Process 5-Speed Direct
installation of power take-off unit.
cc
Drive Transmission Shift Pattern
TRANSMISSION OVERHAUL
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GENERAL DISASSEMBLY OF TRANSMISSION INTO

SUBASSEMBLIES AND MAJOR COMPONENTS
Certain precautions should be observed when overhaul (Key Numbers in Text Refer to Figure 3
as
ing the transmission. Unless proper care is exercised, Unless Otherwise Specified)
considerable damage may be done to the various compo
nents of the transmission. The following procedures cover complete overhaul of
Overhaul of the transmission should not be attempted the transmission. The transmission should be overhauled
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where dirt or other foreign materials are present. Be in sequence described unless only one unit is to be worked
on.
fore attempting to disassemble the transmission, the ex
terior of the case should be thoroughly cleaned to prevent REMOTE CONTROL ASSEMBLY OR CONTROL
the possibility of dirt entering the transmission internal TOWER ASSEMBLY REMOVAL
mechanism. During overhaul procedures, all parts should
be thoroughly cleaned in cleaning solvent and then air On Transmissions Equipped With Remote Control Assembly
dried. Wiping cloths or rags should not be used to dry 1. Remove remote control selector lever bellcrank re
parts as lint may be deposited on the parts which may taining snap ring.
cause later trouble. All parts, except those being actually 2. Remove four bolts and lock washers attaching re
worked on, should be kept covered with clean paper. mote control assembly to transmission control lever.
When assembling the transmission or subassemblies 3. Lift remote control assembly and gasket from con
during overhaul procedures, lubricate each moving part trol cover. Discard gasket.
before part is installed. Use new snap rings, gaskets, On Transmissions Equipped With Shift Control Tower
and oil seals when assembling the transmission. 1. Move gearshift lever to "Neutral" position.

TRANSMISSION AND CLUTCH 7-2
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ry
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Fig. 2 - N e w Process 5 -Sp e e d Direct Transmission (Typical)

cc
1. 4th and 5th Shift Fork 20. M ainshaft Rear Bearing 38. Thrust Washer
2. M ainshaft 4th Speed G e a r 21. Flange N u t 39. Drive G e a r Bearing Retainer
3. M ainshaft 3rd Speed G e a r 22. Flange 40. Drive G e a r Bearing
4. Snap Ring 23. O il Seal 41. D rive G e a r Bearing N u t
5. 3rd Speed Synchronizer 24. Speedometer D rive G ear 42. Drive G e a r
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Outer Stop Ring 25. Countershaft Rear Bearing 43. M ainshaft Front (Pilot)
6. Shift Fork Pin Retainer Bearing
7. 2nd and 3rd Speed Shift Fork 26. Countershaft Rear Bearing 44. Retainer Washer
as
8. 3rd Speed Synchronizer Assy. 45. C lutch G e a r Snap Ring

Inner Ring 27. Transmission Case 46. Clutch G ea r
9. 2nd and 3rd Speed Slid in g 28. Countershaft 1st Speed G ea r 47. Synchronizer O uter Stop Ring
Clutch Teeth (Front)
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10. 2nd Speed Synchronizer 29. Countershaft 2nd Speed G e a r 48. Synchronizer Inner Ring
Inner Ring Teeth (Front)
11. M ainshaft 2nd Speed G e a r 30. Countershaft Reverse G e a r 49. 4th and 5th Speed Slid in g
12. 1st Speed Shift Fork Teeth Clutch
13. M ainshaft 1st Speed Slid in g 31. Countershaft 3rd Speed G e a r 50. Synchronizer Inner Ring
Gear 32. Countershaft 4th Speed G e a r (Rear)
14. Control C ove r Assem bly 33. Countershaft D rive G ear 51. Synchronizer O u te r Stop Ring
15. 2nd Speed G e a r Thrust Washer 34. Countershaft G e a r Key (Rear)
16. 2nd Speed G e a r Lock Pin 35. Front Bearing Retainer Washer 52. Shift Rail
17. Spring 36. Countershaft Front Bearing 53. Poppet Ball
18. Mainshaft Retainer 54. Spring
19. M ainshaft Rear Bearing Retainer 37. Countershaft Front Bearing 55. G earshift Lever

mo
Shown)
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Process Model 541GL

ry
ra
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Components (New
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Transmission
cc
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as
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TRANSMISSION
AND
1. C lu tch H ousing 35. 4th and 5th Speed Shift Rail 66. Retaining Washer Bolt
2. Snap Ring (Sele ctive) 36. 2nd and 3rd Speed Shift Rail 67. Thrust Washer
68. Countershaft D rive G e a r
CLUTCH
3. C lu tch G e a r 37. 2nd and 3rd Speed Shift Fork
4. Syn ch ron ize r O u te r Stop Ring (Front) 38. Reverse Shift Fork 69. Countershaft 4th Speed G e a r
m
5. Sy n ch ro n ize r Inner Ring and Pin 39. M ainshaft 2nd Speed G e a r 70. Countershaft 3rd Speed G e a r
Assem bly (Front) 40. M ainshaft 1st Speed S lid in g G e a r 71. Countershaft
7-4
6. 4th and 5th Speed S lid in g C lutch 41. 2nd Speed G e a r Locating Thrust W asher 72. G e a r Key
o
7. Sy n ch ro n ize r Inner Ring and Pin 42. Flange N u t 73. Bolt
Assem bly (Rear) 43. Flange 74. Countershaft Front Bearing Retainer
8. Syn ch ron ize r O u te r Stop Ring (Rear) 44. O il Seal 75. G asket
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9. Shims 45. M ainshaft Rear Bearing Retainer 76. Filler Plug
10. M a in sh a ft 4th Speed G e a r 46. G asket 77. Transmission Case
11. Retaining Ring (Split) 47. Speedometer D rive G e a r 78. G asket
ry
12. M a insha ft 3rd Speed G e a r 48. M ainshaft Rear Bearing 79. Power T ake -off C ove r
13. 3rd Speed O uter Stop Ring 49. 2nd Speed Inner Stop Ring and Pin 80. Drain Plug
14. Lock Pins Assem bly 81. G asket
15. 4th and 5th Speed Shift Fork 50. Slid in g C lu tch 82. Countershaft Rear N e e d le Bearing
ra
16. 2nd and 3rd Speed Shift Lug 51. 3rd Speed Inner Stop Ring and Pin Rol lers (24)
17. 1st Speed Shift Lug Assembly 83. Spacer
18. Retaining W asher 52. G asket 84. Bolt and Lock W asher
53. Power T a k e -o ff C ove r 85. Countershaft Rear Bearing Retainer and
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19. Expansion Plugs
20. G a sk e t 54. Bearing Retainer Washer Bearing O uter Race
21. Control C ove r 55. Snap Ring 86. Screw and Lock W asher
22. G asket 56. N e e d le Bearing Rollers (14) 87. Lock Plate Bolt
23. 1st Speed Shift Fork 57. M a in D rive G e a r 88. Lock Plate
r
24. 1st Speed Shift Rail 58. D rive G e a r Bearing Assem bly 89. O - r in g Seal
25.
26.
27.
28.
Poppet Balls
Poppet Ball Springs
Interlock Balls
Interlock Pins
ca
59. Bearing Retaining N u t
60. G asket
61. D rive G e a r Bearing Retainer
62. Retainer Bolt
90.
91.
92.
93.
Reverse Idler Shaft Retainer
Reverse Idler Shaft Rear Bearing
Washer
Rear Thrust Bearing
29. Shift Lug Plunger Springs 63. Countershaft Front Bearing 94. Reverse Idler G ea r
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30. Shift Lug Plungers 64. Countershaft Front Bearing Retaining 95. Reverse Idler Shaft
31. M a insha ft W asher 96. Thrust Washer

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32. 2nd Speed G e a r Lock Pin Spring 65. Countershaft Front Bearing Retaining 97. Reverse Idler Shaft Front Bearing
33. 2nd Speed G e a r Lock Pin Spacer 98. Reverse Shift Lug
34. Reverse Shift Rail
as
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C aptions for Fig. 3 - O pp osite Page

3. With transmission gears still locked up, cut lock wire

and remove two bolts (66) which hold countershaft
front bearing retainer washer (64) to countershaft
(71). Remove retainer washer (64).
M A IN DRIVE GEAR REMOVAL

Pull main drive gear (57) and bearing assembly (58)
from bore in front of transmission case (77).
N O TE: Mainshaft pilot bearing rollers (56) are
held in cavity at rear end of drive gear (57) by
retainer washer (54) and snap ring (55) (fig. 5).
Drive Gear
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Retainer
Fig. 4 - Transmission Control C ove r Removed
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1. Reverse Shift Rail 9. Lock Pins
2. 4th and 5th Speed 10. 2nd and 3rd Speed
Shift Fork Shift Lug
ry
3. Reverse Shift Lug U . 1st Speed Shift Lug
Assembly Assembly Bearing
4. Control C over 12. 1st Speed Shift Rail ra Snap Ring Rollers
5. Reverse Shift Fork 13. 2nd and 3rd Speed TPM-3649-1
6. Expansion Plugs Shift Rail

7. 1st Speed Shift Fork 14. 4th and 5th Speed
Fig. 5 - M a in Drive G e a r Removed
8. 2nd and 3rd Speed Shift Rail
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Shift Fork
MAINSHAFT REMOVAL
2. Remove four bolts and lock washers attaching con 1. Remove speedometer drive gear (47). Force main
trol tower to transmission control cover. shaft (31) and rear bearing assembly (48) toward the
ar
3. Lift shift control tower straight off control cover. rear to permit removal of bearing assembly (48).
Remove and discard tower to cover gasket (20). Use a suitable puller and remove rear bearing as
sembly (48) from rear end of mainshaft (31).
SHIFT CONTROL COVER REMOVAL
cc
2. Remove front synchronizer outer stop ring (4) and

inner ring and pin assembly (5) from front end of
1. Remove bolts and lock washers attaching control mainshaft (31) to provide clearance necessary for
cover assembly (21) to transmission case (77). removal of mainshaft and gears assembly.
2. Lift control cover assembly (21) straight up and off
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3. Lift mainshaft and gears assembly out through open

transmission case (77) (fig. 4). ing in top of transmission case.
3. Remove and discard control cover to transmission
COUNTERSHAFT REMOVAL
as
case gasket (22).
PARKING BRAKE REMOVAL O n M o d e l 5 4 1 GL Transm issions, A ccom p lish The Follo w in g

Procedures:
1. Remove parking brake parts.
1. Remove bolts (84) and lock washers attaching
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2. Shift transmission into two gears at one time to lock

countershaft rear bearing retainer and bearing outer
up the mainshaft; then remove flange nut (42) from
race assembly (85) to transmission case (77).
end of mainshaft (31).
2. Remove rear bearing retainer (85), spacer (83), 24
3. Using a suitable puller, remove companion flange
bearing needle rollers (82), and gasket (81). Dis
(43), including parking brake drum (if used), from
card gasket.
splines at rear end of mainshaft (31). In some cases
3. Support transmission case on bed of arbor press
flange may be driven off splines with a soft hammer.
(fig. 7), then apply pressure against front end of
countershaft (71) to force countershaft out of front
BEARING RETAINERS REMOVAL
bearing.
1. Remove bolts and lock washers attaching each re
tainer (45, 61, and 74) to transmission case. NO TE: If interference is noticed between third
2. Remove retainers and gaskets. Discard gaskets (46, speed gear teeth (70) and reverse idler shaft
60, and 75). Record number of gaskets used at each boss, file off boss to allow gear to pass boss
retainer. The same number of gaskets must be used without interference.
at each retainer when transmission is reassembled. 4. Remove transmission case from press; then lift

countershaft to force countershaft out of front

bearing.
NOTE: If interference is noticed between gear

teeth and reverse idler shaft boss, file off boss
to allow gear teeth to pass boss without inter
ference.
3. Remove transmission case from press; then lift

countershaft assembly out of case and remove bear
ing spacer. Drive front bearing assembly forward
and remove from transmission case.
REVERSE IDLER GEAR REMOVAL

NOTE: Transmission Model 540GL is equipped
m
with a bushing type reverse idler gear, while
Model 541GL transmission has a bearing type
reverse idler gear. Accomplish the following
o
procedures:
Fig. 6 - Removing Countershaft Assem bly (Typical)
Model S40GL Transmission, Bushing Type
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countershaft assembly out of case and remove thrust (Key Numbers In Text Refer to Figure 7)
washer (67). 1. Remove bolt, lock washer, and lock plate (6) which
5. Remove countershaft front bearing assembly (63) retain idler gear shaft (4) at rear of transmission
ry
and bearing retaining spacer (65) from front of trans case.
mission case (77). 2. If reverse idler gear shaft (4) cannot be started out
ra of case with a long handled pry bar, attach removing
On Model 540GL Transmission, tool (J-6648) in notch on shaft as illustrated in Figure
Accomplish The Following Procedures: 7.
1. Remove bolts and lock washers attaching counter 3. Tighten puller screws alternately and evenly until
shaft rear bearing and retainer assembly to trans shaft is free from boss (1). Remove idler gear (2)
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mission case. Remove retainer assembly and gas from inside case.
ket. Discard gasket.
2. Support transmission case on bed of arbor press NOTE: Bushings and idler gear can be re
(fig. 6); then apply pressure against front end of placed only as an assembly.
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cc
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as
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1 Boss (Integral with 5 Lock Screw

Case) 6 Lock
2 Reverse Idler Gear 7 Transmission Case
and Bushing 8 Countershaft
3 Reverse Shift Fork 9 Removing Tool T P M -4 2 6 2
4 Idler Gear Shaft
Fig. 7 - Bushing Type Reverse Idler G e a r and Shaft
1. Boss (Integral with Case) 4. Idler G ea r Shaft 7. Transmission Case

2. Reverse Idler G e a r and Bushing 5. Lock Screw 8. Countershaft
3. Reverse Shift Fork 6. Lock 9. Removing Tool

TRANSMISSION A ND CLUTCH 7-7
lock pins (28), interlock balls (27), poppet balls

(25), and springs (26) as shift rails are removed.
3. 1st (17) and reverse (98) shift lugs are identical and
may be disassembled as follows:
a. Remove retaining washer (18).
b. Remove plunger spring (29) and shift lug plunger
(30) from each shift lug (17 and 98).
M A IN DRIVE GEAR DISASSEMBLY

1. Using a spanner wrench, remove drive gear bearing
retaining nut (59). Nut is staked into slot of shaft
(57).
2. Using bearing remover plates (J-8176), press drive
gear bearing assembly (58) off drive gear shaft (57).
m
3. Using snap ring pliers, remove snap ring (55). Re
move retainer washer (54) and 14 needle bearing rol
lers (56) from cavity at rear end of main drive gear
co
(57).
MAINSHAFT DISASSEMBLY
1. Remove 1st speed sliding gear (40) from splines at
y.
Fig. 8 - Bearing Type Reverse Idler G e a r and Shaft rear end of mainshaft (31).
2. Depress 2nd speed gear lock pin (33); then turn 2nd
1. Reverse Idler Shaft 7. Reverse Idler Shaft speed gear locating thrust washer (41) until internal
Retainer
2. " O " Ring Seal
3. Rear Thrust Bearing
Washer
8.
9.
10.
Reverse Idler G e a r
Front Thrust Washer
Front Bearing Assembly
Boss (Integral W ith
ar teeth of thrust washer align with splines of main
shaft (31).
3. Hold lock pin (33) which is spring-loaded and remove
thrust washer (41). Remove lock pin (33) and spring
br
11.
4. Rear Thrust Bearing Case) (32).
5. Retainer Bearing 12. Retainer Lock Plate 4. Slide 2nd speed gear (39) off rear end of mainshaft
Assembly 13. Lock Washer
(31).
li
6. Transmission Case 14. Lock Plate Bolt
5. Remove 2nd speed inner stop ring and pin assembly
(49), sliding clutch (50), 3rd speed inner stop ring
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M o d e l 5 4 1 G L Transm ission, B e a rin g Type and pin assembly (51), and 3rd speed outer stop ring
(Key Numbers In Text Refer to Figure 8) (13)from mainshaft (31).
1. Remove bolt (14), lock washer (13), and lock plate 6. Mount mainshaft assembly in a vise with soft jaws.
Remove synchronizer front inner ring and pin assem
cc
(12) retaining reverse idler shaft retainer (1) at rear

of transmission case. bly (5), 4th and 5th speed sliding clutch (6), rear in
2. Tap front end of reverse idler gear shaft (7) with a ner ring and pin assembly (7), rear outer stop ring
brass drift and soft hammer until reverse idler shaft (8), and shims (9) from front of mainshaft (31).
si
retainer (1) can be removed from transmission case.

3. Remove rear thrust bearing (4) from rear end of NO TE: Record number of shims (9) removed.
idler shaft (7). Same number of shims should be installed when
as
4. Remove thrust washer (3) and O-ring seal (2) from transmission is reassembled.
reverse idler shaft retainer (1).
5. Remove reverse idler shaft (7), front thrust washer
(9), and reverse idler shaft front bearing (10).
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DISASSEMBLY OF SUBASSEMBLIES
(Key Numbers In Text Refer to Figure 3
Unless Otherwise Specified)
TRANSMISSION CONTROL COVER DISASSEMBLY

1. Using tap handle and EZ-out as shown in Figure 9,
remove lock pins (14) which secure shift forks and Tap H an d le
shift lugs to shift rails.
2. With all shift rails positioned in "Neutral," remove
one shift rail at a time, driving expansion plugs (19)
out of cover (21) as shift rails are driven out. Shift
forks and shift lugs are stripped off as shift rails (34,
35, 36, and 24) are driven out of cover (21).
NOTE: Care should be taken not to lose inter Fig. 9 - Removing Shift Fork Lock Pin

7. Using snap ring pliers, remove snap ring (2) from 5. Replace all gaskets, oil seals, and snap rings.
groove in mainshaft (31). Remove clutch gear (3) 6. Examine housings, retainers, and covers for cracks
and 4th speed gear (10) from mainshaft (31). or other damage. Since repairs by welding, brazing,
8. Remove both halves of split retaining ring (11); then etc., are not recommended, replace damaged parts.
remove 3rd speed gear (12) from mainshaft (31). 7. Check countershaft key and keyway for condition and
fit.
COUNTERSHAFT DISASSEMBLY 8. Inspect shift forks for wear, distortion, or other
damage.
1. Mount countershaft assembly (71) in an arbor press. 9. Check detent ball springs for free length, compressed
2. Using bearing remover plates (J-8176), press
length, distortion, or collapsed coils.
countershaft drive gear (68), 4th speed gear (69), and
10. Inspect thrust washers, stop rings, and spacers for
3rd speed gear (70) off countershaft (71). Remove
wear or damage.
gear key (72) from slot in shaft (71).
11. Check fit of bearings on their respective shafts and
NOTE: 1st speed gear teeth, 2nd speed gear in their bores. Inspect bearings, shafts, and case
teeth, and reverse gear teeth (28, 29, and 30, for wear. If installation of a new bearing does not
fig. 1) are integral with countershaft (71). correct conditions, install new shafts or replace the
om
case.
CLEANING, INSPECTION, AND REPAIR 12. Make sure synchronizer sliding clutch slides freely
(Refer to Figure 3) on clutch gear. Check pins on synchronizer inner
stop rings for straightness and tightness.
CLEANING 13. Inspect all bearing rollers for pitting or galling.
During overhaul procedures all components of the 14. Examine detent balls and interlock balls for corro
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transmission (except bearing assemblies) should be sion or brinneling. If shift lever shaft detents show
thoroughly cleaned with cleaning solvent and dried with signs of wear, replace them.
air pressure prior to inspection and reassembly of the 15. Replace all worn or damaged parts. When assem
ry
transmission. bling the transmission, coat all moving parts with
1. Clean the bearing assemblies as follows: lubricant recommended in LUBRICATION (SEC. 0) of
a. Careful and proper cleaning of bearings is of ut ra this manual.
most importance. Bearings should always be
cleaned separately from other parts. REPAIR
b. Soak all bearing assemblies in CLEAN cleaning
solvent. Gasoline is not recommended. Bearings Mainshaft Rear Bearing Retainer Oil Seal Replacement
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should never be cleaned in a hot solution tank. 1. Using a punch or chisel, drive oil seal (44) out of
c. Slush bearings in solvent until all old lubricant is mainshaft rear bearing retainer (45). Discard oil
loosened. Hold bearing races so bearings will seal.
not rotate; then brush bearings with a soft bristled 2. Using tool J-6416 as shown in Figure 10 press or
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brush until ALL DIRT has been removed. Re drive new oil seal (44) into bore of retainer (45).
move loose particles of dirt by striking bearing Press oil seal into bore of retainer until it bottoms.
flat against a block of wood.
NOTE: Coat outer diameter of oil seal with a
d. Rinse bearings in clean solvent; then blow bear
cc
light coat of sealing cement. Wipe off excess

ings dry with air pressure. DO NOT SPIN BEAR
cement. Lip of oil seal goes toward front of
INGS WHILE DRYING.
retainer.
e. Rotate each bearing slowly while examining balls
or rollers for roughness, damage, or excessive
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wear. Replace all bearings that are not in first

class condition.
as
NOTE: After cleaning and inspecting bearings

as directed, lubricate bearings generously with
lubricant recommended in LUBRICATION (SEC.
10) of this manual; then wrap each bearing in
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clean paper until ready to reinstall in trans

mission.
2. Remove all portions of old gaskets from parts, using
a stiff brush or scraper.
INSPECTION
1. Inspect all parts for discoloration or warping due to
heat.
2. Examine all gear teeth and splines for chipped, worn,
broken, or nicked teeth or splines. Small nicks or
burrs may be removed with a fine abrasive stone.
3. Inspect the breather assembly to see that it is open
and not damaged.
4. Check all threaded parts for damaged, stripped, or Fig. 10. - Installing Mainshaft Rear Bearing
crossed threads. Retainer O il Seal (Typical)

Countershaft Rear Be arin g ASSEMBLY OF SUBASSEMBLIES

Inspection a n d R eplacem ent (Fig. 11)
Key numbers in text refer to Figure 3 unless other
1. On model 540GL transmission, inspect bearing assem
wise specified.
bly which is pressed into retainer. Extent of wear
can be ascertained by placing retainer and bearing ASSEMBLY OF COUNTERSHAFT
assembly on rear end of countershaft and noting
1. Position countershaft drive, 3rd, and 4th gear key
amount of looseness. Diameter of pilot at rear of
(72) in slot of countershaft (71).
countershaft is given in "Specifications" at end of this
2. Using a suitable sleeve, press 3rd speed gear (70)
section.
and 4th speed gear (69) on countershaft (71).
N O TE: Long side of hub on 4th speed gear (69)
Retainer
goes toward front of countershaft. Gears must
bottom solidly.
Bearing Assembly
3. With suitable sleeve, press or drive countershaft
drive gear (68) on countershaft (71). Extended hub
om
of drive gear (68) goes toward the rear.
ASSEMBLY OF M A IN DRIVE GEAR

1. Using a suitable sleeve and arbor press, press main
drive gear bearing (58) on shaft of main drive gear
(57). Snap ring on bearing goes toward front of
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drive gear.
2. Using a spanner wrench, install retaining nut (59) on
shaft of drive gear (57). Stake nut into slot of shaft
ry
as shown in Figure 17.
3. Using a light coating of grease, position 12 needle
ra bearing rollers (56) in cavity at rear of main drive
gear (57). Refer to Figure 5.
4. Install retainer washer (54) and snap ring (55) to
retain bearing rollers (56).
5. Apply a light coat of transmission lubricant to the
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assembly.
Fig. 11 - Countershaft Rear Bearing and Retainer Assembled
ASSEMBLY OF MAINSHAFT
2. In case of worn or damaged bearing assembly, pro Key numbers in text refer to figure 13 unless other
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ceed as follows to replace the bearing, wise specified.

a. Support the bearing retainer in vise jaws, then 1. Position mainshaft (8) front end up, in vise with soft
expand bearing remover (J-2623) inside bearing jaws.
with flanged ends of tool behind rear end of bear 2. Coat bore through 3rd speed gear (12) with lubricant
cc
ing. Attach side hammer (J2619B) to remove specified in LUBRICATION (SEC. 0) and position
bearing assembly as shown in Figure 12. gear (12) on mainshaft (8). Install gear with spur
teeth at gear hub toward rear of mainshaft (8).
3. Install two-piece retaining (split) ring (11, fig. 4) in
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groove of mainshaft at front of 3rd speed gear (12).

Slide Hammer
4. Lubricate bore of 4th speed gear (13) and install
as
gear on mainshaft (8) with spur teeth at hub of gear

Bearing Remover toward front end of mainshaft (8).
5. Install synchronizer clutch gear (3, fig. 3) on splines
at front end of mainshaft (8); then select and install
selective snap ring (2, fig. 3) in groove in splines of
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Bearing mainshaft (8). Selective snap ring is available in

Retainer four thicknesses as shown in "Specifications" at end
of this section.
NOTE: Select a snap ring which will lock
clutch gear in place and prevent endwise move
ment (fig. 14).
6. Reposition mainshaft so rear end is accessible; then
install 3rd speed synchronizer outer stop ring (11)
inner stop ring and pin assembly (5), sliding clutch
Fig. 12 - Removing Countershaft Rear
Bearing from Retainer
(10), and 2nd speed inner stop ring and pin assembly
(6).
b. Drive new roller bearing assembly into retainer 7. Lubricate bore of mainshaft 2nd speed gear (9), then
using installer (J-5529). Edge of bearing assem install gear on mainshaft (8) with short spur teeth
bly should be flush with front of retainer. on hub toward 2nd and 3rd speed sliding clutch (10).

om
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Fig. 13 - M ainshaft and Parts Assembled
ry
1. Synchronizer O u te r Stop Ring 6. 2nd Speed Inner Ring and Pin 11. 3rd Speed O uter Stop
(Front) Assembly Ring
2. Synchronizer Inner Ring and 7. M ainshaft 1st Speed Sliding 12. M ainshaft 3rd Speed
Pin Assem bly (Front) G ea r G ea r
3. Synchronizer Inner Ring and
Pin Assem bly (Rear)
8. M ainshaft
ra
9. M ainshaft 2nd Speed
13. M ainshaft 4th Speed G ea r
14. Synchronizer O uter Stop Ring
4. 4th Speed G e a r Shims G ea r (Rear)
5. 3rd Speed Inner Ring and Pin
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10. 2nd and 3rd Speed Slidin g 15. 4th and 5th Speed Sliding
Assem bly C lutch Clutch
that were removed at disassembly, against front face

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of 4th speed gear (13). Refer to Figure 14.

11. Install synchronizer rear outer stop ring (14), rear
inner ring and pin assembly (3), 4th and 5th speed
sliding clutch (15), front inner ring and pin assembly
cc
(2) and front outer stop ring (1) on mainshaft (8).

12. Position mainshaft 1st speed sliding gear (7) on
splines at rear end of mainshaft (8) with shift fork
groove toward 2nd speed gear (9).
si
CHECKING 2ND A N D 3RD SPEED

SYNCHRONIZER FLOAT
as

1. Checking axial float of the 2nd and 3rd speed syn
chronizer can be done by using two equal sets of
feeler gauges diametrically opposite each other, be
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tween the 3rd speed gear outer stop ring (11) and the
3rd speed gear (12). Care must be exercised to
make certain that synchronizer parts are square and
that the gauges are sufficiently close to the center of
Fig. 14 - 4th Speed G e a r Shims and Clutch G e a r Installed the shaft to be up on the small shoulder on the 3rd
speed gear (12) which acts as a backing for the 3rd
8. Position 2nd speed gear lock pin spring and pin (32 speed outer stop ring (11); otherwise an erroneous
and 33, fig. 4) in hole in mainshaft (8). reading will be made. The clearance or "axial
9. Install 2nd speed gear locating thrust washer (41, float" of the 2nd and 3rd speed synchronizer should
fig. 4) on mainshaft (8). Push down and hold lock be between 0.070-inch and 0.090-inch.
pin (33, fig. 4) so thrust washer can be moved into 2. If the float is below 0.070-inch it can be increased
place against gear. Rotate thrust washer until lock to this amount by removing the required amount
pin engages teeth of washer (fig. 14). from the small ends of the synchronizer pins by
10. Reposition mainshaft assembly so front end of shaft grinding or by the use of a belt sander. Care should
is accessible; then position same number of shims be taken to remove the same amount from each pin

TRANSMISSION AND CIUTCH 7-11
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Fig. 16 - Transmission Control C ove r Assembled
Fig . 15 - Removing or Installing 2nd Speed 1. 1st Speed Shift Rail 12. 2nd and 3rd Speed
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G e a r Locating Thrust W asher 2. Control C o ve r Cap Shift Fork
Screw 13. 4th and 5th Speed
of both inner rings (5 and 6). Removal of stock 3. 1st Speed Shift Lug Shift Rail
ry
4. Control C ove r 14. Reverse Shift Fork
from the pins on one inner ring only, will not in
Locating Screw 15. 4th and 5th Speed
crease the synchronizer float. For example, as
5. Lock Washer Shift Fork
sume that the subassembly check on the synchronizer
6. 2nd and 3rd Speed 16. Retaining C -W a sh e r
float shows only 0.060-inch. This is less than the
required minimum of 0.070-inch. Therefore, it will
be necessary to remove at least 0.010-inch from the
ra Shift Lug
7. Control C ove r
17. Reverse Shift Lug
18. Plunger Spring
8. Lock Pins 19. Plunger
end of all six synchronizer inner ring pins (5 and 6). 9. 1st Speed Shift Fork 20. Reverse Shift Rail
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10. Expansion Plugs 21. Interlock Pins
N O TE: In event the float is over 0.090-inch,
11. 2nd and 3rd Speed 22. Interlock Balls
select new parts for the assembly.
Shift Rail
ASSEMBLY OF CONTROL COVER
ar

wise specified. 3rd speed shift fork (37) and 2nd and 3rd speed
1. Install shift lug plungers (30) and springs (29) in 1st shift lug (16) to 2nd and 3rd speed shift rail (36)
with lock pins (14).
cc
speed shift lub (17) and reverse shift lug(98). Retain

parts in lugs with C-washers (18).
5. Position shift rails (34, 24, and 36) in "Neutral" po
2. Hold control cover (21) in a vise and insert front end
sition. Insert 4th and 5th speed shift rail (35)
of reverse shift rail (34) through hole at rear of
through hole in control cover (21). Install 4th and
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cover (21). Hold reverse shift fork (38) and reverse

shift lug (98) in position and push reverse shift rail 5th shift fork (15) as shift rail is moved through
(34) through fork and lug. Install poppet spring (26) cover. Position two interlock balls (27) on each side
of 4th and 5th shift rail support and insert interlock
as
and ball (25) in well of cover (21), then while holding

poppet ball down, move shift rail (34) into operating pin (21, fig. 16) in hole in 4th and 5th speed shift
position. Install lock pins (14) to secure fork (38) rail (35). With poppet ball (25) and spring (26) in
and lug (98) on shift rail (34). place move 4th and 5th speed shift rail (35) into
operating position. Install lock pin (14) to secure
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3. Install 1st speed shift rail (24) in same manner used

to install reverse shift rail (34), assembling 1st shift fork to shift rail.
speed shift fork (23) and 1st speed shift lug (17) as 6. Install four expansion plugs (19) in shift rail open
shift rail is moved into position. Install lock pins ings in control cover (21). Use sealing cement on
(14) to secure lug and fork on shift rail (24). plugs to prevent lubricant leakage.
4. Place two interlock balls (22, fig. 16) in shift rail ASSEMBLY OF TRANSMISSION
support; then insert 2nd and 3rd speed shift rail (36)
into hole in control cover (21), through 2nd and 3rd NO TE: Apply lubricant recommended in LU
BRICATION (SEC. 0) to each moving part as
speed shift fork (37) and 2nd and 3rd speed shift lug
(16). Place interlock pin (21, fig. 16) in hole in shift transmission is assembled. This will provide
initial lubrication and prevent rusting.
rail (36) and with poppet ball (25) and spring (26) in
place move shift rail into operating position. INSTALLATION OF REVERSE IDLER GEAR
N O TE: 1st speed shift rail (24) must be in NO TE: Transmission Model 540GL is equipped
"Neutral" position to allow installation of 2nd with a bushing type reverse idler gear, while
and 3rd speed shift rail (36). Secure 2nd and Model 541GL transmission has a bearing type

reverse idler gear. Accomplish the following

procedures:
M o d e l 5 4 0 G L T ransm ission B u sh in g Type
1. Position reverse idler gear and bushing assembly
(2) in transmission case between idler shaft bosses.
2. Insert idler gear shaft (4) through hole in rear of
transmission case and through idler gear (2). Po
sition idler shaft so lock notch in shaft faces down
toward lock screw tapped hole in transmission case.
3. Drive idler shaft in, locating lock notch flush with
transmission case. Install lock plate (6) and lock
screw (5). Tighten lock screw firmly.
M o d e l 5 4 1 G L Transm ission, B e arin g Type
om
1. Position reverse idler gear (8) on reverse idler
shaft (7) with shift fork groove toward front of
transmission.
2. Position reverse idler gear shaft front thrust washer
(9) on front of idler gear shaft (7) with tangs of
thrust washer facing out.
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3. Install reverse idler gear assembly in transmission
case (6), making sure that tangs of front thrust
washer (9) fit in grooves of boss (11) of case.
ry
4. Position rear thrust bearing (4) over boss at rear
of reverse idler gear shaft (7).
5. Position rear thrust bearing washer (3) in seat in
reverse idler shaft retainer (1); then install a new
O-ring seal (2) in groove of retainer.
6. Install reverse idler shaft retainer (1) in trans
ra Fig. 17 - Countershaft and M a in D rive G ear
Bearings Installed
mission case (6) over end of reverse idler gear 2. Position thrust washer (67) on front end of counter
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shaft (7). shaft (71); then lower countershaft assembly into
7. Position retainer lock plate (12) against trans transmission case (77). Move the assembly forward
mission case (6) and retainer (1). Install lock plate into front bearing (63). Bolts (66) and retaining
bolt (14) and tighten firmly. washer (64) can be used to pull countershaft as
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sembly into place in front bearing (63).

INSTALLATION OF COUNTERSHAFT 3. Using grease to hold 24 bearing rollers (82) in place,
O n M o d e l 5 4 0 G L T ransm ission
position spacer (83) and 24 needle bearing rollers
(82) in bore of countershaft rear bearing retainer
cc
A ccom p lish the F o llo w in g Procedures:

(85).
4. Using a new gasket (81), install countershaft rear
1. With snap ring installed in groove of countershaft
bearing retainer assembly (85). Tighten attaching
front bearing (37), press or drive bearing assembly
bolts (84) securely.
si
into bore of transmission case.

5. Tighten retaining washer bolts (66) securely and
2. With bearing thrust washer (38) positioned on pilot
secure with new lock wire (fig. 17).
end of countershaft, lower countershaft assembly 6. Install countershaft front bearing retainer (74) and
as
into transmission case. Move the assembly forward

new gasket (75). Tighten attaching bolts (73) firmly.
into front bearing (37).
INSTALLATION OF MAINSHAFT
NOTE: Bolts and front bearing retaining
washer (66 and 64, fig. 3) can be used to pull
A N D M A IN DRIVE GEAR
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countershaft into place in front bearing (37). Key numbers in text refer to Figure 3.
1. Remove front synchronizer outer stop ring (4) and
3. Using a new gasket, install countershaft rear bear
front inner ring and pin assembly (5) from front end
ing retainer (25). Tighten retainer attaching bolts
of mainshaft (31) to provide clearance when install
firmly.
ing the mainshaft assembly.
4. Firmly tighten retainer washer bolts (66, fig. 3) in
2. Lower mainshaft assembly into transmission case
countershaft and secure with new lock wire (fig. 17).
(77); then reinstall outer stop ring (4) and inner ring
5. Install countershaft front bearing retainer (36) and
and pin assembly (5) on front end of mainshaft (31).
new gasket. Tighten attaching bolts firmly.
3. Install main drive gear and bearing assembly, guiding
O n M o d e l 541 GL Transm issions, A ccom p lish front end of mainshaft into 14 pilot needle bearing
The F ollo w in g Procedures: rollers (56) in cavity of drive gear (57). Figure 17
Key numbers in text refer to Figure 3. shows main drive gear and bearing installed.
1. With snap ring installed in groove of countershaft 4. Install drive gear bearing retainer (61) using two
front bearing (63), install front bearing and retaining new gaskets (60), so retainer (61) will limit fore and
spacer (65) in bore of transmission case (77). aft movement of bearing to maximum of 0.015-inch.

toward 4th and 5th speed sliding clutch (6); then push
the complete synchronizer assembly toward the rear
as far as possible.
Reverse Fork
2. Using two equal sets of feeler gauges, one on each
side of mainshaft (31), measure space between rear
face of synchronizer rear outer stop ring (8) and
mainshaft 4th speed gear (10). Space measured
should be 0.050" to 0.070” for proper operation of
the transmission.
3. If 4th and 5th speed synchronizer has too much
clearance, remove mainshaft and add 4th speed gear
shims (9) as shown in Figure 16 as necessary to re
duce clearance. Remove shims if necessary to in
crease clearance. Shims are available in two thick
nesses for this purpose.
INSTALLATION OF TRANSMISSION
m
CONTROL COVER
Fig. 18 - Installing Transmission Control C ove r
Retainer (61) must contact gasket (60) firmly to 1. Place transmission in 2nd gear. Rotate 2nd and 3rd
co
prevent lubricant leakage. Tighten attaching bolts speed synchronizer parts until pins on inner rings
(62) securely. (49 and 51) are aligned and partially engage 1st
5. At rear end of transmission install mainshaft rear speed gear (40).
bearing (48), driving bearing inner race onto main 2. Move reverse idler gear assembly forward; then
y.
shaft (31) at same time bearing outer race is driven position control cover (21) and new gasket (22) above
into transmission case (77). Install speedometer transmission case (77) (fig. 18).
drive gear (47) on mainshaft (31). 3. Carefully lower control cover (21) and gasket (22)
r
6. Install mainshaft rear bearing retainer (45) and new into position on case (77) while guiding reverse shift
gasket (46). Tighten attaching screws (86) firmly. fork (38), through relieved area in transmission
7. Install flange (43) with propeller shaft brake drum
(if used) on mainshaft (31). Install flange nut (42).
ra case, past synchronizer pins (fig. 18).
Tighten nut to 125 foot-pounds torque minimum. NO TE: At this point it may be necessary to
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Secure flange nut (42) with new cotter pin. move the 1st speed sliding gear (40) slightly
8. Install parking brake parts (if used) and adjust park forward (using a screwdriver) to enable 1st
ing brake. speed shift fork (23) to properly engage groove
CHECKING 4TH AND 5TH SPEED of gear (40).
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SYNCHRONIZER FLOAT
4. Install two dowel bolts and lock washers and tighten
Key numbers in text refer to Figure 3. finger-tight. Install remaining attaching bolts.
After bearing retainers and flange nut have been in Tighten all bolts firmly.
cc
stalled and tightened, check float or fore and aft move 5. On transmissions equipped with remote controls, in
ment at 4th and 5th speed synchronizer assembly as stall remote control assembly and new gasket on
follows: transmission control cover. Tighten attaching bolts
1. Press front (4) and rear (8) outer stop rings solidly securely.
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SPECIFICATIONS
as
GENERAL DATA MAINSHAFT GEARS

M a k e .................................................. New Process Bore I.D. thru 2nd Speed Gear 2.1265"-2.1270"
Type .................................................. Synchromesh Bore I.D. thru 3rd Speed Gear 2.1265"-2.1270"
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Direct Drive M od els........................... 540GL; 541GL

GEAR RATIOS COUNTERSHAFT
Speeds 540GL 541GD 541GL Dia. at Rear Bearing S u rfa c e ......... 1.8745"-1.8750"
1st Speed .................. ... 7.41 to 1 6.05 to 1 7.24 to 1
2nd S p eed .................. ....4.05 to 1 3.31 to 1 3.88 to 1 REVERSE IDLER GEAR AND SHAFT
3rd S p e e d .................. ... 2.40 to 1 1.84 to 1 2.19 to 1 Rev. Idler Gear Bushing I.D.
4th Speed .................. ....1.48 to 1 1.17tol 1.37 to 1 (Installed).................................... 1.1155"-1.U65"
5th Speed .................. ... 1.00 to 1 1.00 to 1 1.00 to 1
R e v e r s e .................... ....7.85 to 1 6.42 to 1 7.22 to 1 MAIN DRIVE GEAR
Bearing Pocket (I.D .)....................... 1.5478"-1.5484"
MAINSHAFT O.D. at Pilot (Front E n d )................ 0.9832"-0.9837"
Dia. of Pilot End ........................... 0.9835” -0.9839"
Dia. at 2nd Speed Gear .................. 2.1245"-2.1250” WASHERS, SHIMS, AND SNAP RINGS
Dia. at 3rd Speed Gear .................. 2.1245"-2.1250” 2nd Speed Gear Thrust
Dia. at Rear Bearing S u rfa c e ......... 1.5743"-1.5748" Washer Thickness ....................... 0.249"-0.250"

Countershaft Front Bearing Clearance Between:
Spacer Thickness............................. 0.279"-0.281” Shift Fork and 1st and Rev.
Mainshaft 4th and 5th Speed Clutch Sliding Gear G ro o v e .................... 0.0100"-0.0250"
Gear Snap Rings Available Shift Fork and 2nd and 3rd
(Thickness)....................................... 0.086” -0.088" Sliding Clutch............................... 0.0160"-0.0240"
0.088"-0.091" Shift Fork and 4th and 5th
(Select as required-See T e x t ) ........... 0.092” -0.094'' Synchronizer F la n ge.................... 0.0170” -0.0230”
0.095"-0.097” Reverse Fork and Idler
4th and 5th Speed Synchronizer Shims Gear G r o o v e ................................ 0.0170"-0.0310"
Available Thicknesses......................... 0.009"-0.011"
(Select as required-See T e x t )............. 0.014"-0.016" TORQUE WRENCH SPECIFICATIONS
Countershaft Bearing Retainer Bolts . 18 to 27 ft.-lbs.
SHIFTING MECHANISM Drive Gear Bearing Cap Bolts........... 8 to 17 ft.-lbs.
Poppet Ball Springs-Lbs. Pressure©15/16" Propeller Shaft Flange N u t................125 min. ft.-lbs.
Reverse (1 reqd. painted y e llo w )............. 40-45 lbs.
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1st thru 5th (3 req d .)................................ 18-22 lbs.
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5-SPEED TRANSMISSION
{CLARK MODEL 269V)
OVERHAUL
DESCRIPTION
The Clark Model 269V transmission used as optional
equipment on some 70 and 80 Series trucks, is a selec
tive synchromesh transmission, with five speeds forward
and one reverse. Fifth speed is direct drive. On some
Series vehicles, a band type parking brake is mounted on
rear of the transmission. The transmission is equipped
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with two standard S.A.E. six bolt power take-off openings,
one on each side of transmission case. With the ex
ception of first and reverse gear and reverse idler gear,
all gears are helical. Two split-ring blocker type syn
chronizers are used to aid in meshing gears when shifting
into all gears except first and reverse. These synchro
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nizers prevent clashing of gears and increase speed of
shifting. Fig, 1 - Shift Diagram (C lark M ode l 269V)
In a conventional transmission which does not have
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synchronizers, the absence of gear clashing is dependent
entirely on the skill of the driver. By double-clutching Sometimes difficulty is experienced in shifting a syn
and split second timing of engine speeds with the gearra chronizer when the vehicle is standing still. This is
shifting movement, a driver can synchronize the speeds caused by the fact that the disengagement of the blockers
of the engaging gears and thereby prevent damage to requires relative rotation, and with the vehicle at rest
gears by clashing when making a fast shift. The blocker and with the engine clutch released, there may be at
type synchronizer performs the same function with or times no relative rotation of the engaging gears. Under
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without the "double-clutching" operation, even though the these conditions the same continuous pressure should be
driver does not accurately time his gear shifting move applied to the shift lever and at the same time the clutch
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ments. It also mechanically prevents the driver from should be engaged slightly. This will give sufficient ro
completing the shift to the point of gear engagement until tation to unblock the synchronizer and allow the shift to
the engaging gears have reached the same or synchronous be completed without difficulty.
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speeds. This is known as the blocking action of the syn The main drive gear is supported by a single row ball
chronizer and it is this action that makes the operation of bearing mounted in front of the transmission case. The
shifting a transmission having synchronizers different mainshaft is supported at the front by roller bearings
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from one which does not have synchronizers. located in pocket end of the drive gear and is supporter
Upon shifting gears in these synchronized transmis at the rear by a single row ball bearing located in the
sions, the first part of the gearshift lever movement rear of transmission case. The countershaft is supported
brings the blockers into contact. The blockers momen at the front by roller bearings in front of transmission
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tarily prevent further movement of the shift lever and case and a ball bearing located at rear of transmission
the pressure exerted by the driver to complete the move case. The reverse idler cluster gear rotates on two
ment is transferred by the blockers to the synchronizer, roller bearings. The transmission is splash-lubricated
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providing the force necessary to synchronize the gears by lubricant in the transmission case. Shifting the trans
being engaged. When engaging gears have reached the mission is accomplished by remote controls or by a con
same speed the blockers automatically disengage, per ventional gearshift lever extended from top of transmis
mitting the gearshift lever movement to be completed. sion. Transmission shift diagram is shown in Figure 1.
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Therefore, to properly shift a synchronized transmission The cross section view of the transmission (fig. 2) Is
a steady and continuous pressure must be applied by the furnished to show relative position of parts. Refer to
driver to the shift lever until the shift is completed. "Specifications" at end of this section for transmission
Under normal conditions this action is instantaneous. gear ratios.

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Fig. 2 - 5-Sp e ed C lark Transmission (M odel 269V)
1. Snap Ring 20. G earshift Lever Housing 37. Mainshaft Rear Bearing C ap
2. Front Bearing Snap Ring 21. G earshift Lever Spring 38. Countershaft Rear Bearing C ap
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3. M a in Drive G e a r Front 22. G asket 39. Countershaft Rear Snap Ring

Bearing 23. Shift Forks 40. Countershaft Rear Bearing
4. M a in Drive G e a r 24. 2nd and 3rd Speed Synchronizer 41. Countershaft 1st Speed G ea r
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5. W elch Plug 25. Rocker Arm Pivot Pin Teeth

6. 4th and 5th Speed Synchronizer 26. 1st and Reverse Rocker Arm 42. Countershaft
7. M ainshaft 4th Speed G e a r 27. M ainshaft 2nd Speed G ear 43. Countershaft 2nd Speed G e a r
8. M esh Lock Ball 28. Shift Bar Housing Teeth
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9. Mesh Lock Spring 29. M ainshaft 1st and Reverse 44. Countershaft Reverse G ea r
10. Snap Ring Gear Teeth
11. G e a r Retaining Washer 30. G asket 45. Countershaft 3rd Speed G e a r
12. Fluted Bushing 31. M ainshaft Rear Bearing 46. W oodruff Keys
13. G e a r Locating Washer 32. Speedometer G e a r Spacer 47. Countershaft 4th Speed G e a r
14. Snap Ring Washer 48. Countershaft D rive G ea r
15. 2nd Speed Locating Washer 33. O il Seal 49. Countershaft Front Bearing
16. M ainshaft 3rd Speed G e a r 34. Mainshaft 50. G asket
17. Boot Seal 35. Flange N u t 51. Mainshaft Pilot Bearing
18. G earshift Lever 36. Speedometer D rive G e a r 52. M a in D rive G e a r Bearing C ap
19. Spring Seat Washer

TRANSMISSION A N D CLUTCH 7-17
IMPORTANT: Cleanliness is extremely im
portant and an absolute must when repairing or
overhauling the transmission. Before attempt
ing overhaul procedures, thoroughly clean ex
terior of the transmission with cleaning solvent
to prevent dirt from getting into the gear mech
anism.
NOTE: Clutch housing should not be removed
from transmission case unless housing or case
require replacement, or unless the countershaft
front bearing (41, fig. 9) requires replacement.
DISASSEMBLY OF TRANSMISSION INTO
SUBASSEMBLIES AND MAJOR COMPONENTS
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Key numbers in text refer to Figure 9 unless otherwise
specified.
The following procedures cover complete overhaul of
the transmission. The transmission should be overhauled
in sequence described unless only one unit is to be Fig. 3 - O i l Scraper Installed
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worked on.
SHIFT BAR HOUSING REMOVAL 10. Push mainshaft assembly toward rear of transmis
sion case far enough so the rear bearing (9) clears
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1. Mount transmission in holding fixture (J-5750); then
the case. Remove snap ring from bearing, then
remove drain and filler plugs and completely drain
using bearing remover (J-1619), remove the rear
the transmission.
bearing (9) (fig. 4).
2. Remove power take-off covers (6) and gaskets (7).
Discard gaskets.
3. Remove bolt and lock washer assemblies, then re
ra 11. Raise front end of mainshaft to clear case, then re
move the mainshaft assembly (27).
move the shift bar housing (fig. 8) and gasket (8)
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from transmission case. Discard gasket.
4. Shifting by harici, engage the transmission into two
1. Remove reverse idler retainer bolt (54) and lock
speeds at the same time to lock up the transmission.
washer, then remove reverse idler shaft retainer
MAINSHAFT REMOVAL (53).
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2. Install reverse idler shaft remover tool (J-6382) in

1. Remove parking brake parts (if used).
2. Remove speedometer driven gear and adapter (if groove of idler shaft, then pull shaft (52) out of case
and reverse idler gear (fig. 5).
used) from mainshaft rear bearing cap (13).
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3. Remove bolt and lock washer assemblies; then re 3. Remove reverse idler gear (49), bearings (50), and
spacer (51) from transmission case (48).
move mainshaft and countershaft rear bearing caps
(13 and 18) and gaskets. Discard gaskets (12 and 19).
4. Using snap ring picks (J-8461-1), remove counter
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shaft rear bearing retaining snap ring (20).

5. Remove four bolt and lock washer assemblies; then
remove main drive gear bearing cap (1) and gasket
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(2). Discard gasket.

6. Remove main drive gear (5) and bearing assembly
(4) from front of transmission case. Use care as
mainshaft pilot bearing (40) may remain in pocket
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of drive gear (5), avoid dropping and damaging the

bearing. Remove pilot bearing (40) from gear pocket
or from pilot end of mainshaft (27).
7. Remove speedometer drive gear (11) (if used) and
spacer washer (10).
8. Remove oil scraper bolt nut (23) and lock washer (25)
at outside of case. Remove oil scraper bolt and oil
scraper (22) from inside of case (fig. 3).
9. Turn gears so flat on oil slinger on countershaft (46)
is at top position (fig. 12), so mainshaft 2nd speed
gear (28) will clean when mainshaft (27) is moved to
the rear in step 10 following:
NOTE: The oil slinger is welded to the coun
tershaft and will be damaged if not positioned
correctly. Fig. 4 - Removing Mainshaft Rear Bearing

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Fig. 5 - Removing Reverse Idler Shaft
C oun te rshaft R em o val
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1. Push the countershaft (46) toward the rear to move
countershaft rear bearing (21) out of case far enough
to remove snap ring from bearing.
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2. Using remover tool (J-1619), remover countershaft 1. Shift Lever Lock Pin 6. Dust Cover
rear bearing (21). 2. Tower Top G asket 7. Control Tower Top
3. Raise forward end of the countershaft (46) and lift 3. Lock Washer 8. Support Spring Washer
the assembly from transmission case (48). 4. Tower Top A ttaching Bolt 9. Lever Support Spring
DISASSEMBLY OF SUBASSEMBLIES
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5. Shift Lever 10. Control Tower
shift rod parts. Remove interlock cross pin (22)

CONTROL TOWER DISASSEMBLY
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from hole in shift rod. Remove two remaining inter
Key numbers in text refer to Figure 6. lock balls (21) from cover.
8. Remove 1st and reverse shift rod (20), sliding 1st
NOTE: On transmission equipped with a con
and reverse shift lug (15) and 1st and reverse rocker
ventional gearshift lever accomplish the follow
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lug (11) off rod as it is withdrawn from housing. The

ing procedures:
shift lug (15) can be disassembled by removing cotter
1. Remove shift lever dust cover (6) from shift lever pin and nut (13); then push latch plunger (17) and
(5). spring (16) from shift lug.
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2. Remove bolts (4) and lock washers (3); then remove 9. Drive 1st and reverse shift fork bar (5) out through
tower top (7) and gasket (2). Discard gasket. rear of housing, removing 1st and reverse shift fork
3. Remove lever support spring (9) and support spring (4), poppet ball (8), and spring (6) from shift bar as
washer (8). it is removed.
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4. Push shift lever (5) out through bottom of control 10. Remove nut (3) and washer (2) from rocker arm
tower (10). Remove shift lever lock pin or pins (1). pivot pin (10), then remove pin (10) and 1st and re
verse rocker arm (9) from housing (1).
as
SHIFT BAR HOUSING DISASSEMBLY

Key numbers in text refer to Figure 7. MAINSHAFT DISASSEMBLY
1. It is suggested that each shift rod, shift fork, and Key numbers in text refer to Figure 9.
shift lug be tagged so they can be properly positioned 1. Remove the 4th and 5th speed synchronizer assembly
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when the shift bar housing is reassembled (fig. 10). (39) from the mainshaft (27).
2. Place shift bar housing (1) on bench upside down; 2. Remove the 1st and reverse sliding gear (26) from
remove three shift rod hole welch plugs (31). mainshaft; then place the balance of the assembly in
3. Remove lock wire from shifter lugs and shift forks, a vise with copper or brass jaws so splines will not
then shift all rods into neutral position. be damaged. The assembly should be positioned in
4. Remove lock screws from shift forks and lugs. vise with the front end up.
5. Move 2nd and 3rd shift rod (28) forward and remove 3. Using snap ring picks (J-8461-1), remove snap ring
2nd and 3rd shift fork (32) from rod. (38) holding the 4th speed gear (36) to mainshaft (27).
6. While holding hand over poppet hole in rod support 4. Turn 4th speed gear retaining washer (37) to align
to prevent loss of poppet springs and balls, remove internal splines of washer with splines of mainshaft
2nd and 3rd shift rod (28) through front of cover. and remove the washer (37).
Remove poppet spring (30), inner spring (33), ooppet 5. Remove the 4th speed gear (36) from mainshaft (27)
ball (29), and two interlock balls (26). (fig. 12).
7. Remove 4th and 5th shift rod parts in same manner 6. Remove mainshaft assembly from vise and with front
as used in steps 5 and 6, to remove the 2nd and 3rd end pointed down, lightly pound the assembly against

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Fig. 7 - Shift Bar H ousing Components
1. Shift Bar H ousing 12. Lock Screw 23. 4th and 5th Shift Rod
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2. W asher 13. Latch Plunger Adjusting N u t 24. Poppet Ball

3. Nut 14. Lock Screw 25. Poppet Spring
4. 1st and Reverse Shift Fork 15. 1st and Reverse Shift Lug 26. Interlock Balls
5. 1st and Reverse Shift Bar 16. Latch Plunger Spring 27. Lock Screw
6. Poppet Spring 17. 1st and Reverse Latch Plunger 28. 2nd and 3rd Shift Rod
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7. Lock Screw 18. Lock Screw 29. Poppet Ball

8. Poppet Ball 19. 4th and 5th Shift Fork 30. Poppet Spring
9. 1st and Reverse Rocker Arm 20. 1st and Reverse Shift Rod 31. Shift Rod H ole W elch Plugs
10. Rocker Arm Pivot Pin 21. Interlock Balls 32. 2nd and 3rd Shift Fork
11. 1st and Reverse Rocker Lug 22. Interlock Cross Pin 33. Inner Springs
a block of wood. This will cause weight of 3rd speed 8. Remove 2nd speed gear retaining snap ring (30),
gear (32) to force 4th speed gear fluted bushing (34) retainer washer (29), and 2nd speed gear (28) from
off mainshaft (27). After bushing has loosened, re mainshaft (27).
move it with 3rd speed gear locating washer (33),
from shaft. When bushing is removed the locating COUNTERSHAFT DISASSEMBLY
pin (35) will come off shaft. Care should be used
not to lose the pin. Key numbers in text refer to Figure 9.
7. Remove 3rd speed gear (32) and 2nd and 3rd speed 1. Remove snap ring (42) from front end of the counter
synchronizer assembly (31). shaft (46).

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Fig. 8 - Shift Bar H ousing (C u t-A w a y Plan View )
1. 2nd & 3rd Shift Rod 7. 1st & Reverse Rocker Arm 13. Plunger Spring
2. 4th & 5th Shift Rod 8. Rocker Arm Pivot Pin 14. 1st & Reverse Shift Lug
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3. 4th & 5th Shift Fork 9. Pivot Pin N u t 15. Interlock Cross Pin
4. 2nd & 3rd Shift Fork 10. Shift Bar H ousing 16. 1st & Reverse Shift Rod
5. 1st & Reverse Shift Bar 11. 1st & Reverse Rocker Lug 17. Interlock Balls
6. 1st & Reverse Shift Fork 12. 1st & Reverse Latch Plunger
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2. Position countershaft assembly in an arbor press as oughly cleaned with cleaning solvent and dried with air
shown in Figure 11 and press countershaft drive gear pressure prior to inspection and reassembly of the trans
(43) from shaft. Remove Woodruff key (47) from slot mission.
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in shaft (46). 1. Clean the bearing assemblies as follows:

3. Remove 4th speed gear (44) and 3rd speed gear (45)
in same manner used to remove the drive gear (43). NO TE: Clean countershaft front bearing in
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Remove two remaining Woodruff keys (47) from transmission case, using a cloth soaked in
shaft. cleaning solvent.
a. Careful and proper cleaning of bearings is of
M A IN DRIVE GEAR A N D BEARING DISASSEMBLY
utmost importance. Bearings should always be
(Fig. 9)
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cleaned separately from other parts.

1. Place main drive gear (5) in a vise having copper or b. Soak all bearing assemblies in CLEAN cleaning
lead jaws so gear teeth will not be damaged. solvent. Gasoline is not recommended. Bearings
2. Remove bearing retaining snap ring (3) from slot in should never be cleaned in a hot solution tank.
drive gear shaft (5). c. Slush bearings in solvent until all old lubricant
3. Using bearing remover plates (J-8176) and an arbor is loosened. Hold bearing races so bearings will
press, remove drive gear bearing (4) from drive not rotate; then brush bearings with a soft bris
gear (5). tled brush until ALL DIRT has been removed.
Remove loose particles of dirt by striking bearing
CLEANING, INSPECTION, AND REPAIR flat against a block of wood.
(Refer to Figures 7 and 9) d. Rinse bearings in clean solvent; then blow bear
ings dry with air pressure.
CLEANING DO NOT SPIN BEARINGS WHILE DRYING.
During overhaul procedures all components of the e. Rotate each bearing slowly while examining balls
transmission (except bearing assemblies) should be thor or rollers for roughness, damage, or excessive

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Fig. 9 - Transmission Components (C lark M odel 26 9V )
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1. M a in D rive G e a r Bearing C ap 19. G asket 37. 4th Speed G e a r Retainer Washer
2. G asket 20. Snap Ring 38. Snap Ring
3. M a in D rive G e a r Snap Ring 21. Countershaft Rear Bearing
ra 39. 4th and 5th Speed Synchronizer
4. D rive G e a r Bearing 22. O il Scraper 40. M ainshaft Pilot Bearing
5. M a in D rive G e a r 23. N ut 41. Countershaft Front Bearing
6. P. T. O . Covers 24. Filler Plug 42. Snap Ring
7. G askets 25. Lock Washer 43. Countershaft D rive G e a r
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8. Flousing to Case G asket 26. Mainshaft 1st and Reverse G ea r 44. Countershaft 4th Speed G ea r
9. Mainshaft Rear Bearing 27. Mainshaft 45. Countershaft 3rd Speed G e a r
10. Speedometer G ea r Spacer 28. M ainshaft 2nd Speed G e a r 46. Countershaft
Washer 29. 2nd G e a r Retainer Washer 47. W oodruff Key
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11. Speedometer D rive G e a r 30. Snap Ring 48. Transmission Case

12. G asket 31. 2nd and 3rd Speed Synchronizer 49. Reverse Idler G ea r
13. Mainshaft Rear Bearing C ap 32. Mainshaft 3rd Speed G e a r 50. Reverse Idler Bearings
14. O il Seal 33. 3rd Speed G e a r Locating 51. Bearing Spacer
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15. Com panion Flange Washer 52. Reverse Idler G e a r Shaft

16. Cotter Pin 34. Fluted Bushing 53. Idler Shaft Retainer
17. Flange N u t 35. Bushing Locating Pin 54. Retainer Bolt
18. Countershaft Rear Bearing Cap 36. M ainshaft 4th Speed G e a r
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wear. Replace all bearings that are not in first 4. Inspect the breather assembly to see that it is open
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class condition. and not damaged.

5. Check all threaded parts for damaged, stripped, or
N O TE: After cleaning and inspecting bearings crossed threads.
as directed, lubricate bearings generously with 6. Check all oil passages for obstructions, using brass
lubricant recommended in LUBRICATION (SEC. rods and air pressure.
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13) of this manual; then wrap each bearing in 7. Replace all gaskets, oil seals, lock wire, cotter pins,
clean paper until ready to reinstall in trans and snap rings. (If snap rings are not damaged or
mission. distorted and are not used for sealing as well as
2. Remove all portions of old gaskets from parts, using retaining, they may be reused.)
a stiff brush or scraper. 8. Examine synchronizer assemblies for scoring, wear,
or other damage. Replace synchronizers if not in
INSPECTION first class condition.
9. Inspect housings and covers for cracks, breaks, or
1. Inspect rods and shafts for evidence of fatigue. other damage. Since repairs by welding, brazing,
Check bearing surfaces for scoring or wear. etc., are not recommended, replace all damaged
2. Inspect all parts for discoloration or warpage due to parts.
heat. 10. Inspect all bushings for wear or other damage.
3. Examine all gear teeth and splines for chipped, worn, 11. Check keys and keyways for condition and fit.
broken, or nicked teeth or splines. Small nicks or 12. Inspect shift forks for wear, distortion, or other
burrs may be removed with a fine abrasive stone. damage.

cap (13). Lip of oil seal goes in toward transmission

case.
Countershaft Front Bearing
1. If inspection shows necessity for removal of counter
shaft front bearing (41), remove the clutch housing as
directed later under "Clutch Housing Replacement."
2. Using a suitable sleeve and hammer, drive old bear
ing (41) out of transmission case (48).
3. Using a suitable sleeve and an arbor press or ham
mer, press or drive new bearing (41) in transmission
case (48) from clutch housing end of case. Open end
of bearing goes toward rear of case.
4. Press bearing 0.007" below front face of transmis
sion case.
5. Install clutch housing as directed later under "Clutch
Housing Replacement."
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Clutch Housing Replacement
1. Remove nuts and lock washers from clutch housing
to transmission case studs, then remove clutch
housing from transmission case.
2. In order to obtain correct location of clutch housing
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on transmission case, the following procedure must
be followed:
a. Install main drive gear (5) and bearing assembly
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(4) in transmission case (48).
b. Install main drive gear bearing cap (1) over drive
gear shaft and bearing and secure in place with
attaching bolts.
Fig. 10 - M ainshaft with 4th Speed G ea r Removed
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stall lock washers and nuts on studs, and tighten
firmly.
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d. Remove drive gear bearing cap (1) drive gear
(5), and bearing assembly (4) from transmission
case.
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ASSEM BLY OF SUBASSEMBLIES

The importance of cleanliness cannot be over
emphasized. Rebuild of the transmission should not be
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attempted in a dirty working area. All parts, except those

being actually worked on should be kept covered with
clean paper. Avoid nicking, marring, or burring all
surfaces. Whenever a common tool is specified, such as
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a "soft” hammer or a vise with "soft-jaws,” that tool

should be used. Substitution of a hard hammer for ex
ample, may seriously damage the transmission. Special
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tools mentioned in text and shown in illustrations should

be employed. List of tools will be found in "SPECIAL
Fig. 11 - Removing Countershaft Drive G ea r
TOOLS" at end of this manual.
When assembling the transmission, use new snap rings,
13. Check springs for free length, compressed length,
cotter pins, gaskets and oil seals. Lubricate each mov
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distortion, or collapsed coils. ing part with lubricant specified in LUBRICATION (SEC.
14. When assembling the transmission, coat all parts
0) of this manual.
with lubricant recommended in LUBRICATION (SEC.
0) of this manual. M A IN DRIVE GEAR ASSEMBLY (Refer to fig. 9)
REPAIR 1. Lubricate main drive gear bearing (4) and drive gear
shaft (5) with recommended lubricant.
Key numbers in text refer to Figure 9. 2. Start bearing (4) straight on shaft of gear (5) with
bearing snap ring toward front of transmission.
M a in s h a f t R e a r B e a r in g C a p Support front inner race of bearing (4) and press
1. If inspection shows necessity, press or drive oil seal gear shaft into bearing tight against front face of
assembly (14) out of rear bearing cap (13). Discard gear.
oil seal. 3. Install snap ring (3) in groove of gear shaft (5). Be
2. Using a suitable sleeve and hammer or press, drive sure snap ring is well seated and locked in groove
or press new oil seal (14) in bore of rear bearing of shaft.

COUNTERSHAFT ASSEMBLY (Refer to Fig. 9)

Fluted Bushing
1. Install Woodruff key (47) in each slot in countershaft
(46).
2. Lubricate the countershaft and bore of each gear be
fore installing gears.
Mainshaft
3. Using an arbor press, start 3rd speed gear (45)
straight on countershaft (46) with long hub of gear
toward the rear. Align keyway in gear with key in
shaft and press gear tight against shoulder on shaft. Locating W asher
4. Press 4th speed gear (44) on countershaft (46) in
same manner used to install the 3rd speed gear.
3rd Speed Gear
Long hub of gear goes toward front of countershaft.
5. Press countershaft drive gear (43) on countershaft
(46) with long hub toward rear. Install gear in same
way used to install other gears.
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6. Install snap ring (42) in groove of countershaft. Be
sure snap ring is well seated and locked in groove
(fig. 12).
Drive Gear
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4th Speed G ear
3rd Speed Gear
Fig. 13 - Lock Pin Positioned in Fluted Bushing
Oil Slinger
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Countershaft
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TPM-6696
Fig. 12 - Countershaft and G ea rs Assembled

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MAINSHAFT ASSEMBLY

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1. Clamp mainshaft (27) in a vise with soft jaws with

front end up.
2. Position 2nd speed gear (28) on mainshaft (27) with
internal teeth facing up.
3. Place 2nd speed gear retainer washer (29) in position
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on shaft.
4. Using snap ring picks, install 2jid speed gear retain
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ing snap ring (30) in groove of shaft over retainer

washer (29).
5. Place 2nd and 3rd speed synchronizer assembly (31) Fig. 14 - Installing 4th Speed G e a r Bushing and Lock Pin
on mainshaft (27) with counterbore in shift hub down.
6. Position 3rd speed gear (32) on mainshaft (27) with
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toothed hub down. securely locked in groove. Check end play on 4th
7. Install 3rd speed gear locating washer (33) on main speed gear (36); end play must not be less than
shaft over 3rd speed gear (32). 0.004” or more than 0.012” . Retaining washers are
8. With locating lock pin (35) in place influted bushing available in various thicknesses to obtain required
(34) (fig. 13), install fluted bushing (34) on mainshaft end play.
with lock pin (35) toward upper end. Tap bushing
into position using installer tool (J-6419-1) as shown NO TE: Refer to "Specifications" at end of this
in Figure 14. section for size selective retaining washers
9. Position 4th speed gear (36) on mainshaft (27) with available.
toothed hub up.
10. Install 4th speed gear retaining washer (37) on 12. Remove mainshaft assembly from vise and install
splines of mainshaft (27), rotating 4th speed gear (36) 4th and 5th speed synchronizer assembly (39) with
to align external teeth of washer with internal teeth lip of shift hub toward the front.
of gear so washer will drop into place. 13. Install 1st and reverse speed sliding gear (26) with
11. Install snap ring (38) on mainshaft (27) so it is fork slot toward front.

1st and Reverse

Shift Rod
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Rocker Arm
Installer Tool
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Groove
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Poppet Ball
U SIN G TOOL TO INSTALL ROD ROD INSTALLER TOOL tp m -6 6 8 8

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Fig. 15 - Installing Shift Rods in Housing

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SHIFT BAR HOUSING ASSEMBLY a. Position shift rod installer tool (J-8633) tapered
end first, through forward opening in housing (1)
Key numbers in text refer to Figure 7. for 4th and 5th shift rod (23) (fig. 15).
1. Position shift bar housing (1) on work bench upside- b. Install two interlock balls (21) in crossbore of
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down with welch plug openings toward repairman. front support boss between 1st and reverse shift
2. Install 1st and reverse rocker arm (9) on pivot pin rod (20) and 4th and 5th shift rod (23).
(10), then install pin in housing (1) from inside. c. Place poppet spring (25) and inner spring (33) in
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Secure pin with washer (2) and nut (3) at top of well of front support boss and position poppet
housing. ball (24) on top of spring; then push tool part way
3. Assemble 1st and reverse shift rod (20), 1st and re through support boss to compress spring and ball
verse shift lug (15), and 1st and reverse rocker lug as shown in Figure 15.
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(11) into housing in the following manner: d. Start 4th and 5th shift rod (23) in housing (1) with
a. Starting at left side of housing (1), push shift interlock cross pin hole toward front of housing.
rod (20) through opening in housing and through Install interlock cross pin (22) in 4th and 5th shift
forward support boss. Slip 1st and reverse shift rod (23).
lug (15) on shift rod (20). Push rod through rear e. Push shift rod (23) through support boss, driving
support boss and while holding 1st and reverse installer tool out as shown in Figure 15.
rocker lug (11) in position, continue pushing rod f. Slide 4th and 5th shift fork (19) on 4th and 5th
(20) through rocker lug. Position rocker lug (11) shift rod (23) so offset for lock screw (18) is
on shift rod (20) as shown in Figure 15. toward rear of housing (1).
b. Install lock screws (12 and 14) in lugs and wire g. Push 4th and 5th shift rod (23) through rear sup
securely. port boss and into position in such a manner as
c. Move 1st and reverse shift rod (20) into neutral to pass between guide fingers of 1st and reverse
position. rocker lug (11).
4. Install 4th and 5th shift rod. (23) and 4th and 5th shift h. Install lock screw (18) in 4th and 5th shift fork
fork (19) as follows: (19) and wire securely.

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Fig. 16 - Shift Bar H ousing View ed from Bottom
j. Move 4th and 5th shift rod (23) into "Neutral" 1st and reverse shift fork (4).
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position. b. Insert installer tool (J-8633), tapered end first,

5. Install 2nd and 3rd shift rod (28) and 2nd and 3rd through 1st and reverse shift fork (4) from rear
shift fork (32) as follows: (off-set end) to compress ball (8) and spring (6).
a. Push rod installer tool (J-8633), tapered end c. Insert 1st and reverse shift bar (5) through open
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first, through forward opening in housing for ing at rear of housing (1).
2nd and 3rd shift rod (28). d. Install 1st and reverse shift fork (4) on 1st and
b. Install two interlock balls (26) in crossbore of reverse shift bar (5), pushing installer tool out of
front support boss, next to 4th and 5th shift rod fork (4) ahead of shift bar (5).
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(23). e. Make sure 1st and reverse shift fork (4) engages
c. Place poppet spring (30) and inner spring (33) in 1st and reverse rocker arm (9) when poppet ball
position in well in front support boss.
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d. Position poppet ball (29) on spring; then push tool

part way through support boss to compress spring
and ball.
e. Install 2nd and 3rd speed shift rod (28) in housing
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and push rod through front support boss, driving

installer tool out in same manner used when in
stalling 4th and 5th speed shift rod (23). Refer to
Figure 15.
f. Slide 2nd and 3rd shift fork (32) on shift rod (28)
with offset for lock screw (27) toward front of
housing (1).
g. Install lock screw (27) in shift fork (32) and wire
securely.
h. Move shift rod (28) into "Neutral" position.
6. Install three welch plugs (31) in forward shift rod
holes in housing (1).
7. Assemble 1st and reverse shift fork bar (5) and 1st
and reverse shift fork (4) as follows:
a. Install poppet spring (6) and ball (8) in well of Fig. 17 - Installing Mainshaft Rear Bearing

(8) is in groove in shift bar (5); then push shift into case until snap ring contacts the case.
bar (5) forward into support boss (fig. 18). 3. Install snap ring (20) in groove of countershaft (46)
f. Install lock screw (7) and wire securely. to retain the bearing (21). Be sure snap ring is
8. Check assembly of shift bar housing by shifting in well seated in groove of countershaft.
and out of all speeds.
9. Shift into 5th speed and attempt to shift into 1st, REVERSE IDLER GEAR INSTALLATION
2nd, or 3rd speed at the same time. This provides
a check on proper assembly of interlock balls (21 and 1. Insert one reverse idler bearing (50) in reverse
26) and interlock cross pin (22). Shift rods should idler gear (49); then install bearing spacer (51) and
not shift into more than one speed at a time. the second bearing (50) in gear.
10. Return shift rods to "Neutral" position. 2. Install the reverse idler gear (49) in case with bevel
on gear toward rear of case (48).
3. Insert reverse idler gear shaft (52) through opening
in rear of case and into idler gear (49). Make sure
groove for the retainer lock (53) in rear of shaft (52)
is at bottom of shaft. Drive shaft in, until inner edge
of groove is flush with transmission case. Install
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retainer lock (53) and lock bolt (54). Tighten lock
bolt securely.
MAINSHAFT INSTALLATION
1. Install mainshaft assembly (27) in transmission case
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(48) by tilting rear end of assembly down and lower
ing into and through opening in rear of case, which is
provided for the rear bearing (9). Lower front end
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in line with pilot bearing opening. Move mainshaft
assembly forward into position, lifting the assembly
ra so 2nd speed gear (28) will clear countershaft oil
slinger (fig. 12).
Fig. 18 - Seating M a in D rive G e a r and Bearing 2. Position mainshaft rear bearing (9) over end of
mainshaft (27) with snap ring in outer race of bear
CONTROL TOWER ASSEMBLY ing facing the rear.
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3. Using installer tool (J-6419-2) and hammer, drive
Key numbers in text refer to Figure 6. bearing on mainshaft and into case until snap ring
NO TE: On transmissions equipped with a con on bearing contacts case (fig. 17).
ventional gearshift lever, accomplish the follow 4. Slide mainshaft pilot bearing (40) into position on
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ing procedures: front of mainshaft (27).

5. Position main drive gear (5) and bearing assembly
1. Install shift lever lock pin (1) or pins in control (4) into opening in front of transmission case so
tower (10); then insert gearshift lever (5) through that drive gear engages and meshes with counter
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bottom of tower (10). Position shift lever so notch shaft drive gear (43) and snap ring on bearing (4)
in ball portion engages lock pin or pin heads (1). contacts case. It may be necessary to use a suitable
2. Install support spring washer (8) (concave side sleeve and hammer to drive gear and bearing into
against ball portion of shift lever) (5). Install lever place (fig. 18).
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support spring (9) against spring washer (8) and con 6. Position a new gasket (2) on main drive gear bearing
trol tower (10). cap (1). Install bearing cap on transmission case.
3. Install tower top (7) and a new gasket (2) (if used) Tighten bolts firmly.
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on control tower (10) attaching with four bolts (4)

and lock washers (3). Oil return hole in bearing cap
IM P O R T A N T :
4. Position shift lever dust cover (6) on shift lever (5). must line up with oil hole in transmission case.
7. Install countershaft rear bearing cap (18) and new
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ASSEM BLY OF T R A N SM IS SIO N gasket (19). Tighten bolts firmly.

(Key Numbers in Text Refer to Figure 9) 8. Install spacer washer (10) and speedometer drive
gear (11) (if used) on mainshaft (27).
COUNTERSHAFT INSTALLATION 9. Install mainshaft rear bearing cap and oil seal as
1. Tip rear end of countershaft assembly down and sembly (13 and 14) and a new gasket (12). Tighten
lower into transmission case, running rear of coun bolts firmly.
tershaft through opening for bearing in rear of case 10. Install 2nd speed gear oil scraper (22), attaching to
far enough so front of countershaft can be lowered transmission case with bolt, nut and lock washer.
into position. Push countershaft forward into posi Tighten nut firmly. Refer to Figure 3.
tion in front bearing (41). 11. Lock transmission into two speeds at the same time
2. Using installer tool (J-6419-2), install countershaft to lock up the transmission and install companion
rear bearing (21) on pilot at rear end of counter flange (15), lock washer and nut (17). Tighten nut to
shaft (46). Be sure snap ring is in position in groove 250 foot-pounds torque; then advance nut to nearest
of outer race of bearing. Press bearing into place cotter pin hole and install new cotter pin (16) to lock
on shaft with snap ring toward rear. Press bearing nut in this position.

12. Install speedometer driven gear and adapter (if used) ing bolts and lock washers. Tighten bolts firmly.
in mainshaft rear bearing cap (13). Tighten firmly. 5. Install parking brake parts (if used).
SHIFT BAR HOUSING INSTALLATION CONTROL TOWER ASSEMBLY INSTALLATION
1. If previously removed, install P.T.O. covers (6) and NO TE: On transmissions having a conventional
new gaskets (7). gearshift lever, accomplish the following pro
2. If removed, install clutch housing on transmission cedures:
case (48). Tighten stud nuts securely.
3. With transmission in "Neutral,” position shift bar 1. With transmission in "Neutral," position a new
housing and new gasket (8) on transmission case gasket on shift bar housing.
(48). Be sure shift forks engage slots and rings in 2. Install control tower on shift bar housing, attaching
gears. with four bolts and lock washers. Tighten bolts
4. Install shift bar housing to transmission case attach securely.
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SPECIFICATIONS
(CLARK 269V T R A N S M IS S IO N )
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GENERAL DATA Inside Diam eter................................ 1.7495"-1.7500"
M a k e ......................... W idth.................................................. 1.000"-0.990"
M odel.........................
Type ......................... Countershaft Rear
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Type ........................... Single Row Ball w/Snap Ring
GEAR RATIOS Make and Number................................MRC #308MFG
1st............................. Outside D iam eter.............................. 3.5427"-3.5433"
2nd ...........................
3rd ...........................
4th.................................................................. 1.18:1
arInside D iam eter........................................... 1.5748"
B a lls ........................................... (11) 5/8" diameter
Width.................................................. 0.906"-0.905"
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5th.............................
Reverse .................... .................................... 6.00:1 MAINSHAFT (New Limits)
Diameter at Pilot E n d ......................... 1.1245”-1.250”
BEARINGS (New Limits) Diameter at 4th Speed G e a r .............. 1.8740"-1.8745"
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Mainshaft Pilot Diameter at 3rd Speed G e a r .............. 2.0950"-2.0955"
Type ......................... Diameter at 2nd Speed G e a r.............. 2.4390"-2.4395"
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Make and Number . . . . Diameter at 1st and Reverse Gear . . . . 2.719”-2.729"

Outside Diameter . . . . .................................. Diameter at Rear B ea rin g ................ 1.7712” -1.7717"
1.625"
Inside D iam eter......... .................................. 1.125" MAINSHAFT GEARS
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W idth......................... .................................. 1.375" Bore I.D. thru 1st and Reverse Speed . . 2.433"-2.443"
Reverse Idler Gear Bore I.D. thru 2nd Speed Gear........... 2.4410"-2.4415"
Bore I.D. thru 3rd Speed Gear........... 2.0970"-2.0975"
Type .........................
Make and Number . . . Bore I.D. thru 4th Speed G ear........... 2.1565"-2.1570"
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Outside Diameter . . . . .................................. 1.625” GEAR BACKLASH

Inside D iam eter......... .................................. 1.125" Mainshaft 2nd Speed Gear to
W idth......................... .................................. 1.375" Countershaft Gear ................ 0.005"-0.009"
as
Mainshaft 3rd Speed Gear to

Main Drive Gear
Countershaft G e a r ................ 0.005"-0.009"
Type........................... . Single Row Ball w/Snap Ring
Make and Number . . . . Mainshaft 4th Speed Gear to
Outside Diameter . . . . Countershaft G e a r ................ 0.005"-0.009"
.................... 3.9370"-3.9364"
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Inside Diam eter......... Mainshaft 1st and Reverse Speed

..................... 2.1654"-2.1648"
B a lls ......................... Gear to Countershaft Gear . . . 0.005"-0.010"
W idth......................... ....................... 0.827"-0.822" Main Drive Gear to
Countershaft Gear.................. 0.005"-0.009"
Mainshaft Rear Reverse Idler Gear to
Type ......................... . Single Row Ball w/Snap Ring Countershaft G e a r ................ 0.005"-0.010"
Make and Number . . . . ......................... MRC #309SG Countershaft 3rd Speed Gear to
Outside Diameter . . . . ..................... 3.9370"-3.9364" Mainshaft 3rd Speed Gear . . . 0.005"-0.009"
Inside Diam eter......... .................... 1.7717"-1.7712" Countershaft 4th Speed Gear to
B a l ls ......................... Mainshaft 4th Speed Gear . . . 0.005"-0.009"
W idth.........................
MAIN DRIVE GEAR
Countershaft Front I.D. Mainshaft Pilot
Type ......................... Bearing Pocket ................................ 1.651"-1.661"
Make and Number . . . . Diameter at Front
Outside Diameter . . . . ..................... 2.1245"-2.1255" Bearing Surface............................. 2,1651"-2.1656"

COUNTERSHAFT Mainshaft 4th Gear Retainer Washer
Diameter at Front Bearing . . 1.7495"-1.750" Select One at Assembly
Diameter at Drive, 3rd, and (3764880)
4th G e a r s ......................... 2.0010"-2.0015” Outside D iam eter................................. 2.343”-2.353”
Diameter at Rear Bearing . . 1.5747” -1.5752” Inside D ia m e te r.................................... 1.621"-1.631”
Thickness............................................. 0.111”-0.113"
REVERSE IDLER GEAR M a t e r ia l.................................................. S.A.E. 4130
Outside Diameter Gear Shaft 1.124” -1.125" Splines (Inner)
Inside Dia. of Bore thru Gear 1.615"-1.616” Num ber................................................................... 10
D ep th .............................................................. 0.196"
REVERSE IDLER SHAFT Teeth (Outer)
L en gth ......................................................... 5.4687" Num ber................................................................... 16
Outside D iam eter................................ 1.127"-1.128" D ep th .....................................................0.206"-0.211"
(3764882)
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REVERSE IDLER GEAR BEARING SPACER Outside D ia m e ter................................. 2.343"-2.353"
Outside D iam eter......................................... 1.5625" Inside D ia m e te r.................................... 1.621"-1.631"
Inside Diam eter........................................... 1.3125" Thickness............................................. 0.115"-0.117"
W idth............................................................. 0.906” M a t e r ia l................................................ S.A.E. #4130
M ateria l.................................................. S.A.E. 1015 Splines (Inner)
Number ................................................................ 10
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SPRINGS D epth .............................................................. 0.196"
Latch Plunger Spring Teeth (Outer)
Free Length .............................................. 1.5625" Number .................................................................16
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Compressed Length ................ 1.00” under 30 Lbs. D ep th .................................................. 0.206"-0.211"
Detent Ball Spring (1st and Rev.) (3764884)
Free Length.................................................. 1.562" Outside D ia m e te r................................. 2.343"-2.353"
Compressed Length........... 0.937" under 20-25 Lbs. Inside D ia m e te r.................................... 1.621"-1.631"
Detent Ball Spring (2nd, 3rd, 4th, and 5th)
Free Length .................................................. 1.50"
raT h ick n ess............................................. 0.119"-0.121"
M a t e r ia l.................................................. S.A.E. #4130
Compressed Length ......... 0.937" under 35-40 Lbs. Splines (Inner)
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Number .................................................................10
WASHERS D epth .............................................................. 0.196"
Mainshaft 2nd Gear Retainer Washer Teeth (Outer)
Select One at Assembly Number ................................................................. 16
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(2280066) D epth .................................................. 0.206"-0.211"

Outside D iam eter........................................... 2.875” (3764886)
Inside D iam eter.................................. 2.215"-2.225” Outside D ia m e ter................................. 2.343"-2.353"
Thickness........................................... 0.115"-0.117" Inside D ia m e ter.................................... 1.621”-1.631"
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M ateria l................................S.A.E. 1016 H.R. P & O Thickness............................................. 0.123"-0.125"

Splines (Inner) M a t e r ia l.................................................. S.A.E. #4130
Number ............................................................. 10 Splines (Inner)
Depth........................................................... 0.227” Number ................................................................. 10
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D epth .............................................................. 0.196"

Mainshaft 2nd Gear Retainer Washer Teeth (Outer)
Select One at Assembly (Cont.) Number .................................................................16
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(3770379) D ep th .................................................. 0.206"-0.211"

Outside D iam eter........................................... 2.875"
Inside Diam eter.................................. 2.215"-2.225" BUSHINGS
Thickness........................................... 0.111” -0.113”
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M a te ria l................................ S.A.E. 1016 H.R. P&O Mainshaft 4th Gear Fluted Bushing
Splines (Inner) Outside D ia m e ter............................................. 2.078"
Number ............................................................. 10 Inside D ia m e ter................................. 1.8730"-1.8735"
Depth........................................................... 0.227” W id th ..................................................... 1.047"-1.050"
Mainshaft 3rd Gear Locating Washer TORQUE WRENCH SPECIFICATIONS

Outside D iam eter........................................... 2.500”
Inside D iam eter.................................. 1.876” -1.887” Location Foot-Pounds
Thickness........................................... 0.119"-0.121" Shift Lever Pivot Screws ...................................... 60-65
M ateria l................................S.A.E. 1016 H.R. P & O Companion Flange Attaching Nut ............................. 250

5-SPEED TRANSMISSIONS
(C lA R K M O DEL 385V, 387V)
O V ER H A U L
The Clark Model 385V, 387V transmission is used as
standard and optional equipment on 70-80 truck series.
Figure 1 shows the shift pattern of the transmissions
and Figure 2 is a cross section showing the relative lo
cation of parts.
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4. Shifting by hand, engage transmission into two speeds
GENERAL at the same time to lock up the transmission.
IM P O R T A N T : Cleanliness is extremely im
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portant and an absolute must when repairing or
overhauling the transmission. Before attempt MAINSHAFT REMOVAL
ing overhaul procedures, thoroughly clean the
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exterior of the transmission with cleaning sol 1. Remove parking brake parts (if used).
vent to prevent dirt from getting into the gear 2. Remove nut and pull companion flange (and brake
mechanism. drum, if used) from rear end of mainshaft (22).
3. Remove speedometer driven gear (29) and adapter
NOTE: Clutch housing should not be removed
from transmission case unless housing or case
ra (if used) from the mainshaft rear bearing cap (25).
require replacement.
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D ISASSEM BLY OF T R A N S M IS S IO N
IN TO SUBASSEMBLIES
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A N D M AJO R COM PONENTS

wise specified.
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the transmission. The transmission should be over
hauled in sequence described unless only one unit is to
be worked on.
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CONTROL TOWER REMOVAL LATE TYPE

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NOTE: On transmissions having a conven

tional gearshift lever, accomplish the following
procedures:
1. Move gearshift lever to "Neutral" position.
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2. Remove four bolts and lock washers attaching control

tower (12) to shift bar housing (14).
3. Lift shift control tower (12) straight off shift bar
housing (14). Remove and discard tower to housing
gasket.
SHIFT BAR HOUSING REMOVAL

1. Mount transmission in holding fixture (J-5750); then
remove drain and filler plugs and completely drain
the transmission.
2. Remove power take-off covers and gaskets. Discard O
gaskets. EARLY TYPE T-1815
3. Remove bolt and lock washer assemblies, then re

move the shift bar housing (14) and gasket from
transmission case (fig. 3). Discard gasket. Fig. 1 - Transmission Shift Patterns (C lark M odel 38 5V , 387V)

TRANSM ISSION A N D CLUTCH 7-30
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Fig. 2 - 5 -Sp e e d Transm ission— C la rk M odel 3 8 5 V , 3 8 7 V (Typical)
1. C lu tch Release Bearing 23. M ainshaft Rear Bearing 41. Countershaft D rive
2. Release Bearing Support 24. M ainshaft Rear Bearing G e a r Spacer
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3. C lutch Housing C a p G asket 42. Snap Ring

4. D rive G e a r Bearing 25. M ainshaft Rear Bearing Cap 43. Countershaft D rive G ea r
Retainer N u t 26. Speedometer D rive G e a r 44. Countershaft Front Bearing
5. D rive G e a r Bearing Spacer 45. Snap Ring
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6. M ainshaft Pilot Bearing 27. Speedometer D rive G ea r 46. Expansion Plug

7. 4th & 5th Synchronizer Assy. 28. Rear Bearing C ap O il Seal 47. Drive G e a r Bearing
8. G earshift Lever Spring 29. Speedometer Driven G ea r Cap G asket
9. Spring Seat Washer 30. Countershaft Rear 48. Clutch Release Y o k e
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10. Dust C over Bearing C ap 49. Release Y o k e Cross Shaft

11. G earshift Lever 31. Countershaft Rear Bearing 50. Snap Ring
12. Control Tower Retainer N u t 51. 4th Speed G e a r
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13. M ainshaft 4th Speed G ear 32. Countershaft Rear Bearing Retainer Washer
14. Shift Bar H ousing 33. Countershaft Rear Bearing 52. 4th Speed G e a r Bushing Sleeve
15. M ainshaft 3rd Speed G e a r C ap G asket 53. 4th Speed G e a r Locating
16. Poppet Spring 34. Countershaft Washer
17. Poppet Ball 35. Reverse Idler G e a r 54. 3rd Speed G e a r Thrust
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18. 2nd & 3rd Synchronizer Assy. 36. Reverse Idler G e a r Bearings Washer
19. M ainshaft 2nd Speed G e a r 37. Bearing Spacer 55. Snap Ring
20. 2nd G e a r Locating Washer 38. Reverse Idler Shaft 56. 2nd Speed G e a r Retainer
21. M ainshaft 1st & Reverse G ea r 39. Countershaft 3rd Speed G e a r Washer
22. Mainshaft 40. Countershaft 4th Speed G e a r 57. 2nd Speed G e a r Bushing Sleeve
4. Remove bolt and lock washer assemblies, then re 7. Remove four bolt and lock washer assemblies; then
move mainshaft and countershaft, rear bearing caps remove main drive gear bearing cap and gasket (47).
(25 and 30) and gaskets. Discard gaskets (24 and 33). Discard gasket.
5. With transmission still locked in two speeds, re 8. Remove main drive gear and bearing assembly (5)
move countershaft rear bearing retaining nut (31). from front of transmission case. Use care as main
6. Remove clutch release bearing (1) and support as shaft pilot bearing (6) may remain in pocket of drive
sembly (2) from main drive gear. Remove clutch gear; avoid dropping and damaging the bearing. Re
release yoke (48). move pilot bearing (6) from gear pocket or from pilot

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Fig. 3 - Transmission with Shift Bar Housing Removed

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1. M a in Drive G e a r 7. 2nd and 3rd Speed Synchronizer Assy.

2. Countershaft D rive G e a r 8. M ainshaft 2nd Speed G e a r
3. 4th and 5th Synchronizer Assy.
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9. M ainshaft 1st and Reverse G ea r

4. Mainshaft 4th Speed G e a r 10. Mainshaft
5. Countershaft 4th Speed G e a r 11. Reverse Idler G e a r
ic
6. Mainshaft 3rd Speed G ea r
end of mainshaft (22).

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9. Remove speedometer drive gear (27) and spacer

(26) (if used). R e a r B e a r in g
10. Push mainshaft assembly (22) toward rear of trans C ro s s B ar
mission case far enough so mainshaft rear bearing
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(23) clears transmission case.

11. Using a suitable puller, remove mainshaft rear
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bearing (23) from end of mainshaft (22) (fig. 4).

12. Tilt front end of mainshaft to clear front end of
transmission case, then remove the mainshaft as
sembly (22).
1. Remove reverse idler lock screw and lock washer,
then remove reverse idler shaft lock.
2. Using a suitable puller in slot in end of reverse
idler shaft (38), pull shaft out of transmission case
and reverse idler gear (35) (fig. 5).
3. Remove reverse idler gear (35), bearings (36), and
spacer (37) from transmission case.
4. Remove two reverse idler gear bearings (36) and
bearing spacer (37) from inside of idler gear (35). Fig. 4 - Removing M ainshaft Rear Bearing

Idler Shaft
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Countershaft
Front Bearing
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COUNTERSHAFT REMOVAL Fig. 7 - Removing Countershaft Front Bearing
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1. Push countershaft (34) toward rear to move counter
shaft rear bearing (32) out of transmission case far
enough to remove snap ring from bearing.
2. Using a suitable puller, remove countershaft rear
bearing (32) (fig. 6).
3. Raise front end of the countershaft (34) and lift the
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assembly from transmission case.
4. Using a crowfoot pry bar in manner shown in Figure
7, carefully pry the countershaft front bearing (44)
out of transmission case.
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Cross Bar
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Fig. 8 - Control Tower and G earshift Lever

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1. Support Washer 5. G earshift Lever

2. Dust C over Support Spring
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3. G earshift Lever 6. Control Tower Top

4. Pivot Pins
1. Remove shift lever knob and dust cover (2) from

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shift lever (3).

Countershaft 2. Remove gearshift lever support spring (5) and sup
Rear Bearing port spring washer (1).
3. Push gearshift lever (3) out through bottom of con
trol tower top (6). Remove shift lever pivot pins (4).
Fig. 6 - Removing Countershaft Rear Bearing SHIFTER BAR HOUSING DISASSEMBLY
D ISASSEM BLY OF SUBASSEMBLIES Key numbers in text refer to Figure 9 or 10.
1. It is suggested that each shift rod, shift fork, and
shift lug be tagged so they can be properly positioned
CONTROL TOWER DISASSEMBLY
when the shift bar housing is reassembled (fig. 9 or
Key numbers in text refer to Figure 8. 10). ^
NO TE: On transmissions having a conventional 2. Place shift bar housing on bench upside down with
gearshift lever, accomplish the following pro Welch plug openings toward repairman. Remove
cedures: three shift rod hole Welch plugs.

TRA N SM ISSIO N A N D CLUTCH 7-33
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Fig. 9 - Shift Bar H ousing Assembled (Early Type)
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1. Front Support Boss 7. 4th and 5th Shift Rod 13. 1st and Reverse Shift Bar
2. 4th and 5th Shift Fork 8. 2nd and 3rd Shift Fork 14. 1st and Reverse Shift Fork
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3. 1st and Reverse Shift Lug 9. Rear Support Boss 15. 1st and Reverse Rocker Arm
4. Lock Screws 10. Interlock Balls 16. Interlock Cross Pin
5. Lock W ire 11. 1st and Reverse Rocker Lug 17. 2nd and 3rd Shift Rod
6. 1st and Reverse Shift Rod 12. Pivot Pin 18. 2nd and 3rd Shift Lug
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3. Remove lock wire (5) from shifter lugs and shift (11), and shift lug (3).
forks; then shift all rods into "Neutral" position. 13. Remove cotter pin from the end of 1st and reverse
4. Remove lock screw (4) from 2nd and 3rd shift fork latch plunger (fig. 11 or 12).
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(8) and from 2nd and 3rd shift lug (18). 14. Remove nut from end of latch plunger; then remove
5. While holding hand over poppet ball hole in housing latch plunger and spring from well in 1st and re
rod support to prevent loss of poppet ball and spring, verse shift lug (fig. 11 or 12).
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remove 2nd and 3rd shift rod (17), lug (18), and fork 15. Remove nut and lock washer from 1st and reverse
(8), from housing. Remove poppet ball and spring. rocker arm pin (at top side of cover), then remove
6. Remove lock screw (4) from 4th and 5th shift fork pivot pin (12) and rocker arm (15) from bottom side
( 2). of housing.
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7. While holding hand over poppet ball hole to prevent

loss of poppet ball and springs, remove 4th and 5th MAINSHAFT DISASSEMBLY
shift rod (7), and fork (2) from housing. Remove
poppet ball, springs, and interlock cross pin (16). Key numbers in text refer to Figure 13 unless other
8. Remove lock screw (4) securing 1st and reverse wise specified.
shift bar (13) in housing. 1. Remove the 4th and 5th speed synchronizer assembly
9. Holding hand over rear side of shift fork hub, re (8) from the mainshaft (43).
move 1st and reverse shift fork (14) and shift fork 2. Remove 1st and reverse sliding gear (42) from
bar (13) from housing. Remove poppet ball and mainshaft; then place balance of the assembly in a
spring. vise with copper or brass jaws so splines will not
10. Remove four interlock balls (10) from holes in rear be damaged. The assembly should be positioned in
rod support. vise with the front end up.
11. Remove lock screw (4) from 1st and reverse rocker 3. Using snap ring picks (J-8461-1), remove snap ring
lug (11), and from 1st and reverse shift lug (3). (9) holding the 4th speed gear (13) to mainshaft (43).
12. Remove 1st and reverse shift rod (6), rocker lug 4. Turn 4th speed gear retaining washer (10) to align

T R A N SM ISSIO N A N D CLUTCH 7-34
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Fig. 10 - Shifter Bar H ousing Assembled (Late Type)
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1. Front Support Boss 8. 1st and Reverse Shift Bar 15. Interlock Cross Pin
2. 4th and 5th Shift Fork 9. 1st and Reverse Shift Fork 16. 1st and Reverse
3. Lock Screws 10. 1st and Reverse Rocker Arm Shift Lug
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4. Lock W ire n . 2nd and 3rd Shift Rod 17. 1st and Reverse
5. 4th and 5th Shift Rod 12. Interlock Balls Shift Rod
6. 2nd and 3rd Shift Fork 13. 1st and Reverse Rocker Lug 18. Shifter Bar Housing
7. Rear Support Boss 14. Pivot Pin 19. 2nd and 3rd Shift Lug
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Adjusting Nut 1ST AND REV. LATCH

SHIFT
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as
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1ST AND REV. ADJUSTING

SHIFT ROD NUT T-l 835
Fig. 12 - 1st and Reverse Shift Lug and Latch Plunger Installed
(Late Type)
Fig. 11 - 1st and Reverse Shift Lug and Larch Plunger Installed
(Early Type) against a block of wood. This will cause weight of
3rd speed gear (14) to force 4th speed gear bushing
internal splines of washer with splines of mainshaft sleeve (12) off mainshaft (43). After bushing sleeve
(43) and remove the washer (10). has loosened, remove it with 4th speed gear locating
5. Remove the 4th speed gear (11) from mainshaft (43). washer (13) from shaft. When bushing is removed
6. Remove mainshaft assembly from vise and with the the locating pin will come off shaft. Care should be
front end pointed down, lightly pound the assembly
used not to lose the pin (7). lubricant recommended in LUBRICATION (SEC.
7. Remove 3rd speed gear (14), thrust washer (15), and 10) of this manual; then wrap each bearing in
2nd and 3rd synchronizer assembly (16). clean paper until ready to reinstall in trans
8. Remove 2nd speed gear retaining ring (17), washer mission.
(18), and 2nd speed constant mesh gear (51) from
2. Remove all portions of old gaskets from parts, using
mainshaft (43).
a stiff brush or scraper.
9. Remove 2nd speed gear bushing sleeve (49), and
locating washer (48) from mainshaft (43). INSPECTION
COUNTERSHAFT DISASSEMBLY 1. Inspect rods and shafts for evidence of fatigue.
Check bearing surfaces for scoring or wear.
2. Inspect all parts for discoloration or warpage due to
wise specified.
heat.
1. Remove snap ring (5) from front end of the counter 3. Examine all gear teeth and splines for chipped, worn,
shaft (52).
broken, or nicked teeth or splines. Small nicks or
2. Position countershaft assembly in an arbor press burrs may be removed with a fine abrasive stone.
and press countershaft drive gear (4) from shaft.
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4. Inspect the breather assembly to see that it is open
Remove Woodruff key (89) from slot in countershaft and not damaged.
(52). 5. Check all threaded parts for damaged, stripped, or
3. Remove drive gear spacer (84). Remove 4th speed crossed threads.
gear (85), and 3rd speed gear (86) in same manner 6. Check all oil passages for obstructions, using brass
used to remove the drive gear (4). rods and air pressure.
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4. Remove two remaining Woodruff keys (89) from 7. Replace all gaskets, oil seals, lock wire, cotter pins,
countershaft (52). and snap rings. (If snap rings are not damaged or
M A IN DRIVE GEAR A N D BEARING DISASSEMBLY distorted and are not used for sealing as well as
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retaining, they may be reused.)
1. Place drive gear assembly in a vise having copper 8. Examine synchronizer assemblies for scoring, wear,
or lead jaws so gear teeth will not be damaged. or other damage. Replace synchronizers if not in
2. Remove jam nut or snap ring (78) retaining bearing
assembly (77) on drive gear (76).
3. Using bearing remover plates (J-8176) and an arbor
ra first class condition.
other damage. Since repairs by welding, brazing,
press, remove drive gear bearing (77) from drive etc., are not recommended, replace all damaged
gear (76).
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parts.
10. Inspect all bushings for wear or other damage.
CLEANING, INSPECTION, AND REPAIR 11. Check keys and keyways for condition.
(Refer to Figures 2, 3, 8, and 13) 12. Inspect shift forks for wear, distortion, or other
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damage.
CLEANING 13. Check springs for free length, compressed length,
During overhaul procedures all components of the distortion, or collapsed coils.
transmission (except bearing assemblies) should be thor
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REPAIR
oughly cleaned with cleaning solvent and dried with air
pressure prior to inspection and reassembly of the Key numbers in text refer to Figure 13 unless other
transmission. wise specified.
1. Clean the bearing assemblies as follows:
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M a in s h a ft R ear B e a rin g C a p
1. If inspection shows necessity, press or drive rear
bearing cap oil seal assembly (64) out of rear bear
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ing cap (63). Discard oil seal.

b. Soak all bearing assemblies in CLEAN cleaning 2. Using a suitable sleeve and hammer or press, drive
solvent. Gasoline is not recommended. Bear or press new oil seal in bore of bearing cap. Lip of
ings should never be cleaned in a hot solution oil seal goes in toward transmission case.
tank.
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c. Slush bearings in solvent until all old lubricant Clutch Release Bearin g a n d Support
is loosened. Hold bearing races so bearings will 1. If inspection shows clutch release bearing assembly
not rotate; then brush bearings with a soft bris (1, fig. 2) or support (2, fig. 2) are damaged, press
tled brush until A L L DIRT has been removed. bearing off support. Replace damaged parts.
Remove loose particles of dirt by striking bear 2. Using a press and suitable sleeve, press new bear
ing flat against a block of wood. ing on support.
b. Rinse bearings in clean solvent; then blow bear Clutch H o u sin g Replacem ent
ings dry with air pressure. DO NOT SPIN 1. Remove nuts and lock washers from clutch housing
BEARINGS WHILE DRYING, to transmission case studs, then remove clutch
e. Rotate each bearing slowly while examining balls
housing (3, fig. 2) from transmission case.
or rollers for roughness, damage, or excessive 2. In order to obtain correct location of clutch housing
wear. Replace all bearings that are not in first on transmission case, the following procedure must
class condition.
be followed:
NOTE: After cleaning and inspecting bearings a. Install main drive gear (76) and bearing assem
as directed, lubricate bearings generously with bly (77) in transmission case (74).

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Components
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13 - Transmission
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Fig.
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as
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b. Install drive gear bearing cap (80) over drive

gear (76) and bearing (77) and secure in place
with bolt and lock washer assemblies.
c. Install clutch housing (1) on transmission case
(74), install lock washers and nuts on studs, and
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o U 0) <D 0) <D d. Remove drive gear bearing cap (80), drive gear
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(76), and bearing assembly (77) from transmis
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ASSEMBLY OF SUBASSEMBLIES
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The importance of cleanliness cannot be overempha
CO O' O — (N CO W) >o IS CO O ' o ' CN CO in 'O n co O'
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tempted in a dirty working area. All parts except those
being actually worked on should be kept covered with
clean paper. Avoid nicking, marring, or burring all sur
faces. Whenever a common tool is specified, such as a
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"soft" hammer or a vise with "soft-jaws," that tool
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should be used. Substitution of a hard hammer for ex
c £ w o<u ample, may seriously damage the transmission. Special
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£ -£ eg CD o tools mentioned in text and shown in illustrations should
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TOOLS" at end of this manual.
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ar snap rings, cotter pins, gaskets, and oil seals. Lubri
cate each moving part with lubricant specified in LU
BRICATION (SEC. 0) of this manual. Coat all bushings
with a light coat of petrolatum before installation.
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BRICATION (SEC. 0) of this manual.

2. Start bearing assembly (77) straight on shaft of
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*o -* _ a> o> > end of gear. Support front inner race of bearing and
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1. Install Woodruff keys (89) in 3rd and 4th gear slots
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in countershaft (52).
CN CN CN C N C N C N C N C N C O C O C O C O C O C O C O C O C O ^ ^ 't N N" N- 2. Lubricate the countershaft (52) and bore of each
gear before installing gears on countershaft.
3. Using an arbor press, start 3rd speed gear (86)
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straight on countershaft (52) with long hub of gear

toward the rear. Align keyway in gear with key in
countershaft and press gear tight against shoulder
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*2 CD P.S CD -Ml
4. Press 4th speed gear (85) on countershaft (52) in
« o <8 TaJ>■S S "5 5
O 0) a > same manner used to install the 3rd speed gear.
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Long hub of gear goes toward rear.
*o oa) 5. Install drive gear spacer (84) and drive gear key
0) CD ^ 0 CD CO O CD
■£ N ct ~o (89).
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7. Install snap ring (5) in groove of countershaft (52).
r-’ CN CO in 'O N CO
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groove.

d. Remove selected retaining washer (18) and install

4th Speed Gear 4th Speed Gear
2nd speed gear (51) over bushing sleeve (49).
Bushing Sleeve Locating W asher
e. Place selected retaining washer (18) in position
on shaft and install snap ring (17) so it is locked
securely in the groove.
NO TE: End play on 2nd speed gear (51) must

be from 0.004" to 0.010". 2nd speed gear re
taining washers (18) are available in thicknesses
5. Place 2nd and 3rd speed synchronizer assembly (16),

large end of hub toward rear, on splines of main
TPM-9191 shaft (43) and drop into position. Install 3rd speed
gear locating thrust washer (15) on mainshaft (43).
6. Position 3rd speed gear and bushing assembly (14)
F ig. 1 4 - Sleeve Lock Pin Properly Installed over mainshaft (43) with toothed hub down and drop
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into place.
MAINSHAFT ASSEMBLY 7. Position 4th speed gear locating washer (13) on
mainshaft.
1. Clamp mainshaft (43) in a vise with soft jaws with
front end up. NO TE: When assembling 4th speed gear bush
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2. Drop 2nd speed gear locating washer (48) into po ing sleeve and lock pin assembly in step 8 fol
sition over mainshaft (43). lowing, make certain sleeve lock pin is centered
3. With lock pin (50) in place in 2nd speed gear bushing in a spline of mainshaft before pressing sleeve
sleeve (49), install bushing sleeve on mainshaft with into place. Failure to do this may shear head
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lock pin toward upper end of mainshaft. of lock pin and cause bushing seizure (fig. 14).
4. To insure a proper tight stack-up between 2nd speed
gear locating washer (48), 2nd speed gear bushing 8. With lock pin in place in 4th speed gear bushing
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sleeve (49), 2nd speed gear retaining washer (18), sleeve (12), install bushing sleeve on mainshaft (43)
and snap ring (17), the following procedure should be with lock pin (7) toward pilot or front end of main
exercised. shaft (43). It may be necessary to use a suitable
a. Before 2nd speed gear (51) is installed on bush sleeve and hammer to properly install sleeve (12).
lib
ing sleeve (49), place retaining washer (18) on 9. To insure a proper tight stack-up between the 4th
mainshaft and hold down securely against bushing speed gear locating washer (13), 4th speed gear
sleeve (49). bushing sleeve (12), 4th speed gear selective re
b. Holding snap ring (17) parallel to retaining washer tainer washer (10), and snap ring (9), the following
ar
(18), slip snap ring into snap ring groove in procedures must be accomplished:
mainshaft (43). a. Before the 4th speed gear (11) is installed on
c. Select variable thickness 2nd speed gear re bushing sleeve (12), place retaining washer (10)
cc
taining washers (18) until a washer is selected on mainshaft (43) and hold down securely against
that will assure a tight stack-up through the bushing sleeve (12).
assembly. b. While holding snap ring (9) parallel to the re
taining washer, slip snap ring into snap ring
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groove in mainshaft (43). Select variable thick

ness retaining washers (10), until a washer is
selected that will assure a tight stack-up through
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the assembly (fig. 15).

c. Remove selected washer (10) and install 4th
speed gear and bushing assembly (11) over bush
ing sleeve (12).
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d. Place selected washer (10) in position; then in

stall snap ring (9) into groove of mainshaft (43).
Be sure snap ring is well seated and securely
locked in groove.
NO TE: End play on 4th speed gear (11) must

be from 0.004" to 0.010". The 4th speed gear
retaining washers are available in sizes listed in
10. Remove assembly from vise and install 4th and 5th
speed synchronizer assembly (8) on mainshaft (43)
with large end of hub toward the rear.
Fig. 15 - Selecting 4th Speed G ea r V a ria b le 11. Install 1st and reverse gear (42) on mainshaft (43)
T h ickness Retainer W asher with fork slot toward front.

SHIFT BAR HOUSING ASSEMBLY c. Insert shift rod installer tool (J-8633) tapered
end first through forward side of center opening
NOTE: Figure 9 shows early type and Figure
10 shows late type shift bar housing properly in rear support boss. Push tool part way through
assembled. support boss to compress poppet spring.
d. Start 4th and 5th shift rod (23) in housing (33)
1. Position shift bar housing (33) on bench upside-down with interlock pin hole toward rear. Push rod
with Welch plug openings toward repairman. through front support boss, place 4th and 5th shift
2. Install 1st and reverse rocker arm (40) on pivot pin fork (28) on shift rod with hub toward rear, and
(39), then insert pin through housing from inside. install interlock cross pin (22) in hole in shift
Secure pin with washer (34) and nut (35). rod.
3. Assemble 1st and reverse shift rod (19), shift lug e. Push 4th and 5th shift rod (23) through rear
(45), and rocker lug (41) in housing as follows: support boss, driving installer tool out.
a. Install plunger spring (46) and plunger (47) in 1st f. Align lock screw hole in shift fork with hole in
and reverse shift lug (45) and secure with adjust shift rod, then install lock screw (21), tighten
ing nut (44). Adjust plunger so rounded end is screw firmly, and secure with new lock wire.
flush or slightly below flat ends of lug. Secure g. Move shift rod into "Neutral" position.
adjustment with cotter pin (fig. 16). 5. Install 2nd and 3rd shift rod (25), shift fork (29), and
m
b. Starting at left side of shift bar housing (33), shift lug (30) in housing (33) as follows:
push 1st and reverse shift rod (19) through open a. Install two interlock balls (24) in crossbore in
ing in housing and through front support boss and rear support boss between 4th and 5th shift rod
o
while holding 1st and reverse rocker lug (41) in hole and 2nd and 3rd shift rod hole.
position, continue pushing shift rod through rocker b. Place poppet spring (27) and ball (26) in well in
.c
lug. rear support boss at 2nd and 3rd shift rod open
ing.
c. Insert shift rod installer tool (J-8633) tapered end
first through forward side of 2nd and 3rd shift
ry
rod hole in rear support boss. Push tool part
way through support boss to compress poppet
spring.
ra d. Install 2nd and 3rd shift rod (25) in housing (33)
and push through front support boss.
e. Place 2nd and 3rd shift lug (30) and 2nd and 3rd
shift fork (29) on shift rod, with hub of both parts
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toward front.
f. Push 2nd and 3rd shift rod (25) through rear
support boss, driving installer tool out.
g. Align lock screw holes in shift lug and shift
ar
fork with holes in shift rod, then install lock

screws (21), tighten screws firmly and secure
with new lock wire.
cc
h. Move 2nd and 3rd shift rod (25) into "Neutral"

position.
6. Install three welch plugs (31) in openings in front end
of housing (33).
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7. Assemble 1st and reverse shift fork bar (37) and

shift fork (38) as follows:
a. Install yellow poppet spring (27) and ball (26) in
as
well in 1st and reverse shift fork (38).

b. Insert installer tool (J-8633) tapered end first
through shift fork from rear side to compress
Fig. 16 - Adjusting Latch Plunger (Early Type) poppet spring (27).
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c. Insert 1st and reverse shift bar (37) through

c. Position lugs (45 and 41) on rod (19) so lock opening at rear of housing (33).
screw holes in lugs align with screw holes in d. Position shift fork (38) and installer tool in
rod, then install lock screws (21) in lugs, tighten housing, then push shift bar (37) through shift
screws firmly, and secure with new lock wire. fork, driving out installer tool.
d. Move 1st and reverse shift rod (19) into "Neutral" e. Make sure shift fork engages 1st and reverse
position. rocker arm (40) when poppet ball is engaging
4. Install 4th and 5th shift rod (23) and 4th and 5th shift groove in shift bar, then push shift bar forward
fork (28) in housing (33) as follows: into rear support boss.
a. Install two interlock balls (20) in crossbore in f. Align screw hole in bar with lock screw hole in
rear support boss between 1st and reverse and support boss, then install lock screw (20), tighten
4th and 5th shift rod holes. screw firmly, and secure with new lock wire.
b. Place poppet spring (27), inner poppet spring, 8. Check assembly of shift bar housing by shifting in
and poppet ball (26) in well in center opening in and out of all speeds.
rear support boss. 9. Check action of interlock balls (20 and 24) and pin

TRANSM ISSION AND CLUTCH 7-40
(22) by attempting to move two shift rods out of MAINSHAFT INSTALLATION

"Neutral" at the same time. Rods should not shift
into more than one speed at a time. 1. Install mainshaft assembly (22) in transmission case
by tilting rear end of the assembly down and lower
CONTROL TOWER ASSEMBLY ing into and through opening in rear of case, which is
provided for the mainshaft rear bearing (23). Lower
Key numbers in text refer to Figure 8. front end in line with pilot bearing opening (6).
NO TE: On transmissions having conventional Move mainshaft assembly forward into position.
gearshift lever, accomplish the following pro 2. Position mainshaft rear bearing (23) over end of
cedures: mainshaft (22) with snap ring in outer race of bear
ing (23) facing the rear.
1. Install gearshift lever pivot pins (4) in control 3. Using suitable installer tool and hammer drive
tower (6); then insert gearshift lever (3) through mainshaft rear bearing (23) on mainshaft (22) and
bottom of tower. Position shift lever so notch in into transmission case until snap ring on bearing
ball portion engages pivot pin heads. contacts case.
2. Install spring seat washer (1) (concave side against 4. If not previously installed, slide mainshaft pilot
ball portion of lever). Install gearshift lever sup bearing (6) into position on front of mainshaft (22).
om
port spring (5) against spring seat washer and con 5. Position main drive gear and bearing assembly (5)
trol tower. into front of case so that drive gear engages and
3. Position dust cover (2) on gearshift lever (3). meshes with countershaft drive gear (43) and snap
4. Install gearshift lever knob. ring on bearing (5) contacts transmission case. It
may be necessary to use a suitable sleeve and
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ASSEMBLY OF TRANSMISSION hammer to drive gear and bearing into place.
(Key Numbers in Text Refer to Figure 2) 6. Install main drive gear bearing cap with new gasket
(47) on transmission case. Tighten bolts firmly.
ry
COUNTERSHAFT INSTALLATION IMPORTANT: Oil return hole in bearing cap
must line up with oil hole in transmission case.
1. Install countershaft front bearing (44) in transmis 7. Install clutch throw-out bearing return spring clip
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sion case. Apply pressure on outer race of bearing under head of bolt when installing bearing cap.
only. 8. Lock transmission gears into two speeds at the
2. Position countershaft front bearing spacer on for same time to lock up the transmission; then tighten
ward end of countershaft (34). countershaft rear bearing retaining nut (31). After
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3. Tip rear end of countershaft assembly (34) down and nut is driven up tight, stake nut in position with
lower into transmission case, running rear of coun punch and hammer.
tershaft through opening for countershaft rear bear 9. Install countershaft rear bearing cap (30) and new
ing (32) in rear of case far enough so front of gasket (33). Tighten bolts firmly.
ar
countershaft can be lowered into position. Push 10. Install speedometer drive gear spacer (26) and drive
countershaft (34) forward into position in front bear gear (27) (if used) on mainshaft (22).
ing (44). 11. Install mainshaft rear bearing cap (25) and new
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4. Using suitable installer tool, install countershaft gasket (24). Tighten bolts firmly.
rear bearing (32). Be sure snap ring is in position 12. Install parking brake drum (if used) and companion
in groove of outer race of bearing. Press bearing flange on rear end of mainshaft.
into place on countershaft (34) with snap ring toward 13. With transmission still locked up in two speeds at
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rear. Press bearing into transmission case until the same time install companion flange nut. Tighten
snap ring contacts the case. nut to 250 foot-pounds torque and install a new
5. Install countershaft rear bearing retainer nut (31) cotter pin.
as
loosely.
SHIFTER BAR HOUSING INSTALLATION
REVERSE IDLER GEAR INSTALLATION
1. If previously removed, install P.T.O. covers and
new gaskets. Tighten bolts firmly.
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1. Insert one reverse idler gear bearing (36) in re

2. With transmission in "Neutral," position shift bar
verse idler gear (35); then install bearing spacer
housing (14) and new gasket on transmission case.
(37) and the second bearing (36) in bore of idler
Be sure shift forks engage gear slots.
gear.
3. Install shift bar housing to transmission case at
2. Install the reverse idler gear assembly (35) in
taching bolts and lock washers.
transmission case with chamfered teeth on gear
4. Install parking brake parts (if used) as directed in
toward rear of case.
BRAKES (SEC. 5) of this manual.
3. Insert reverse idler shaft (38) through opening in
rear of transmission case, into reverse idler gear
(35) and into forward support boss. Make sure CONTROL TOWER INSTALLATION
groove for the retainer lock in rear of idler shaft is
NOTE: On transmissions having a conventional
at bottom of shaft (38). Drive shaft in until inner
gearshift lever, accomplish the following:
edge of groove is flush with transmission case. In
stall retainer lock with bolt and lock washer. Tighten 1. With transmission in "Neutral,” position a new
bolt securely. gasket on shift bar housing (14).

SPECIFICATIONS
GENERAL DATA
M a k e ................................................................Clark Outside Diam eter........................... 3.9364"-3.9370'
M odel...................................................... 385V, 387V Inside D iam eter.............................. 1.7712"-1.7717"
Type .......................................5-Speed Synchromesh W idth.............................................. 0.9793"-0.9843"
GEAR RATIOS MAINSHAFT (New Limits)

SPEEDS 385V 387V Diameter at Pilot E n d ..................... 1.2495"-1.2500"
F i r s t .................................... ....7.00:1.00 6.27:1.00 Diameter at 4th Speed Gear ............ 2.2495"-2.2500"
Second................ ......................3.97:1.00 3.55:1.00 Diameter at 3rd Speed G e a r ........... 2.3755"-2.3760"
T h ir d .........................................2.34:1.00 1.89:1.00 Diameter at 2nd Speed G e a r ........... 2.7500"-2.7505"
F ou rth .................................. ....1.42:1.00 1.18:1.00 Diameter at 1st and Reverse Gear . . . 3.345"-3.355"
Fifth .................................... ....1.00:1.00 1.00:1.00 Diameter at Rear B e a rin g ......................... 1.9375"
R e v e r s e ....................................5.71:1.00 5.11:1.00 L en g th ....................................................... 19.78125”
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BEARINGS (New Limits) MAINSHAFT GEARS
Mainshaft Pilot 1st and Reverse Speed Gear
Type ............................................................. Roller Inside D iam eter.............................. 3.1035"-3.1040"
Number R o lle rs ....................... .............................13 Outside D iam eter.............................. 8.857"-8.867"
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Make and Number ................................ Hyatt #94726 Number of Teeth ................................................ 53
Outside D iam eter................................ 1.750"-1.751" Number of Splines ............................................. 10
Inside D iam eter................................ 1.2495"-1.2500" Backlash with M ate.............................. 0.005"-0.010"
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W idth............................................................. 1.625"
ra 2nd Speed Gear

Reverse Idler Gear Inside D iam eter.................................. 3.124"-3.125"
Type .............................................................. Roller Outside D iam eter................................ 7.684"-7.694"
Number R o lle rs .................................................... 13 Number of Teeth (O u ter).................................... 53
Make and Number.................................. Hyatt #94726 Backlash with M ate.............................. 0.005"-0.009"
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Outside D iam eter................................ 1.750"-1.751" Number of Teeth (Inner)....................................... 23
Inside D iam eter................................ 1.2495"-1.2500" Backlash with M ate.............................. 0.006"-0.010"
W idth............................................................. 1.625" W idth.................................................. 2.200"-2.210"
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Main Drive Gear

3rd Speed Gear
Type ........................... Single Row Ball W/Snap Ring
Inside D iam eter.................................. 2.499"-2.500"
Make and Number.......................Corporation #954113
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Outside D iam eter................................ 6.360"-6.370"

Outside D iam eter........................... 4.3301"-4.3307"
Number of Teeth (O u ter)..................................... 43
Inside D iam eter........................... .. 2.3616"-2.3622"
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Backlash with M ate.............................. 0.005"-0.009"

W idth........... .. .............................. 0.8611"-0.8661"
Number of Teeth (Inner) .......................................22
Backlash with M ate.............................. 0.006"-0.010"
ss
Width.................................................. 1.937"-1.947"
Mainshaft Rear
Type ........................... Single Row Ball W/Snap Ring
Number Balls and Size ........................... (12) 23/32" 4th Speed Gear
Make and Number........... New Departure #41310XR1A
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Inside D iam eter.................................. 2.623"-2.624"

Outside D iam eter.............................. 4.3307"-4.3301" Outside D iam eter................................ 5.008"-5.018"
Inside D iam eter................................ 1.9685"-1.9680" Number of Teeth (O u ter).................................... 33
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W idth............................................... 1.0630"-1.0625" Backlash with M ate.............................. 0.005” -0.009"

Number of Teeth (Inner)......................................... 17
Backlash with M ate............................. 0.006"-0.010"
Countershaft Front W idth.................................................. 1.896"-1.916"
Type ....................... ........................ Needle Bearing
Make and Number..................... Torrington #M-32161
Outside D iam eter................ .. 2.3745"-2.3755" Main Drive Gear
Inside D iam eter................................ 1.9994"-2.0000" Length ....................................................... 11.1093"
W idth.................................................. 0.990"-1.000” Diameter at Spline E n d ....................... 1.495"-1.499"
Number of Splines.................................................. 10
Depth of Splines........................................... 2.5937"
Countershaft Rear Inside Diameter at Mainshaft
Type ........................... Single Row Ball W/Snap Ring Pilot Bearing S u rface....................... 1.750"-1.751"
Number Balls and Size..............................(12) 11/16" Diameter at Mainshaft
Make and Number....................... Corporation #954114 Clutch T e e th .................................... 2.550"-2.560"

Number Clutch Teeth ........................................... 16 SPRINGS
Backlash with M ate.............................. 0.005"-0.010" 1st and Reverse Latch Plunger Spring
Diameter at Gear E n d ......................... 4.069"-4.079" Free Length ................................................ 1.7187"
Number of Teeth at Countershaft Compressed L en g th ................ 1-1/4" Under 36 Lbs.
Drive Gear Contact ........................................... 27 Number of C o ils ............................................. . 9-1/2
Backlash with Countershaft Poppet Ball Spring—Yellow (1st and Reverse)
Drive G e a r ....................................... 0.005"-0.010" Free Length ................................................ 1-9/16"
Diameter at Front Bearing Surface . . 2.3621"-2.3626" Compressed Length ........... 15/16" Under 20- 25 Lbs.
Diameter at Pilot E nd....................... 0.9832” -0.9837" Number of Coils ........................................... . . . 11
Poppet Ball Spring—Plain (2nd, 3rd, 4th, and
COUNTERSHAFT
5th Speed)
Diameter at Front Bearing Surface 1.9994"-2.0000"
Diameter at 3rd, 4th, and Drive Free Length .................................................. 1 - 1 / 2 "
Compressed L e n g th ........... 15/16" Under 35- 40 Lbs.
Gear Surfaces............................ 2.2510"-2.2515"
Number of C o ils............................................. 10-3/4
Diameter at Rear Bearing Surface . 1.7716"-1.7721"
Poppet Ball Spring—Plain (4th and 5th
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Number 1st Speed Gear Teeth................................14
Speed—Inner)
Backlash with M ate.............................. 0.005"-0.010”
Free Length .................................................. 1. 200"
Number 2nd Speed Gear Teeth ............................. 25
Compressed Length .............. 7/8" Under 27- 29 Lbs.
Backlash with M ate............................. 0.005” -0.009”
Number of C oils.................................... 16 (14 Active)
Number Reverse Gear Teeth ................................16
Backlash with Mate ........................... 0.005"-0.010" WASHERS
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L en gth ............................................. 14.369” -14.649" Mainshaft 2nd Speed Gear Locating Washer
Inside Diam eter.................................. 2.752"-2.762”
COUNTERSHAFT GEARS
Outside D iam eter........................................... 3-1/2"
Drive Gear
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Thickness........................................... 0.142"-0.144"
Diameter of B o r e ..................................2.249” -2.250"
M ateria l................................S.A.E. 1016 H.R. P & O
Outside D iam eter..................................7.360"-7.370"
Number of Teeth .................................................. 50 ra Mainshaft 4th Speed Gear Locating Washer
Backlash with Main Drive G ear........... ..0.005"-0.009" Inside Diam eter.................................. 2.252"-2.262"
W idth.................................................. ..2.090"-2.105" Outside D iam eter......................................... 3-3/16"
Thickness........................................... 0.155"-0.169"
3rd Speed Gear
M aterial................................................ S.A.E. 4720
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Diameter of B o r e ................................ 2.249"-2.250"
Outside D iam eter................................ 5.069"-5.079" Mainshaft 2nd Speed Gear Retainer Washer
Number of Teeth .................................................. 34 Select One At Assembly
Backlash with Mainshaft 3rd THICK
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Speed G e a r ....................................... 0.005"-0.009" Inside Diam eter.................................... 2.783"-2.793"

Width.................................................. 1.623"-1.627" Outside Diam eter........................................... 3-1/2"
Thickness ......................................... 0.154"-0.156"
4th Speed Gear
Splines (Inner) N u m ber......................................... 10
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Diameter of B o r e ................................ 2.249"-2.250"

Notches (Outer) Number .........................................2
Outside Diam eter................................ 6.416"-6.426"
Number of Teeth .................................................. 43 MEDIUM
Backlash with Mainshaft 4th Inside D iam eter.................................. 2.783"-2.793”
Speed G e a r ....................................... 0.005"-0.009" Outside D iam eter........................................... 3-1/2"
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W idth.................................................. 1.496"-1.502" Thickness........................................... 0.150"-0.152"

Splines (Inner) Num ber......................................... 10
COUNTERSHAFT DRIVE GEAR SPACER
Notch (Outer) Number............................................. 1
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Inside Diam eter.................................. .. 2.360"-2.404"

Outside D iam eter.................................. 2.500"-2.510”
THIN
W idth.................................................. .. 1.810"-1.814" Inside Diam eter.................................. 2.783"-2.793"
REVERSE IDLER GEAR Outside Diam eter........................................... 3-1/2"
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Diameter of B o r e ................................ 1.750"-1.751" Thickness........................................... 0.146"-0.148"

Outside Diameter—Rear G ear.............. 3.810"-3.820" Splines (Inner) Nu m ber......................................... 10
Outside Diameter—Front G e a r ........... 4.240"-4.250" Notch (Outer) Number....................................... None
Number of Teeth (F r o n t).......................................24
(R ea r)......................................... 21 Mainshaft 4th Speed Gear Retainer Washer
Backlash with M ate............................. 0.005"-0.010" Select one at Assembly
THICK
REVERSE IDLER SHAFT Inside D iam eter.................................. 1.809” -1.819"
L en gth .................................................................. 9" Outside Diam eter................................ 2.927"-2.937"
Outside Diam eter................................ 1.249"-1.250" Thickness........................................... 0.154"-0.156"
REVERSE IDLER GEAR BEARING SPACER Splines (Inner) Nu m ber......................................... 10
Inside Diam eter.............................. 1.4715"-1.4235" Teeth (Outer) Number........................................... 17
Outside D iam eter......................................... 1.6875" Notches (Outer) Number ....................................... 2
W idth............................................................. 1.250" Notch (Inner) Num ber........................................... 1

MEDIUM Reverse Idler Gear Thrust Washer
Inside D iam eter.................................. 1.809"-1.819" Inside D iam eter........................................... 1.2656"
Outside D iam eter................................ 2.927"-2.937" Outside Diam eter........................................... 2-1/4"
Thickness........................................... 0.150"-0.152" Thickness.........................................0.1615"-0.0635"
Splines (Inner) Nu m ber......................................... 10 M ateria l.................................................. S.A.E. #792
Teeth (Outer) Number........................................... 17 BUSHING SLEEVES
Notch (Outer) Number........................................... 1 Mainshaft 2nd Speed Gear Bushing Sleeve
Notch (Inner) N u m ber.................................. .. 1 Inside D iam eter.................................. 2.734' -2.735"
Outside Diam eter.............................. 2.9997"- 3.0002"
THIN W idth.................................................. 1.547' '-1.550"
Inside Diam eter.................................. 1.809"-1.819"
Outside D iam eter................................ 2.927"-2.937” Mainshaft 4th Speed Gear Bushing Sleeve
Thickness........................................... 0.146"-0.148" Inside Diam eter................................ 2.2495"- 2.2500"
Splines (Inner) N u m ber......................... ............... 10 Outside D iam eter.............................. 2.4995"- 2.5000"
Teeth (Outer) Number........................................... 17 Width.................................................. 1.235' -1.238"
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Notch (Outer) Number....................................... None
Notch (Inner) N u m ber........................................... 1 TORQUE WRENCH SPECIFICATIONS
Mainshaft 3rd Speed Gear Thrust Washer Location Foot-Pounds

Inside D iam eter.................................. 2.377"-2.387" Selector Finger to Shifter Shaft Screw ....................... 25
Shift Lever Pivot Bolt N u ts.................................. 25-31
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Outside D iam eter......................................... 3-3/16"
Thickness........................................... 0.142"-0.144" Companion Flange N u t ........................................... 250
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5-SPEED TRANSMISSION
(CLARK MODEL 401V)
GENERAL DESCRIPTION
TRANSMISSION
The Clark 401V transmission is selective synchro-

mesh type transmission having five speeds forward and
one reverse (fig. 1). Fifth speed is direct drive. A
band type parking brake is optional and is mounted on
rear of the transmission. The transmission is also
equipped with two standard S.A.E. six bolt power take-off
openings, one on each side of the transmission case.
With the exception of mainshaft first and reverse gears
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and the reverse idler gear, all gears are helical. Two
split-ring type synchronizers are used to aid in meshing
gears when shifting into all gears except first and re
co
verse. Shifting is accomplished either by a gearshift
lever extended from top of the transmission or remotely
controlled by a shift lever mounted elsewhere. Figure 2
is furnished to show relative positioning of parts in the
transmission. Refer to "Specifications" at end of this
.
section for transmission gear ratios and for transmission
ry
application.
In a conventional transmission which does not have
synchronizers, the absence of gear clashing is dependent ra
entirely on skill of the driver. By double-clutching and
Captions for Figure 2

split second timing of engine speeds with the gear shift
ing movement, a driver can synchronize the speeds of
engaging gears and thereby prevent damage to gears by
b
clashing when making a fast shift. The blocker type
synchronizer performs the same function with or without
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the "double-clutching" operation, even though the driver

does not accurately time his gear shifting movements.
It also mechanically prevents the driver from completing
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the shift to the point of gear engagement until engaging

gears have reached the same or synchronous speeds.
This is known as the blocking action of the synchronizer
and it is this action that makes the operation of shifting
a transmission having synchronizers different from one
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which does not have synchronizers.

Upon shifting gears in these synchronized trans
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missions, the first part of the gearshift lever move

ment brings the blockers into contact. The blockers
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Fig. 1 - C la rk 400 Series Transmission Shift Diagram

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401 Transmission
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Clark
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momentarily prevent further movement of the shift lever MAINSHAFT PUMP (PRESSURE ROTOR)
and pressure exerted by the driver to complete the move DESCRIPTION A N D OPERATION
ment is transferred by the blockers to the synchronizer,
providing force necessary to synchronize the gears being Because of increasingly higher engine speeds and ex
engaged. When engaging gears have reached the same tended periods of high gear operation, positive lubrica
speed the blockers automatically disengage, permitting tion of the mainshaft on heavy duty truck transmissions
gearshift lever movement to be completed. Therefore, is definitely required. The Clark 401V transmission
to properly shift a synchronized transmission a steady has a mainshaft pump that supplies mainshaft gear bush
and continuous pressure must be applied by the driver to ings and bearings with adequate oil at all times.
the shift lever until shift is completed. Under normal The pump does not have gears, springs, valves, and
conditions this action is instantaneous. pipes - the usual pump elements that give trouble or
Sometimes difficulty is experienced in shifting a syn wear out. The pump is composed of three simple units:
chronizer when the vehicle is standing still. This is pressure pump rotor, which surrounds and is driven by
caused by the fact that disengagement of the blockers the input shaft; a single free floating vane, confined in
requires relative rotation, and with the vehicle at rest the rotor; and a stationary housing, provided by the
and with the engine clutch released, there may be at input shaft bearing cap which forms an eccentric bore
times no relative rotation of the engaging gears. Under for the single vane to contact.
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these conditions the same continuous pressure should be The pump is fed by gravity out of an oil catching trough
applied to the shift lever and at the same time the clutch cast on inside of the transmission case. From the
should be engaged slightly. This will give sufficient ro trough, oil runs into the outside diameter of pump where
co
tation to unblock the synchronizer and allow the shift to the single vane forces oil to center of the input shaft and
be completed without difficulty. through connecting passages into center of the mainshaft.
The main drive gear is supported by a single row ball At this point, with combined effort of pump pressure and
bearing mounted in front of the transmission case. The centrifugal force, the lubricating oil is forced through
mainshaft is supported at the front by roller bearings radial passages into bushing or bearing area of the main
y.
located in pocket end of the drive gear and is supported shaft gears. The oil immediately spreads to all friction
at the rear by a single row ball bearing located in rear surfaces, including thrust washers and shaft bearings,
of transmission case. The countershaft is supported at giving complete and instantaneous lubrication to the
and a ball bearing located at rear of transmission case.

The reverse idler cluster gear rotates on two roller
bearings.
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the front by roller bearings in front of transmission case mainshaft, or upper shaft of the transmission. Results
received from the oil pump are longer transmission
life, high transmission efficiency, and a cooler operating
transmission.
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Cleanliness is of extreme im

IM P O R T A N T : SHIFT BAR HOUSING REMOVAL
portance and an absolute must in the repair and
1. Remove control top oil baffle (3, fig. 12) if used.
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overhaul of the transmission. Before attempt

2. Mount transmission in a suitable holding fixture;
ing overhaul procedures, thoroughly clean the
then remove drain and filler plugs to completely
exterior of the transmission with cleaning sol
vent to prevent dirt or other foreign matter drain the transmission.
3. If not previously removed, remove power take-off
from getting into the gear mechanism.
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covers (2) and gaskets (3). Discard gaskets.

DISASSEMBLY OF TRANSMISSION 4. Remove eleven bolts and lock washers; then remove
the shift bar housing assembly and gasket. Discard
INTO SUBASSEMBLIES AND
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gasket (fig. 3).

MAJOR COMPONENTS 5. Remove adapter (15) and speedometer driven gear
as
(16).
6. Remove four clutch housing to transmission case
wise specified.
stud nuts (22) and lock washers and remove the
clutch housing (1).
the transmission. The transmission should be over
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hauled in sequence described unless only one unit is to

MAINSHAFT REMOVAL
be worked on.
1. Shifting by hand, engage the transmission into two
CONTROL TOWER REMOVAL speeds at the same time to lock up the transmission.
2. Remove propeller shaft brake parts, if transmission
NO TE: On transmissions having a conventional
is so equipped.
gearshift lever, accomplish the following pro
3. Remove bolts and lock washers; then remove coun
cedures:
tershaft (9) and mainshaft (11) rear bearing caps and
1. Move gearshift lever into "Neutral" position. gaskets. Discard gaskets.
2. Remove four bolts and lock washers attaching con 4. Remove speedometer drive gear (10).
trol tower to shift bar housing. 5. With transmission gears still locked up, loosen
3. Lift control tower assembly straight off shift bar countershaft rear bearing retaining nut (8).
housing. Remove and discard control tower to hous 6. Remove four main drive gear bearing cap bolts (28)
ing gaskets. and lock washers.

TRANSMISSION AN D CLUTCH 7-47
Backing Plate
Main Drive Gear
Bearing Cap
Bearing J g f
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Fig. 4- Removing M a in D rive G ea r
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c. If not enough clearance is obtained to use a
bearing puller on the rear bearing (19), block
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bearing; then using bearing puller cross bar
(J-4558-5) as shown in Figure 5, and two (3/8"-16
x 6” ) bolts, push mainshaft forward and repeat
step b. Follow these procedures until bearing
ry
puller can be used on the rear bearing (19).
Fig. 3 - Shift Bar Housing Removed from Transmission Case ra

1. 1st and Reverse 9. 2nd and 3rd Rear Bearing
Cross Bar
Shift Lug Synchronizer *
2. Latch Plunger 10. 2nd and 3rd Shift Fork
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3. 1st and Reverse 11. M ainshaft 3rd G ea r
Shift Rod 12. M ainshaft 4th G ea r
4. Shift Bar Housing 13. 2nd and 3rd Shift Rod
5. 1st and Reverse 14. 4th and 5th Shift Rod
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Shift Fork 15. 2nd and 3rd Shift Lug

6. M ainshaft 1st G e a r 16. 4th and 5th
7. M ainshaft Reverse Synchronizer
G ea r 17. 4th and 5th Shift Fork
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8. M a insha ft 2nd G e a r 18. M a in D rive G e a r
7. Remove main drive gear (51) from transmission

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case.
Fig. 5 - Pushing M ainshaft Forward
N O TE: Main drive gear bearing cap (46),
pressure rotor (47), O-ring seal (69), and rotor
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backing plate (48) will come out of case as an

9. With snap ring picks (J-8461-1), remove mainshaft
assembly (fig. 4).
rear bearing locating ring (fig. 6).
8. Remove drive gear bearing cap (46), pressure rotor 10. Using bearing remover plates (J-4414-4) and cross
bar (J-4458-5), remove mainshaft rear bearing (19)
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(47), rotor drive pin (71), backing plate (48), and

O-ring seal (69) from drive gear (51). DO NOT lose (fig. 7). Remove 1st gear thrust washer (20).
rotor drive pin. Discard O-ring seal. Remove ro 11. The forward end of the mainshaft (52) can now be
tor vane (70) from rotor (47). lifted upward to clear transmission case and the
entire assembly removed. Accomplish removal pro
NO TE: To remove the mainshaft (52), the fol
cedures as follows:
lowing procedures must be followed: a. Wrap a piece of strong rope around the assembly
a. Using a plastic hammer, tap on threaded or rear as shown in Figure 8; then using a chain hoist,
end of mainshaft a short distance through rear carefully raise the assembly to clear the case.
bearing.
b. Push mainshaft to the rear of transmission case. NO TE: The first speed gear and bushing as
Mainshaft rear bearing (19) should move with sembly (54), and reverse sliding gear (53) will
mainshaft. These procedures are accomplished fall off the mainshaft during removal. Hang on
to obtain clearance between transmission case (6) to these parts to prevent them from falling and
and rear bearing locating ring. being damaged.

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Fig. 6 - Removing Bearing Locating Ring
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Fig. 8 - Removing M ainshaft Assembly
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b. After the mainshaft assembly has been removed,

remove first speed gear and bushing assembly
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(54), and reverse sliding gear (53) from trans

mission case.
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1. Remove bolt and lock washer (40) holding reverse

idler lock plate (39) at rear of transmission case
and remove lock plate (39).
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2. Using bearing puller (J-6648) and a piece of 1/8"

steel stock mounted as shown in Figure 9, pull re
verse idler shaft (41) from transmission case. Re
move reverse idler gear (44) from case.
3. Remove two reverse idler gear bearings (42 and 45)
Countershaft
and spacer (43) from hub of reverse idler gear (44). Rear Bearing
COUNTERSHAFT REMOVAL TPM-6645
1. Remove countershaft rear bearing retainer nut (8);

then push countershaft (38) toward rear of trans Fig. 10 - Removing Countershaft Rear Bearing
mission case (6) far enough so that countershaft rear
bearing (7) can be removed (fig. 10). Remove locat 2. The countershaft assembly (38) can now be removed
ing ring from bearing; then using bearing puller by tilting front end upward in same manner used in
(J-4414-2), remove countershaft rear bearing (7) removing the mainshaft. Remove countershaft and
(fig. 10). countershaft front bearing spacer (31).

3. Using a crowfoot pry bar in manner shown in Figure DISASSEMBLY OF SUBASSEMBLIES

11, carefully pry the countershaft front bearing (30)
out of transmission case (6). CONTROL TOWER DISASSEMBLY
4. Remove the pressure rotor oil gallery magnetic plug N O TE: On transmissions having a conventional
(24)from transmission case (6).
gearshift lever, accomplish the following:
1. Remove shift lever knob and dust cover from shift
lever.
2. Remove gearshift lever support spring and spring
seat washer.
3. Push shift lever out through bottom of control tower.
SHIFT BAR HOUSING DISASSEMBLY
1. It is suggested that each shift rod, shift fork, and
shift lug be tagged so they can be properly positioned
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when the shift bar housing is reassembled.
2. Place housing upside-down on work bench; then re
move three shift rod hole welch plugs (4).
3. Remove lock wire from shift lugs and shift forks.
4. Move all shift rods into the "Neutral" position.
5. Remove lock screws (6) from 2nd and 3rd shift fork
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Countershaft (19) and lug (5).
Front Bearing 6. While holding thumb over poppet hole to prevent
losing poppet ball (15), remove 2nd and 3rd speed
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shift rod (12), lug (5), and shift fork (19) from
TPM -6646
housing (5).
7. Remove lock screw from 4th and 5th speed shift
Fig. 11 - Removing Countershaft Front Bearing fork (7).
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Fig. 12 - Shift Bar Housing Components
1. Shift Bar Housing 8. Latch Plunger 15. Poppet and Interlock Balls
2. Housing to Case A ttaching 9. Latch Plunger Spring 16. Poppet Springs
Bolts 10. 1st and Reverse Shift Lug 17. 1st and Reverse Shift
3. Control Top O il Baffle 11. Latch Plunger Adjusting Fork
4. Shift Rod H ole W e lch Plugs Nut 18. Interlock Cross Pin
5. 2nd and 3rd Shift Lug 12. 2nd and 3rd Shift Rod 19. 2nd and 3rd Shift Fork
6. Lock Screws 13. 4th and 5th Shift Rod 20. Lock W asher
7. 4th and 5th Shift Fork 14. 1st and Reverse Shift Rod 21. Interlock H ole W e lch Plug

8. Holding thumb over poppet hole to prevent loss of

poppet ball, remove 4th and 5th speed shift fork (7)
and 4th and 5th shift rod (13) from housing (1). Be
careful not to lose interlock cross pin (18) from 4th
and 5th speed shift rod (13).
9. Remove lock screws from 1st and reverse shift Mainshaft
fork (17) and 1st and reverse shift lug (10).
10. Holding thumb over poppet hole, remove 1st and re
verse shift rod (14), shift fork (17), and lug (10) from
housing (1).
11. Remove three poppet springs (16), and the four inter
lock balls (15) located in cross bore holes of rear
rod support in housing.
12. Remove lock wire; then remove latch plunger adjust
ing nut (11), spring (9), and latch plunger (8).
MAINSHAFT DISASSEMBLY
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NO TE: Key numbers in text refer to Figure
21 .
1. Place the mainshaft assembly in a vise having copper
or lead jaws so splines will not be damaged. The Fig. 14 - Removing 4th Speed G e a r Retaining Ring
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assembly should be positioned in vise with front end
facing up.
2. Using bearing remover plates (J-8176) or other suit
able puller, press the mainshaft pilot bearing (68)
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from front end of mainshaft (fig. 13).
Pilot Bearing Press Ram

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Remover Plates
B u sh in g
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Sleeve
3rd Gear Gear
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2nd Gear 2nd and 3rd

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Synchronizer
Fig. 15 - Removing 4th Speed G e a r Bushing Sleeve
Mainshaft
mainshaft with 4th speed gear locating washer (62).
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Fig. 13 - Removing M ainshaft Pilot Bearing When sleeve is removed the sleeve locating pin (72)
will come off with sleeve. Use care not to lose the
3. Remove 4th and 5th speed synchronizer assembly pin.
(67) from mainshaft (52). 8. Remove 3rd speed gear and bushing assembly (61),
4. Using snap ring picks (J-8461-1), spread snap ring locating thrust washer (60), and 2nd and 3rd speed
(66) holding 4th speed gear (64) and remove snap synchronizer (59) from mainshaft (52).
ring from shaft (fig. 14). 9. Using snap ring picks (J-8461-1), remove 2nd speed
5. Remove mainshaft 4th speed gear (64) and selective gear retaining ring (58) (fig. 16), selective retainer
retainer washer (65) from mainshaft (52). washer (57), 2nd speed constant mesh gear (56), 2nd
6. Remove mainshaft assembly from vise; then with speed gear bushing sleeve (55), and sleeve lock pin
front end pointed down toward block of wood, pound (72), from mainshaft (52).
lightly against block. This will allow weight of the
3rd speed gear (61) to force 4th speed gear bushing N O TE: It may be necessary to use bearing
sleeve (63) off the mainshaft (fig. 15). remover plates (J-8176) or other suitable
7. After bushing sleeve has loosened, remove it from puller to remove the bushing sleeve (55) from

mainshaft (52). Remove bushing sleeve by bump

M a in s h a ft Mainshaft
2nd Gear
ing against wood block as shown in Figure 17.
COUNTERSHAFT DISASSEMBLY
NO TE: Key numbers in text refer to Figure 21.
1. Using snap ring picks (J-8461-1), remove counter
shaft drive gear retaining ring (32) from front end
of countershaft (38).
2. Using suitable press or gear puller, remove counter
shaft drive gear (33) (fig. 18), drive gear key (37),
spacer (34), countershaft 4th speed gear (35), and
3rd speed gear (36) from countershaft (38).
3. Remove two remaining countershaft gear keys (37)
from countershaft (38).
M A IN DRIVE GEAR A N D BEARING DISASSEMBLY
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NO TE: Key numbers in text refer to Figure
Fig. 16 - Removing 2nd Speed G e a r Retaining Ring
21 .
1. Position main drive gear (51) in a vise with brass or
copper jaws so gear teeth will not be damaged; then
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using a large wrench, remove the bearing retainer
nut (49) (fig. 19).
2. Using bearing remover plates (J-8176) and an arbor
ry
press, remove main drive gear bearing (50) (fig. 20).
CLEANING, INSPECTION, AND REPAIR

Bushing Sleeve (Refer to Figures 2, 12, and 21)
Remover Plates
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During overhaul procedures all components of the
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transmission (except bearing assemblies) should be
M ainshaft
thoroughly cleaned with cleaning solvent and dried with
air pressure prior to inspection and reassembly of the
transmission.
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1. Clean the bearing assemblies as follows:

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b. Soak all bearing assemblies in CLEAN cleaning

Fig. 17 - Removing 2nd Speed G e a r Bushing Sleeve solvent. Gasoline is not recommended. Bearings
should never be cleaned in a hot solution tank.
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3rd Gear Drive Gear

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Hydraulic Press
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Countershaft
Remover Plates
T P M -6 6 6 6
Fig. 18 - Removing Countershaft D rive G ea r

M a in D rive G e a r
Drive G e a r
B e a rin g
Soft J a w s
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Fig. 1 9 - Removing or Installing M a in Drive
G e a r Bearing Retainer N ut
c. Slush bearings in solvent until all old lubricant
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is loosened. Hold bearing races so bearings will
not rotate; then brush bearings with a soft bris Fig. 20 - Removing M a in D rive G e a r Bearing
tled brush until ALL DIRT has been removed.
Remove loose particles of dirt by striking bearing NOTE: After cleaning and inspecting bearings
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flat against a block of wood. as directed, lubricate bearings generously with
d. Rinse bearings in clean solvent; then blow bear lubricant recommended in LUBRICATION (SEC.
ings dry with air pressure. DO NOT SPIN ra 10) of this manual; then wrap each bearing in
BEARINGS WHILE DRYING. clean paper until ready to reinstall in trans
e. Rotate each bearing slowly while examining balls mission.
or rollers for roughness, damage, or excessive
wear. Replace all bearings that are not in first Remove all portions of old gaskets from parts,using
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class condition. a stiff brush or scraper.
1. C lu tch Housing 29. Lock W asher 55. M ainshaft 2nd Speed G e a r

2. P . T . O . C ove r 30. Countershaft Front Bearing Bushing Sleeve
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3. G asket 31. Front Bearing Spacer 56. M ainshaft 2nd Speed G ea r

4. Bolt 32. Countershaft Drive G ear and Bushing Assembly
5. F ille r Plug Retainer Ring 57. 2nd G e a r Retainer W asher
Transmission Case 33. Countershaft Drive G e a r - Selective
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6.
7. Countershaft Rear Bearing 34. D rive G e a r Spacer 58. 2nd G e a r Retainer Snap Ring
8. Rear Bearing Retainer Nut 35. Countershaft 4th Speed G ear 59. 2nd and 3rd Speed
9. Countershaft Rear Bearing Cap 36. Countershaft 3rd Speed G e a r Synchronizer Assembly
10. Speedometer D rive G e a r 37. Countershaft G e a r Keys 60. M ainshaft 3rd Speed G ea r
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11. M ainshaft Rear Bearing Cap 38. Countershaft Thrust W asher

12. Rear Bearing C ap O il Seal 39. Reverse Idler Shaft Lock 61. M ainshaft 3rd Speed G e a r
13. Com panion Flange 40. Lock Bolt and Bushing Assembly
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14. Com panion Flange N ut 41. Reverse Idler Shaft 62. M ainshaft 4th Speed G e a r
15. D riven G e a r Adapter 42. Reverse Idler G e a r Bearing Locating Washer
16. Speedometer Driven G ea r 43. Bearing Spacer 63. M ainshaft 4th Speed G ea r
17. G asket 44. Reverse Idler G e a r Bushing Sleeve
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18. G asket 45. Reverse Idler G e a r Bearing 64. M ainshaft 4th Speed G ear
19. M ainshaft Rear Bearing 46. M a in D rive G e a r Bearing and Bushing Assembly
20. M ainshaft 1st G e a r Thrust C ap 65. 4th Speed G e a r Retainer
W asher 47. Pressure Rotor W asher - Selective
21. Drain Plug 48. Rotor Backing Plate 66. 4th G e a r Retainer Snap Ring
22. C lu tch Housing Stud N ut 49. Bearing Retainer Nut 67. 4th and 5th Speed
23. Lock W asher 50. M a in D rive G e a r Bearing Synchronizer Assembly
24. O il G a lle r y M a g n e tic Plug 51. M a in D rive G e a r 68. M ainshaft Pilot Bearing
25. C lu tch Housing C over 52. M ainshaft 69. M a in Drive G e a r " O " Ring
26. Lock W asher 53. M ainshaft Reverse G ea r 70. Rotor Vane
27. C ove r Bolt 54. M ainshaft 1st Speed G e a r and 71. Rotor D rive Pin
28. Bearing C a p A ttaching Bolt Bushing Assembly 72. Bushing Sleeve Pin
Captions for Fig. 21

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Fig. 21 - C la rk 401 Transmission Components

TRANSM ISSION A ND CLUTCH 7-54
INSPECTION TRANSMISSION CASE

1. Inspect rods and shafts for evidence of fatigue.
Check bearing surfaces for scoring or wear. 1. If previously removed, install expansion plug locat
2. Inspect all parts for discoloration or warpage due to ing ring in countershaft front bearing bore.
heat. 2. Install expansion plug, making sure plug is expanded
3. Examine all gear teeth and splines for chipped, enough to prevent oil leakage.
worn, broken, or nicked teeth or splines. Small
M A IN DRIVE GEAR ASSEMBLY
nicks or burrs may be removed with a fine abrasive
stone.
4. Inspect the breather assembly to see that it is open NO TE: Key numbers in text refer to Figure 21.
and not damaged.
5. Check all threaded parts for damaged, stripped, or 1. Using an arbor press and suitable installer sleeve,
crossed threads. install main drive gear bearing (50) on main drive
gear (51) with snap ring on bearing toward front end
6. Check all oil passages for obstructions, using brass
rods and air pressure. of drive gear (51).
2. Install drive gear bearing retaining nut (49). Tighten
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7. Replace all gaskets, oil seals, lock wire, cotter pins,
and snap rings. (If snap rings are not damaged or nut securely. Refer to Figure 19.
distorted and are not used for sealing as well as 3. Stake nut to lock in place.
retaining, they may be reused.)
8. Examine synchronizer assemblies for scoring, wear, COUNTERSHAFT ASSEMBLY
or other damage. Replace synchronizers if not in
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NO TE:
first class condition.
1. Using a plastic hammer, tap a Woodruff key (37)
other damage. Since repairs by welding, brazing,
into countershaft 3rd speed gear (36) and 4th speed
ry
etc., are not recommended, replace all damaged
parts. gear (37) slots in countershaft (38).
2. Press 3rd speed gear (36) on the countershaft (38)
10. Inspect all bushings for wear or other damage.
with long hub toward the rear.
11. Check keys and keyways for condition and fit.
12. Inspect shift forks for wear, distortion, or other
damage.
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3. Press 4th speed gear (35) on the countershaft (58)
with long hub toward the rear.
4. Install drive gear spacer (34) on countershaft (38).
13. Check springs for free length, compressed length,
5. Tap the remaining drive gear key (37) in slot in
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distortion, or collapsed coils.
countershaft; then press countershaft drive gear (33)
REPAIR on countershaft (38) with long hub toward the rear.
6. Install countershaft drive gear retaining ring (32) in
Key numbers in text refer to Figure 2. groove of countershaft (38).
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M a in s h a ft Rear Be arin g C a p MAINSHAFT ASSEMBLY

1. If inspection shows necessity, press or drive oil seal
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assembly (28) out of rear bearing cap (27). Discard NO TE: Key numbers in text refer to Figure 21.
oil seal.
2. Using a suitable sleeve and hammer or press, drive 1. Clamp mainshaft (52) in a vise with soft jaws with
or press new oil seal (28) in bore of bearing cap front end up.
(27). Lip of oil seal goes in toward transmission
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2. Install mainshaft 2nd speed gear bushing sleeve (55)

case. and lock pin (72) on mainshaft. Pin must be in
stalled toward pilot end of mainshaft (52) with oil
as
hole in sleeve lined up with oil hole in shaft (fig. 23).

3. To insure a proper tight stack-up between the 2nd
The importance of cleanliness cannot be over speed gear bushing sleeve (55), second speed gear
emphasized. Rebuild of the transmission should not be selective retaining washer (57), and snap ring (58),
attempted in a dirty working area. All parts, except the following procedure must be exercised.
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those being actually worked on should be kept covered a. Before 2nd speed gear (56) is installed on bush
with clean paper. ing sleeve (55), place retaining washer (57) on
Avoid nicking, marring, or burring all surfaces. When shaft and hold down securely against bushing
ever a common tool is specified, such as a "soft” ham sleeve (55).
mer or vise with "soft-jaws," that tool should be used. b. While holding snap ring (58) parallel to the re
Substitution of a hard hammer for soft hammer, for ex taining washer (57), slip snap ring into ring
ample, may seriously damage the transmission. Special groove in mainshaft (52). Select variable thick
tools, mentioned in text and shown in illustrations, should ness retaining washers (57) until a washer is se
be employed. List of tools will be found in SPECIAL lected that will allow snap ring (58) to fit securely
TOOLS at end of this manual. in the groove of mainshaft (52) (fig. 23).
When assembling the transmission, use new snap c. Remove selected washer (57) and install 2nd speed
rings, cotter pins, gaskets, and oil seals. Lubricate gear and bushing assembly (56) over bushing
each moving part with lubricant specified in LUBRICA sleeve (55).
TION (SEC. 0) of this manual. Coat all bushings with a d. Place selected washer (57) in position; then in
light coat of petrolatum before installation. stall snap ring (58) into groove of mainshaft (52).

Be sure snap ring is well seated and securely

Bushing locked in groove.
Sleeve
NOTE: End play on 2nd speed gear (56) must
be from 0.004" to 0.010". 2nd speed gear re
tainer washers (57) are available in sizes listed
in "Specifications" at end of this section.
4. Place 2nd and 3rd speed synchronizer assembly (59),
Mainshaft
large end of hub toward rear, on splines of main
shaft (52) and drop into position. Install 3rd speed
gear locating thrust washer (60) on shaft.
5. Position 3rd speed gear and bushing assembly (61)
over mainshaft (52) with toothed hub down and drop
into place.
6. Position 4th speed gear locating washer (62) on
mainshaft (52).
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7. With lock pin (72) in place in 4th speed gear bushing
sleeve (63), install bushing sleeve on mainshaft (52)
with lock pin toward pilot or front end of mainshaft.
Fig. 22 - Installing M ainshaft 2nd Speed It may be necessary to use a suitable sleeve and
G e a r Bushing Sleeve hammer to properly install sleeve.
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NOTE: Oil hole in sleeve must line up with
Selective Snap Ring oil hole in mainshaft.
Retaining Groove
W asher 8. To insure a proper tight stack-up between the 4th
ry
speed locating washer (62), 4th speed gear bushing
sleeve (63), 4th speed gear selective retainer washer
(65), and snap ring (66), the following procedures
Bushing
Sleeve
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a. Before the 4th speed gear (64) is installed on
bushing sleeve (63), place retaining washer (65)
on shaft and hold down securely against bushing
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sleeve.
b. While holding snap ring (66) parallel to the re
taining washer, slip snap ring into snap ring
Snap Ring groove in mainshaft (52). Select variable thick
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ness retaining washers (65), until a washer is se

lected that will allow snap ring to fit securely in
the groove of mainshaft (fig. 24).
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Fig. 23 - Installing M ainshaft 2nd Speed G ea r

V a ria b le Thickness Retainer Washer
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Mainshaft
Selective
W asher
Snap Ring
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3rd Gear
Fig. 24 - Selecting 4th Speed G e a r Va ria ble

Thickness Retainer Washer Fig. 25 - Adjusting Latch Plunger

c. Remove selected washer (65) and install 4th speed rod with offset for lock screw (6) toward re
gear and bushing assembly (64) over bushing pairman.
sleeve (63). e. Push 1st and reverse shift rod into the "Neutral”
d. Place selected washer (65) in position; then in position.
stall snap ring (66) into groove of mainshaft. Be f. Install lock screw (6) in lug (10) and fork (17);
sure snap ring is well seated and securely locked then wire securely. Refer to Figure 28.
in groove. 5. Assemble 4th and 5th shift rod (13) and shift fork (7)
NOTE: End play on 4th speed gear (64) must as follows:
be from 0.004” to 0.010". 4th speed gear re a. Push shift rod through forward opening in hous
tainer washers (65) are available in sizes listed ing (1), 4th and 5th forward rod support, and 4th
in "Specifications” at end of this section. and 5th shift fork (7), with offset for lock screw
(6) toward rear of housing (1).
9. Install 4th and 5th speed synchronizer assembly (67) b. Install two interlock balls (15) between 1st and
with large end of hub toward the rear. reverse and 4th and 5th poppet holes of rod
support.
10. Press mainshaft pilot bearing (68) on front end of
mainshaft (52). Remove the assembly from press c. Place interlock cross pin (18) into hole in 4th
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and 5th speed shift rod (13).
and cover with clean paper until ready for installa
tion. d. Place poppet spring (16) in position in well of
rod support.
e. Position poppet ball (15) on top of spring (16).
SHIFT BAR HOUSING ASSEMBLY
f. Using rod installer tool (J-8633) as before (fig.
26), compress spring in manner that will allow
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NOTE: Key numbers in text refer to Figure
12 .
shift rod to pass through rod support.
g. Install lock screw (6) in lug of shift fork (7).
1. Install latch plunger spring (9), latch plunger (8), Tighten screw firmly; then wire securely.
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and adjusting nut (11) in 1st and reverse shift lug h. Push shift rod into the "Neutral” position.
(10). 6. Install 2nd and 3rd speed shift rod (12), lug (5), and
2. Adjust latch plunger so rounded end is flush or shift fork (19) as described in the following:
slightly below the two flat ends of lug (fig. 25). a. Push shift rod through forward opening in housing
3. Place shift bar housing (1) on work bench upside
down with welch plug openings toward repairman.
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b. Install two interlock balls (15) between 2nd and
4. Assemble 1st and reverse shift rod (14), shift fork 3rd and 4th and 5th poppet holes of center rod
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(17), and lug (10) as follows: support.
a. Starting at left side of housing (1), push shift rod c. Slide 2nd and 3rd shift fork (19) on shift rod, with
through forward opening in housing, through for offset for lock screw toward repairman.
ward support and 1st and reverse shift lug (10). d. Place poppet spring (16) in position in well of
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b. Place poppet spring (16) in position in well of rod center rod support.
support. Position poppet ball (15) on spring (16). e. Position poppet ball (15) on top of spring (16).
c. Using installer tool (J-8633), compress spring f. Using rod installer tool (J-8633) as before (fig.
and ball in a manner which will allow shift rod to 27), compress spring and ball in manner that will
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pass through support (fig, 27). allow shift rod to pass through center rod sup
d. Position 1st and reverse shift fork (17) on shift port.
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Fig. 26 - Installing 1st and Reverse Shift Rod

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ig. 27 - Transmission Shift Rods Installed
1. 1st and Reverse Shift Fork 4. Lock W ire 7. 4th and 5th Shift Rod
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2. 2nd and 3rd Shift Fork 5. 4th and 5th Shift Fork 8. Shift Bar Housing
3. 2nd and 3rd Shift Rod 6. 1st and Reverse Shift Rod 9. Shift Rod Supports
g. Install lock screw in lug (5) and shift fork (19)

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and tighten firmly. Wire lock screw securely. Pressure Rotor

h. Move shift rod into the "Neutral" position; then
Backing Plate
check installation of interlock balls and pin by
trying to shift into two speeds at the same time.
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Shift rods should not shift into more than one

speed at a time.
j. Return shift rods to "Neutral" position.
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CONTROL TOWER ASSEMBLY
NOTE: On transmissions equipped with a con Rotor Vane

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ventional gearshift lever, accomplish the fol

lowing procedures:
Inlet Passage
1. Insert gearshift lever through bottom of tower. Po Drive Gear TPM-6660
sition shift lever so notches in ball portion engage
pivot pin heads.
2. Install spring seat washer (concave side against ball Fig. 28 - Pressure Rotor Installed
portion of lever). Install gearshift lever support
spring against spring seat washer and control tower. COUNTERSHAFT INSTALLATION
3. Position dust cover on gearshift lever and install
gearshift lever knob. 1. Install countershaft front bearing (30) in bore of
transmission case. Be sure to apply pressure on
ASSEMBLY OF TRANSMISSION outer race of bearing only.
2. Place countershaft front bearing spacer (31) in po
(Key Numbers in Text Refer to Figure 21) sition on front end of the countershaft (38).

3. Tip rear of countershaft (38) down and lower the as drive gear bearing cap (46), pressure rotor (47), and
sembly into transmission case, running rear end of new gasket in transmission case so the main drive
countershaft through rear bearing opening at rear of gear (51) engages and meshes with the countershaft
of case, far enough to permit front of countershaft drive gear (33).
to be lowered into place. Push countershaft forward
Oil inlet and outlet holes must
IM P O R T A N T :
into proper position.
line up with oil holes in transmission case and
4. Using hammer and suitable installer sleeve, install
the word TOP on bearing cap toward top of
countershaft rear bearing (7) on rear end of counter
transmission case.
shaft (38). Install countershaft rear bearing retainer
nut (8) loosely. 9. Install four bolts and lock washers. Tighten bolts
REVERSE IDLER GEAR INSTALLATION firmly.
10. Install mainshaft 1st speed gear thrust washer (20);
1. Insert two roller bearings (42 and 45), separated by then using a suitable installer sleeve and hammer,
spacer (43), into hub of reverse idler gear (44). install mainshaft rear bearing (19) on rear end of
2. Lower reverse idler gear assembly into position in mainshaft (52).
transmission case. The gear with chamfered teeth 11. Lock transmission gears into two speeds at the same
should be toward rear of case.
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time and tighten countershaft rear bearing retaining
3. Insert reverse idler shaft (41) through hole in rear nut (8). Draw nut up tight; then stake in position
of case, through reverse idler gear (44) and into with hammer and punch.
forward support boss of transmission case. The
NO TE: The retainer nut (8) was previously in
shaft should be driven in, until forward face of slot
stalled loosely in step 4 in countershaft in
in shaft (41) is flush with rear face of transmission
stallation.
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case and slot lined up to permit installation of lock
ing plate (39). 12. Position speedometer drive gear (10) on rear end of
4. Install reverse idler shaft lock plate (39) on idler mainshaft (52).
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shaft (41), engaging lock with slot in shaft. Secure 13. If not previously installed, install new mainshaft
lock to shaft with bolt and lock washer. Tighten rear bearing cap oil seal (12), using a suitable
bolt firmly. sleeve and hammer.
MAINSHAFT INSTALLATION
1. Position mainshaft 1st speed gear and bushing as
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bearing cap.
14. Install mainshaft (11) and countershaft (9) rear bear
sembly (54) and reverse gear (53) in transmission
ing caps and new gaskets. Tighten bolts firmly.
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case (6).
15. With transmission still "locked up," install propeller
2. Install mainshaft assembly (52) in transmission case
shaft brake companion flange (13) and retainer nut
by tilting rear end of the assembly down and lower
(14) on rear end of mainshaft. Tighten nut to 250
ing into and through reverse gear (53), 1st speed
foot-pounds torque; then install new cotter pin.
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gear (54), and opening in rear of case. Use care

16. Install speedometer driven gear (16) and adapter (15)
while meshing splines on shaft with teeth on reverse
in mainshaft rear bearing cap (11) meshing teeth of
gear (53). Lower front end of mainshaft in line with
drive and driven gears.
pilot bearing opening in case and move the assembly
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forward into proper position. Refer to Figure 8. 17. Install P.T.O. covers (2) and new gaskets (3). Tighten
3. Install pressure rotor backing plate (48) on the main attaching bolts firmly.
drive gear shaft (51). 18. Install drain and filler plugs (21 and 5). Tighten
plugs securely.
4. Position pressure rotor drive pin (71) on drive gear
19. Install the pressure rotor oil gallery magnetic plug
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shaft (51).
(24) in transmission case. Tighten plug firmly.
5. Install pressure rotor (47) on drive gear shaft (51).
20. If not previously installed, install clutch housing (1)
Side of rotor marked FRONT
as
IM P O R T A N T : on transmission case attaching with four stud nuts

goes toward front of transmission away from the and lock washers. Tighten stud nuts securely.
backing plate. With rotor drive pin (71) at the
top and vane slot in rotor at bottom, check for
SHIFT BAR HOUSING INSTALLATION
oil inlet hole in the rotor. This hole must be on
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left side of rotor vane slot, or with the drive 1. With transmission in "Neutral," install shift bar
gear turning in a clockwise direction, oil inlet housing on transmission case, attaching with eleven
hole must be ahead of the rotor vane. Install bolts and lock washers. Tighten bolts firmly.
rotor vane (70) (fig. 28). 2. Install control top oil baffle and two new gaskets,
one over and one under the oil baffle.
6. Position new O-ring seal (69) in groove in pressure 3. Install transmission propeller shaft brake parts.
rotor backing plate (48). 4. Check to be sure transmission is in "Neutral," by
7. Install main drive gear bearing cap (46) on main holding brake drum and turning main drive gear.
drive gear (51).
IM P O R T A N T : Oil inlet and oil outlet holes CONTROL TOWER INSTALLATION
must align between rotor backing plate (48) and
drive gear bearing cap (46). Align word TOP NO TE: On transmissions having a conventional
on cap with TOP on backing plate. gearshift lever, accomplish the following pro
cedures:
8. Position main drive gear (51), backing plate (48),

1. With transmission in "Neutral," position a new 2. Install control tower on shift bar housing, attaching
gasket on shift bar housing. with four bolts and lock washers. Tighten bolts
securely.
SPECIFICATIONS
GENERAL DATA Reverse Idler Gear
M a k e .................................................. Clark 5-Speed Type ............................................................. Roller
Type .......................................5-Speed Synchromesh Make and Number.................................. Hyatt #95732
M odel........................... .................................. 401V Outside D iam eter........................................... 1.875"
Nominal Torque Rating . ....................... 450 Ft. Lbs. Inside D iam eter........................................... • 1.250"
........................... S.A.E. #2 Operating Space......................................... • • 2.000"
Lubrication.................. ......... Pressure Lubricated
m
(Refer to Lubrication (Sec. 10 for Recommended
Lubricant.) MAINSHAFT (New Limits)
Diameter at Pilot E n d .................... ... 1.3783"-1.3788"
Diameter at 4th Speed G e a r ........... ... 2.3750"-2.3755"
co
GEAR RATIOS Diameter at 3rd Speed Gear . . . . . . 2.6255"-2.6260"
SPEED RATIO Diameter at 2nd Speed G e a r............... 3.0000"-3.0005"
1st . . . . . ..................... . Diameter at Reverse G e a r................. 3.8350"-3.8355"
2nd ............................... Diameter at 1st Gear.......................... 2.7510"-2.7515"
3rd ........................................... .................... 2.68:1
.
Diameter at Rear B e a rin g................. 2.1649"-2.1654"
4th ........................................... .................... 1.64:1 L en gth ....................................................... 21-1/32"
ry
5th ................................................................ 1.00:1
Reverse ......................... Number of Splines at 4th and
ra 5th Synchronizer.................. ........................ 10
Number of Splines at 2nd and
BEARINGS (New Limits) 3rd Synchronizer............................................... 10
Main Drive Gear Number of Teeth at Reverse Gear . . .................... 22
Type ........................... Single Row Ball w/Snap Ring Backlash with M ate.............................. 0.001"-0.005"
b
Make and Number ......... .............. N.D. 47513X.I.A. Number of Splines at
Outside D iam eter........... Companion Flange .................................. .. 10
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Inside D iam eter..............

B a lls .............................. MAINSHAFT GEARS
W idth.............................. Mainshaft 2nd Speed Gear
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Inside D iam eter......... 3.3745"-3.3755"

Mainshaft Front Outside Diameter . . . . 8.823"-8.833"
Type .............................. Number of Teeth (Outer) ...................51
Make and Number........... Backlash with Mate . . . . 0.005"-0.010"
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Outside D iam eter........... Number of Clutch Teeth . ............ .. . 20

Inside D iam eter.............. Backlash with Mate . . . . 0.006"-0.010"
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W idth.............................. Width ....................... , 2.108"-2.138"
Mainshaft 3rd Speed Gear

Mainshaft Rear Inside D iam eter.............................. 2.7495"-2.7505"
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Type ....................... Single Row Ball w/Snap Ring Outside Diam eter........................... 7.456"-7.466"
Make and Number........... . . . . . . . . N.D. 43311XRIA Number of Teeth (O u te r).......................................43
Outside Diameter . . . . . . Backlash with M ate.............................. 0.005"-0.010"
Inside D iam eter......... .. . Number of Clutch Teeth......................................... 19
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B a lls .............................. Backlash with M ate.............................. 0.006"-0.010"

W idth..............................
W idth.................................................. 2.072"-2.092"
Countershaft Front Mainshaft Reverse Gear
Type .............................. Inside D iam eter.................................. 3.530"-3.535"
Make and Number........... Outside D iam eter.............................. 10.076"-10.086"
Outside Diameter . . . . . . Number of Teeth (O u te r).......................................50
Inside D iam eter........... .. Backlash with M ate.............................. 0.006"-0.012"
W idth.............................. Number of Teeth (Inner) .......................................22
W idth........................................................... 1-13/16"
Countershaft Rear
Type ........................... Single Row Ball w/Snap Ring MAIN DRIVE GEAR
Make and Number........... .............. N.D. 47309X.I.A. Len gth .................................................... 12-27/32"
Outside Diam eter........... .............. 3.9364"-3.9370" Diameter at Spline E n d ....................... 1.495"-1.499"
Inside Diam eter.............. ............. 1.7712"-1.7717" Number of Splines ................................................10

Inside Diameter at Mainshaft Pilot Number Gear Teeth
Bearing Surface............................. 2.6746"-2.6751" F ro n t.................................... ........................... 21
Diameter at Mainshaft Rear .................................... ........................... 19
Clutch T e e t h .................................. . 2.723"-2.733" Backlash with M ates................ ......... 0.006"-0.012"
Number Clutch Teeth ....................... .................. 17
Backlash with M ate........................... . 0.006"-0.010" REVERSE IDLER GEAR BEARING SPACER
Diameter at Gear E n d ....................... . 4.456"-4.466" Inside D iam eter....................... ......... 1.500"-1.510"
Number of Teeth at Countershaft Outside Diam eter.................... .................... 1.750"
Drive Gear Contact......................... .................. 25 .................. 0.7656"
Backlash with M ate........................... . 0.005"-0.010"
Diameter at Front Bearing Surface . . 2.5590"-2.5595" REVERSE IDLER SHAFT
Diameter at Pilot E n d ....................... 0.9832"-0.9837" ........................... 10"
Outside Diam eter................................ 1.252"-1.253"
COUNTERSHAFT
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Diameter at Front SPRINGS
Bearing Surface.............................. 1.9664"-1.9669" 1st and Reverse Latch Plunger Spring
Diameter at 3rd, 4th, and Free Length .................... ........... 1-9/16"
Drive Gear Surfaces....................... 2.5010"-2.5015" Compressed Length ......... . . . . 1” Under 30-35 Lbs.
Diameter at Rear Solid Length .................... .............. 19/32"
Bearing Surface.............................. 1.7716"-1.7721" Number of C o ils ................ .......................9
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Number 1st Speed Gear Teeth . . . . 15 Poppet Ball Spring
Backlash with M ate........................... . 0.006"-0.012" Free Length .................... .............. 1-1/2"
Number 2nd Speed Gear Teeth ......... ......... 25 Compressed Length........... . 15/16" Under 35-40 Lbs.
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Backlash with M ate........................... . 0.005"-0.010" Number of C o ils ................ .............. 10-3/4
Number Reverse Gear Teeth.............. ........... 17
Backlash with M ate........................... . 0.006"-0.012" SHIFT RODS
L e n g th ............................................. ......... 19-1/32" 1st and Reverse Shift Rod
COUNTERSHAFT GEARS
raL en gth .............................
Outside Diam eter..............
........... 12-1/2”
0.7395"-0.7400"
Drive Gear
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Diameter of B o r e ............................. 2.4995"-2.5000" 2nd and 3rd Shift Rod
Outside D iam eter............................. . 8.990"-9.000" Len gth ............................. ........... 9-15/16"
Number of Teeth ............................. .................. 53 Outside D iam eter............. 0.7395"-0.7400"
Backlash with M ate........................... . 0.005"-0.010"
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W idth................................................ ......... 2-7/32" 4th and 5th Shift Rod

......... 9-15/16"
3rd Speed Gear 0.7395"-0.7400"
Diameter of B o r e .............................. 2.5095"-2.5100"
cc
Outside D iam eter............................. . 5.990"-6.000" WASHERS

Number of Teeth .............................. .................. 34 Mainshaft 1st Speed Gear Thrust Washe r
Backlash with M ate........................... . 0.005"-0.010" Inside D iam eter................ . . 2.167"-2.177"
W idth................................................ 1.809"-1.815" .............. 3-3/8"
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Thickness......................... 0.154"-0.156"
4th Speed Gear
Diameter of B o r e .............................. 2.4995"-2.5000" Mainshaft 2nd Speed Gear Retainer Washer
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Outside D iam eter.............................. . 7.531” -7.541" (Select One at Assembly)

Number of Teeth ............................. .................. 44 Thin
Backlash with M ate........................... . 0.005"-0.010" . . 2.736” -2.746"
W idth................................................ 1.705"-1.711" Outside Diam eter.............. ........... 3-13/16"
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Thickness......................... . . 0.158"-0.160"
COUNTERSHAFT FRONT BEARING SPACER Splines (Inner)
Inside D iam eter................................ .................. 2" .................... 10
Outside D iam eter............................. .................. 3"
Medium
W idth................................................ ........... 0.095" Inside D iam eter................ . . 3.034"-3.044"
......... 3-13/16"
COUNTERSHAFT DRIVE GEAR SPACER . . 0.162"-0.164"
Thickness.........................
Inside D iam eter................................ . 2.750"-2.760"
Splines (Inner)
Outside D iam eter............................. . 2.640"-2.652" .................... 10
W idth................................................ 1.883"-1.887"
Notch (Outer)
.................... 1
REVERSE IDLER GEAR
Diameter of B o r e .............................. . 1.875"-1.876" Thick
Outside Diameter—Rear G ear........... . 4.190”-4.200" Inside D iam eter................ . . 3.034"-3.044"
Outside Diameter—Front G e a r ......... . 4.476"-4.486" Outside Diam eter.........................................3-13/16"

Th ick n ess............................................. 0.166"-0.168” Splines (Inner)
Splines (Inner) Number............................................................... 10
Number .................................................................10 Teeth (Outer)
Notches (Outer) Number ............................................................. 18
Number ................................................................... 2 Notches (Outer)
Number..................................................................2
Mainshaft 3rd Speed Gear Thrust Washer Notch (Inner)
Inside D ia m e te r.................................... 2.628"-2.638" Number ............................................................... 1
Outside D ia m e ter..............................................3-1/4”
T hickness.............................................. 0.154”-0.156" BUSHING SLEEVES
Mainshaft 2nd Speed Gear Bushing Sleeve
Mainshaft 4th Speed Gear Locating Washer Inside Diameter . . . .*....................... 3.0000"-3.0005"
Inside D ia m e te r.................................... 2.377"-2.388” Outside Diam eter............................. 3.2505"-3.2510"
Outside D ia m e ter..............................................3-1/4" W idth.................................................. 1.451"-1.454"
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T h ick n ess.............................................. 0.154"-0.156"
Notch (Outer) Mainshaft 4th Speed Gear Bushing Sleeve
Number ................................................................... 1 Inside Diam eter................................ 2.3750” -2.3755”
Outside Diam eter............................. 2.6255” -2.6260”
Mainshaft 4th Speed Gear Retainer Washer W idth.................................................. 1.438"-1.441"
(Select One at Assembly)
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Thin PRESSURE ROTOR
Inside D ia m e te r.................................... 1.933"-1.943" Inside Diam eter.................................. 1.748"-1.749"
Outside D ia m e ter.................................. 3.142"-3.152" Outside D iam eter................................ 2.994”-2.995"
W idth.................................................. 0.338"-0.340"
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Th ickn ess.............................................. 0.158’'-0.160"
Splines (Inner) Width of Vane Slot .............................. 0.124"-0.125"
Number ................................................................. 10 Diameter of Oil Passage ........................... 0.1875"
Teeth (Outer)
Notch (Inner)
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Number ................................................................. 18
PRESSURE ROTOR VANE
Number ................................................................... 1 Length ......................................................... 0.500"
W idth.................................................. 0.338"-0.340"
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Medium
Thickness......................................... 0.1215"-0.1225”
Inside D ia m e ter.................................... 1.933"-1.943"
Outside D ia m e ter.................................. 3.142"-3.152"
ROTOR BACKING PLATE
Th ickness.............................................. 0.162"-0.164"
Inside Diam eter.................................. 1.758"-1.760"
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Splines (Inner)
Outside Diam eter................................ 6.248”-6.250"
Number ................................................................. 10
Width........................................................... 0.6562"
Teeth (Outer)
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Number ................................................................. 18
Notch (Inner)
Number ................................................................. 1
Thick Location Foot-Pounds
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Inside D iam eter.................................... 1.933"-1.943" Selector Finger to Shifter Shaft Screw.......................25

Outside D ia m e te r.................................. 3.142"-3.152" Shift Lever Pivot Bolt Nut .................................. 25-31
T h ick n ess.............................................. 0.166"-0.168" Companion Flange Nut............................................. 250
as
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5-SPEED TRAN SM ISSIO N

(SPICER MODELS 5652, 5752C)
GENERAL
The heavy-duty 5-speed transmission (Spicer) (fig. 1)
CONTROL
is a manually shifted, synchromesh, helical gear type. LEVER
Fifth forward speed is direct drive. The clutch or main
drive gear bearing is a single row ball type. The main
shaft is supported by a straight roller pilot bearing at the L O C K IN G S P R IN G
front and a single row ball bearing at the rear. The PIN HOLE
countershaft is mounted on a straight roller bearing at
the front and a single row ball bearing at the rear. The
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SEAL
reverse idler cluster rotates on two straight roller
SLOTTED
bearings. A 9-1/2" x 3” band type propeller shaft park PIN
ing brake is mounted at the rear of the transmission,
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C O N T R O L LEVER
except tandems with auxiliary transmissions. Power H O U S IN G
take-off openings are provided on both the right and left
sides of the transmission case.
GEARSHIFT LEVER
.
R e m o val
ry
1. Press down on gearshift lever spring cup and drive
locking pin out of lever. Lift off cup, spring, cap
Fig. 2 - Removing G earshift Lever
and seal (fig. 2). ra
4TH SPEED 3RD SPEED 3RD SPEED 2ND & 3RD 2N D SPEED
M /S GEAR M/S GEAR M/S GEAR
b
2N D SPEED
4TH & 5TH SY N C H R O N IZ E R
SHIFTER FORK
1ST & REVERSE
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SHIFTER FORK
4TH SPEED
1ST & REVERSE
SYNCHRONIZER
M/S GEAR
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5TH SPEED
SYN C H R O N IZ E R
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CLUTCH OR
M A IN DRIVE
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GEAR
as
REVERSE & 2 N D SPEED

COUNTERSHAFT GEAR
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POW ER TAKE-OFF
SIDE
DRIVEN
COUNTERSHAFT
GEAR
4TH SPEED 1ST SPEED

CO UNTERSH AFT CO UNTERSH AFT
GEAR G EAR
REVERSE IDLER
3RD SPEED GEAR & POWER
COUNTERSHAFT TAKE-OFF GEAR
GEAR LEFT SIDE
Fig. 1 - 5 -Sp e e d Transmission (Typical)

2. Remove snap ring from groove in lever housing and FIRST A N D REVERSE
tap out slotted pin. Lift lever out of housing.
Installation
1. Insert lever in housing with slot in lever in line with
hole through side of cover, and curve in lever to
rear.
2. Install slotted pin through housing and lever and in
stall snap ring.
3. Slide a new seal over lever onto the top of the hous
ing and install the cap, spring and cup. Press down
on cup to compress spring, and install locking pin
through hole in lever above cup.
TRANSMISSION COVER
R e m o val
1. Remove accelerator pedal, floor mat and transmis
om
sion cover from body floor.
2. Remove gearshift lever from transmission cover.
3. Remove capscrews attaching transmission cover to
Fig. 4 - Removing Inner Plunger Pin
transmission case and remove cover.
C A U T IO N : Place a piece of cardboard over
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transmission cover opening, using two of the POPPET
cover attaching screws to hold it in place. This
will keep anything from falling into the trans
ry
mission case.
D isa sse m b ly
1. Remove plunger retainer (fig. 3) and spring from ra
transmission cover, then tilt cover so outer plunger
pin will come out of cover.
2. Remove control lever housing-to-cover bolts, lift
housing from cover and remove gasket.
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3. Remove inner plunger pin from first-and-reverse
shifter lever (fig. 4) and, if control lever housing or
first-and-reverse shifter lever is to be replaced,
remove nut and lock washer from shifter lever stud.
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Tap stud into housing to remove lever.

Fig. 5 - Removing Poppet Springs
4. Lift poppet springs from holes in cover (fig. 5).
Turn cover upside down over a clean container so
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poppet balls will drop out of holes into container.

5. Place cover upside down, remove plugs from front
of cover and remove lock wire from set screws in
shifter forks (fig. 6).
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6. Remove set screws from fourth-and-fifth speed

shifter fork and tap shaft out through hole in front
as
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Fig. 6 - Shifter Shaft and Fork Installation
of cover. Remove fork. Remove interlock poppet

through opening for shaft (fig. 7).
7. Remove set screw from second-and-third shifter
shaft and tap shaft out through hole in front of
cover. Remove fork. Slip interlock pin from shaft
(fig. 8). Remove interlock poppet through hole for
shaft (fig. 7).
8. Remove set screw from first-and-reverse shifter
Fig. 3 - Removing Plunger Retainer fork and from shifter head. Tap shaft out through

of cover and through forward boss. Then slide

shifter head on shaft with slot in head toward center
of cover as shown in Figure 9. Push shaft through
rear boss and install set screw through head into
shaft and install lock wire.
2. Install first-and-reverse (smallest) shifter fork on
end of shaft, install set screw and lock with wire.
3. Tilt cover and install interlock poppet into position
against first-and-reverse shaft (fig. 7).
4. Insert second-and-third shifter shaft (shaft with hole
for interlock pin) through hole in front of cover and
through forward boss. Slide fork having largest web
onto end of shaft, with fork to rear and install inter
lock pin in shaft as shown in Figure 8.
5. Slide shaft the rest of the way in, holding shaft level
so pin will stay in shaft. Install set screw in shaft
and lock with wire.
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6. Tilt cover and install interlock poppet into position
against second-and-third shifter shaft (fig. 7).
7. Insert fourth-and-fifth shifter shaft through hole in
front of cover. Position previously installed shifter
Fig. 7 - Location of Interlock Poppets shafts so interlock poppet will permit passage of this
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shaft and slide shaft through forward boss.
8. Install shifter fork on shaft with fork to front as
2nd & THIRD
SHIFTER FORK
shown in Figure 10. Install set screw and lock with
wire.
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INTERLOCK
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4th & 5th

SHIFTER SHAFT
SHIFTER SH AFT
cc
Fig. 8 - Removing Interlock Pin

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SHIFTER
HEAD Fig. 10 - Installing 4th and 5th Shifter Fork
as
FO RW ARD 9. Install plugs in front of cover (fig. 6), using a small

BO SS
amount of Permatex or equivalent around plugs to
1st & REVERSE seal.
SHIFTER SHAFT 10. Place cover right side up on bench and install poppet
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balls and springs in holes in cover (fig. 11).

11. Position first-and-reverse shifter lever in control
lever housing with boss next to housing and install
stud from inside housing. Secure stud with nut and
lock washer, then insert plunger pin in first-and-
reverse shifter lever (fig. 4). Assemble new gasket
on cover and install housing so lever fits in slot in
Fig. 9 - Installing Shifter Head shifter head.
12. Insert outer plunger pin in cover and install spring
hole in front of cover, removing fork and head from and retainer as shown in Figure 8.
shaft.
Installation
A s se m b ly 1. Remove cardboard covering from transmission case.
1. With cover upside down on bench, insert first-and- 2. Make sure all transmission gears are in neutral and
reverse (longest) shifter shaft through hole in front install cover assembly with new gasket to transmis-

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Fig. 13 - Removing M ainshaft Rear Bearing
Fig. 11 - Installing Poppet Balls and Springs
speed synchronizer to keep them from sliding off
shaft, lift assembly out top of case.
sion case, making sure shifter forks slide over their
7. Pick bearing rollers out of clutch gear, remove
proper gears and that reverse shifter lever properly clutch gear bearing retainer from front of case and
engages reverse shifter head.
tap gear and bearing from case.
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3. Install transmission cover attaching bolts and tighten
8. Remove countershaft assembly and reverse idler
to 20-25 ft. lbs.
gear assembly as follows:
4. Install gearshift lever and check operation by shifting
a. Remove countershaft rear bearing retainer and
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into all gears.
gasket.
5. Install transmission cover to body floor, install floor
b. Install adapter Tool J-4761 in end of idler gear
mat and replace accelerator pedal. ra shaft and using slide hammer as shown in Figure
14, pull idler gear shaft. Lift idler gear from
Disassembly
case and remove thrust washers.
1. Mount transmission in holding fixture Tool J-5750 as
shown in Figure 12 and remove parking brake band
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and linkage. Remove cotter pin and nut from rear
of mainshaft and pull brake drum and flange from
shaft.
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Fig. 14 - Removing Idler G e a r Shaft Using Tool J-4761

and Slid e Hammer
as
NOTE: Hold gear horizontal to avoid dropping

bearings from either end.
c. Block countershaft from turning and remove
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countershaft cotter pin, nut and washer.

d. Slide countershaft assembly to rear to move rear
bearing out of case. Then using Tool J-8107,
Fig. 12 - Transmission In H olding Fixture Tool J-5750
pull bearing from shaft (fig. 15). Lift counter
shaft assembly out top of case.
2. Remove transmission cover and gasket as outlined 9. If countershaft front bearing is to be removed from
under, "Maintenance and Adjustments". case, tap out bearing and spacer (plug) from inside
3. Remove speedometer driven gear from rear bearing case.
retainer and remove retainer.
4. Remove speedometer drive gear and thrust washer Mainshaft
from rear of mainshaft.
5. Slide mainshaft assembly to rear to bring rear bear Disassembly (See Fig. 16)
ing out of case. Remove snap ring, and using Tool 1. Slide fourth-and-fifth speed synchronizer assembly
J-1619, pull bearing from shaft as shown in Figure 13. off forward end of shaft and slide first-and-reverse
6. Holding first-and-reverse gear and fourth-and-fifth gear off rear end of shaft.

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Fig. 15 - Removing Countershaft Rear Bearing
2. Remove snap ring from mainshaft and slide thrust

washer and fourth speed gear off gear sleeve.
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3. Support rear face of third speed gear on suitable
press plates and press shaft from gear. Fourth
speed gear sleeve will be pushed off ahead of gear.
NO TE: Second-and-third speed synchronizer
y.
may be shifted to engage second speed gear to
obtain maximum space for placement of press
plates (fig. 16).
4th SPEED
G EAR
2nd & 3rd
SYN C H R O N IZE R
ar
br
4th & 5th 3rd SPEED 2nd SPEED
SPEED G EAR G EAR
SY N C H R O N IZ E R
1st & REVERSE
G EAR
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M A IN SH A F T
cc
Fig. 16 - M ainshaft Assembly

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4. Slide second-and-third speed synchronizer off shaft.

5. If inspection shows the need for replacement of
Fig. 18 - Removing Synchronizer Hub, Step 1
as
second speed gear, second-and-third synchronizer

hub, or mainshaft, proceed as follows:
A sse m b ly
a. Remove synchronizer hub snap ring from shaft.
b. Support rear face of second speed gear on suit 1. Slide second-speed gear on mainshaft with synchro
able press plates and press shaft to obtain 5/16" nizer cone toward front end of shaft.
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clearance between rear hub of second speed gear 2. Install Woodruff Keys opposite each other in shaft.
and forward end of splines on mainshaft (fig. 18). Start synchronizer hub on shaft and align keyways in
hub with keys in shaft. Support shaft on Tool J-6418
If shaft is pressed further than
C A U T IO N : and, using Tool J-6419-1, as shown in Figure 20,
shown, forward hub of gear will hang up on press hub onto shaft tight against shoulder on shaft.
Woodruff Keys for synchronizer hub. Install snap ring.
3. Slide second-and-third speed synchronizer on hub,
c. Remove press plates from under second speed
with longer hub of synchronizer toward second-speed
gear and install Tool J-6418, between gear and
synchronizer hub. Locate shaft so keys in shaft gear (fig. 21).
4. Slide third speed gear on shaft with synchronizer
are in line with space between plates, and press
shaft out of hub as shown in Figure 19. cone toward rear of shaft.
5. Start fourth-speed gear sleeve on shaft with flanged
N O TE: If tool will not fit between gear and end of sleeve facing third speed gear and pin in
hub, insert washers between gear and hub and sleeve between splines of shaft. Support shaft in
repeat operation described in step "b". press plates Tool J-0996 and, using Tool J-6419-1

DRIVE
m
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y.
Fig. 1 9 - Removing Synchronizer Hub, Step 11
ar Fig. 21 - Installing 4th Speed G e a r Sleeve
br
and -2 as shown in Figure 21, press sleeve onto
shaft until flange is tight against shoulder on shaft.
6. Slide fourth-speed gear onto sleeve with synchro
nizer cone toward forward end of shaft. Install
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thrust washer against gear and install snap ring in

shaft.
7. Slide fourth-and-fifth speed synchronizer assembly
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on forward end of shaft so bronze ring slides onto

tapered hub of fourth speed gear.
8. Place first-and-reverse gear on splines at rear end
of shaft, with shift fork collar toward forward end of
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shaft.
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Countershaft
D isa sse m b ly (Fig. 22)
1. Remove thrust washer and the drive gear snap ring
as
from forward end of shaft.

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Fig. 20 - Installing 2nd and 3rd Speed Synchronizer Hub Fig. 22 - Countershaft Assembly

2. Support rear face of drive gear in arbor press and

press shaft out of gear.
3. Remove fourth-speed gear snap ring from shaft and,
with rear face of gear supported in arbor press,
press shaft out of gear.
4. Support rear face of third-speed gear in arbor press
and press shaft out of gear.
5. Remove keys from countershaft.
A s se m b ly
1. Install key for each gear in countershaft and lubri
cate countershaft and bore of each gear before in
stalling gear.
2. Start third-speed gear on shaft with long hub of gear
toward front of shaft. Align keyway in gear with
key in shaft and press gear tight against shoulder on
shaft.
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3. Start fourth-speed gear on shaft with long hub of gear
toward forward end of shaft. Align keyway in gear
with key in shaft and press gear onto shaft.
4. Install snap ring in shaft next to fourth-speed gear.
5. Start drive gear on shaft with long hub of gear toward
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rear of shaft. Align keyway in gear with key in shaft
as shown in Figure 23, and press gear tight against
shoulder on shaft. Install snap ring in shaft. Fig. 24 - Removing C lutch G e a r Bearing
ry
Clutch Gear and Bearing
Wash assembly in cleaning solvent and inspect gear ra

teeth and bearing surfaces for excessive wear. Rotate
clutch gear bearing by hand to check for roughness. If
inspection indicates need for replacement of bearing or
clutch gear and shaft, remove snap ring from shaft,
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support bearing snap ring on suitable press plates to
start bearing far enough to get clearance to position
Tool J-5740 under bearing as shown in Figure 24, and
press gear and shaft out of bearing.
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To install new bearing start bearing straight on end of

gear with snap ring toward shaft end of gear. Support
bearing on Tool J-5740 as shown in Figure 25 and, using
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as
Fig. 25 - Installing Bearing on Clutch G ear
a hard wood block against rear face of gear, press bear

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ing tight against thrust surface of gear. Install large

snap ring in bearing and small snap ring in shaft.
TRANSMISSION
A sse m b ly
(Refer to Figure 26 for relative location of parts.)
1. If countershaft front bearing was removed from case,
start bearing into place, then position spacer (plug)
against bearing and tap into case as shown in Figure
27 until edge of spacer is flush with case. Use
Permatex or equivalent to seal plug.
2. Place thrust washer on forward end of countershaft
assembly and lower assembly into case, with rear of
Fig. 23 - Installing Countershaft D rive G e a r shaft through rear bore in case.

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Fig. 26 - 5 - Speed Transmission G e a r Details and Relative Location o f Parts
ra
1. C lu tch G e a r 9. W oodruff Key 19. Snap Ring 27. W oodruff Key
2. Pilot Bearing 10. M a inshaft 20. Snap Ring 28. Countershaft
Rollers 11. First-and-Reverse G ea r 21. Thrust Washer 29. W asher
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3. Synchronizer - 4th and 5th 12. Thrust Washer 22. Snap Ring 30. Nut
Speed 13. Speedometer Drive G ea r 23. Countershaft Drive 31. Cotter Pin
4. Fourth-Speed G e a r 14. Output Flange G ea r 32. Thrust W asher
5. Third-Speed G ea r 15. N ut 24. Snap Ring 33. Bearing
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6. Syn ch ron izer - 2nd and 3rd 16. Snap Ring 25. Countershaft 4th Speed 34. Reverse Idler G ea r
Speed 17. Thrust W asher G ea r 35. Bearing
7. Synchronizer Hub 18. Fourth-Speed G ear 26. Countershaft 3rd Speed 36. Thrust Washer
8. Second Speed G e a r Sleeve G ea r 37. Reverse Idler G ea r Shaft
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Fig. 27 - Installing Countershaft Front Bearing Spacer

Fig. 28 - Installing Countershaft Rear Bearing
3. Start rear bearing on countershaft with snap ring
toward rear, slide countershaft forward into front cotter pin.
bearing and start rear bearing into bore in case. 5. Install reverse idler gear as follows:
Using Tool J-6419-1 and -2, tap bearing on shaft and a. Coat thrust washers with heavy grease and place
into case as shown in Figure 28. in position in case, with lugs on washers in slots
4. Install flat washer and castellated nut on counter at each boss (grooves in washers facing each
shaft. Tighten nut to 150 ft. lbs. torque and install other).

b. Install roller bearing assemblies in each end of

idler gear and insert gear in position (large gear
toward front of case).
c. Insert idler gear shaft in rear of case and turn
shaft so flat on shaft is vertical and faces coun
tershaft (fig. 29). Push shaft through rear thrust
washer, bearings, front thrust washer and into
front bore. Tap shaft into case until flat on shaft | REVERSE IDLER 0
is flush with rear of case. I SHAFT /
6. Install countershaft rear bearing retainer with new
gasket. Locate retainer so extended boss on re
tainer fits in flat on reverse idler shaft.
7. Lower the mainshaft assembly into case with threaded
end of shaft extending out rear bore in case. (See
NOTE under Step 10.)
8. If not previously installed, slide fourth-and-fifth
m
speed synchronizer assembly on front of mainshaft.
9. Start rear bearing straight on mainshaft with snap Fig. 2 9 - Reverse Idler Shaft Installation
ring toward rear. Move shaft and gear forward to
co
start bearing straight into case and, using Tool
J-6419-1 and -2, tap bearing onto shaft and into case
as shown in Figure 30.
10. Coat pilot bearing rollers with heavy grease and in
stall in clutch gear. Start bearing into case with
y.
rollers over mainshaft. Using Tool J-6419-1 and
-2, tap bearing to bring snap ring tight against case.
NO TE: When assembling a close ratio model

the clutch gear can not be installed from the
front of the case. In these models the clutch
gear will have to be installed from inside the
ar
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case, before Step 7 above is performed.
11. Install new gasket and install bearing retainer,

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making sure the oil slot in gasket and retainer line Fig. 30 - Installing M ainshaft Rear Bearing
up with oil hole in front of transmission case.
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12. Install speedometer drive gear thrust washer on 14. Install propeller shaft flange and brake drum on
mainshaft and then install drive gear tight against output shaft and install nut. Torque nut to 280 ft.
washer. lbs. and install cotter pin.
13. Install mainshaft rear bearing retainer with new 15. Install transmission cover gasket and cover as
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gasket making sure the oil slots in gasket and re sembly.
tainer line up with hole in transmission case. 16. Install propeller shaft brake band and levers.
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AUXILIARY TRANSMISSION
(3-SPEED— MODEL 5831-B)
OVERHAUL
DISASSEMBLY 4. Support opposite end of mainshaft at overdrive gear
and press mainshaft from clutch gear (5) and over
Key numbers in text refer to Figure 1. drive gear (6).
1. Remove drain plug (25) and drain lubricant from
transmission. COUNTERSHAFT A N D GEARS
2. Remove P.T.O. covers and mount transmission in Low speed gear teeth are integral with countershaft.
suitable stand. Cluster gear is retained by snap ring and Woodruff key.
3. Remove cover to case bolts and lift cover and gasket 1. If necessary to remove bearings (22 and 32), use
from transmission case. puller which will apply pressure on bearing race.
4. Lock transmission by locking both shift collars (4 2. Using tool (J-8039) as shown in Figure 2, remove
om
and 8) into engagement with mating gears at same snap ring (30) from groove in forward end of counter
time. Remove propeller shaft flange nuts; then re shaft.
move both flanges (15 and 41). 3. Support gear (28) and use arbor press to press
5. Remove front support from main drive gear bearing countershaft out of gear. Remove Woodruff key (29).
cap (42).
6. Remove countershaft rear bearing cap (23) noting COVER A N D SHIFTING M ECH ANISM
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number of shims (24) under cap.
7. Remove mainshaft rear bearing cap (12), and remove 1. Remove oil seals (47) from transmission cover.
snap ring (10) from bearing (11). 2. Remove set screws (2) from shift forks.
ry
8. Assemble transmission bearing puller set (J-4414) 3. Remove retainer (53) from side of cover (49), then
using adapter (J-4414-4) to engage snap ring groove jar spring (50) and ball (51) out of cover.
in bearing (11). Use long side bolts to attach cross 4. Remove direct and overdrive shift rod (46) from
cover first, then pull low speed shift rod (54) out of
bar to adapter.
NO TE: If countershaft is not to be removed,
ra cover. Shift forks (1 and 7) can be removed from
inside cover as shift rods are pulled out.
pack clean cloth under front end of mainshaft to
5. Jar interlock (52) and low speed poppet ball (51),
prevent mainshaft pilot bearing roller from
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and spring (50) out of cover.
falling to bottom of case. Lift front end of
mainshaft upward and remove mainshaft and gear
assembly from case. Remove pilot bearing
rollers (33). Snap rings and spacers should be replaced with new
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parts when transmission is reassembled. New gaskets

9. Remove drive gear bearing cap (42) from front of
and oil seals should be used also.
transmission, pulling bearing (38) with bearing cap.
Refer to "Specifications" at end of this section for fits
10. Remove drive gear bearing snap ring then remove
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and tolerances.
drive gear assembly with bearing from inside of
When units are overhauled, the component parts should
case. be thoroughly cleaned and inspected. Parts should be
11. Force countershaft toward rear to remove bearing thoroughly cleaned in a solvent; then inspected for wear
cup (21) from case; lift front end of countershaft
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and tolerances.
upward and remove assembly from case. Remove
1. Remove all portions of old gaskets or sealing com
front bearing cup (31) from case. pound. Use a stiff brush on all parts.
as
2. Slush bearing assemblies in cleaning fluid. If solid

DISASSEMBLY OF SUBASSEMBLIES particles remain in bearings, tap the assembly
DRIVE GEAR A N D BEARING sharply on a block of wood to dislodge particles.
When drying bearings with compressed air, do not
spin bearings. Slowly turn the bearings with hand
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Using arbor press or suitable bearing puller, remove while directing the air at right angle to the assembly.
bearing assembly (35) from drive gear.
Lubricate clean bearings thoroughly; then cover
DRIVE GEAR BEARING CAP with a clean cloth until ready to use.
3. Gears having teeth broken, chipped, cracked, or
Remove oil seal (39) from bearing cap; then remove worn should be replaced. Small nicks or burrs on
bearing (38) from cap.
gear teeth may be removed with a slip stone or
MAINSHAFT AND GEARS hone. This method, however, is only practical on
small nicks.
1. Mark shift collars (4 and 8) and clutch gears (5 and 4. Notches on shift rods should be inspected for worn
9) so they may be assembled in same positions when condition, and poppet springs should be tested for
rebuilding transmission. proper pressure.
2. Remove shift collars from clutch gears.
3. Support mainshaft assembly at low speed gear (20);
remove clutch gear (9) by pressing mainshaft out of
SUBASSEMBLY BUILD-UP
clutch gear and low speed gear. Key numbers in text refer to Figure 1.

TRANSMISSION
1 Direct and Overdrive Shift 9 Low Speed Clutch Gear 19 Gasket
Fork 10 Bearing Snap Ring 20 Mainshaft Low Speed Gear
2 Set Screw 11 Mainshaft Rear Bearing 21 Bearing Cup
3 Lock Wire 12 Rear Bearing Cap 22 Bearing Cone
AND
4 Shift Collar 13 Speedometer Drive Gear 23 Countershaft Rear Bearing
5 Direct and Overdrive 14 Oil Seal Cap
CLUTCH
Clutch Gear 15 Rear Flange 24 Shims
m
6 Mainshaft Overdrive Gear 16 Flange Nut 25 Drain Plug
7 Low Speed Shift Fork 17 Mainshaft 26 Transmission Case
7-72
8 Low Speed Shift Collar 18 Speedometer Driven Gear 27 Countershaft
co
y.
P L A N V IE W OF CONTROL COVER
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28 Countershaft Gear
29 Woodruff Key
30 Snap Ring
31 Bearing Cup
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32 Bearing Cone
33 Mainshaft Front Bearing Rollers
34 Snap Ring
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35 Drive Gear Rear Bearing
36 Drive Gear
37 Bearing Spacer
ca 38 Drive Gear Front Bearing
39 Oil Seal
40 Flange Nut
41 Front Flange
42 Drive Gear Bearing Cap
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43 Breather Assembly
CHEVROLET
44 Gasket
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45 Cover Gasket
46 Shift Rod (Direct and Overdrive)
SERIES
47 Oil Seal
as
48 Snap Ring
70-80
49 Control Cover
Poppet Spring
HEAVY
50
51 Poppet Ball
DUTY
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52 Interlock
53 Poppet Spring Retainer
TRUCK
54 Shift Rod (Low Speed) TPM-3202

SHOP
M AN U A L
F ig . 1 - A u x ilia r y Transm ission - M o d e l 5831 - B
J J
Pliers
S n a p R in g
C oun te rshaft
om
Fig. 2 - Removing Countershaft Snap Ring Fig. 3 - Installing M a in D rive G e a r Rear Bearing
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COUNTERSHAFT GEARS A N D BEARINGS 2. Assemble shift fork (7) on rod and retain with set
screw and lock wire.
1. Drive countershaft gear key into slot in countershaft; 3. Place interlock (52) in hole between shift rod bosses.
then using arbor press and suitable driver, press
ry
Insert shift rod (46) into cover and assemble shift
gear (28) into place on countershaft. fork (1) onto rod. With shift rod (54) in neutral posi
2. Install new snap ring (30) in groove at forward edge tion, push shift rod (46) through support and into
of countershaft. ra neutral position. Then install poppet ball (51), spring
3. Press bearing cone on each end of countershaft, (50), and retainer (53).
being sure that cone seats firmly against shoulder 4. Install set screw (2) to lock fork (1) on rod, then
on countershaft. install lock wire (3) through heads of both fork set
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MAINSHAFT A N D GEARS screws.
5. Install new oil seals (47) on front of cover around
1. Lubricate bearing surface on mainshaft with trans shift rods.
mission oil, then install overdrive gear (6) on main
shaft with spur teeth toward front of mainshaft. ASSEMBLY
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2. Press direct and overdrive clutch gear (5) into place With subassemblies assembled and prepared as di
on mainshaft with side of gear marked "X " toward rected previously in "Subassembly Build-up” in this
front. Secure gear on shaft with snap ring (48). section, proceed as follows to install the subassemblies
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3. Install low speed gear (20) on mainshaft with spur into case. Key numbers in text refer to Figure 1.
teeth toward rear end of mainshaft. 1. Install countershaft front bearing cup (31) in bore
4. Install low speed clutch gear (9) at rear end of main at front of transmission case, then install drive gear
shaft with side of gear marked "X ” toward rear. bearing cap (42) temporarily with new gasket.
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5. Install shift collars (4 and 8) on respective clutch Tighten cap screws evenly and firmly.
gears. 2. Lower the countershaft and gear assembly into case
DRIVE GEAR A N D BEARING with rear end of shaft out through rear bearing bore,
as
then move countershaft assembly forward so that

Using tool (J-6419) as shown in Figure 6, install bear front bearing (32) enters cup (31).
ing (35) with snap ring groove toward front of main drive 3. Install rear bearing cup (21). Using same thickness
gear. Bearing inner race must seat firmly against of shims (24) as was removed at disassembly, install
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shoulder on gear. rear bearing cap (23) temporarily. Tighten bearing

M A IN DRIVE GEAR FRONT BEARING, cap bolts, meanwhile turning countershaft by hand.
CAP A N D OIL SEAL If binding of countershaft bearings is noted before
cap bolts are fully tightened, remove cap and add
1. Using a driver or arbor press install drive gear shims. If cap bolts are tightened with a shim pack
front bearing (38) evenly into bearing cap (42). which is too thin, bearings will be damaged. Three
2. With lip of new oil seal (39) facing toward rear, sizes of shims (0.003", 0.010", and 0.030") are avail
install seal evenly into front of bearing cap. able for use in adjusting countershaft bearings.
Bearing adjustment is correct when countershaft can
COVER AND SHIFTING M ECH A N ISM be turned without evidence of binding and without
1. Mount cover in vise by right-hand flange. Drop one perceptible end play. After correct adjustment is
poppet spring (50), and ball (51) into place in poppet obtained, remove front bearing cap (42).
well in cover, then insert shift rod (54) into hole in 4. From inside case, install main drive gear (36) with
front of cover and through rod support while holding bearing (35) into case and secure with snap ring (34).
poppet ball down to permit rod to pass. See Figure 4.

B e a rin g D rive G e a r
Hammer
TPM-7634
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Fig. 4 - Installing M a in D rive G e a r in Case
5. Position bearing spacer (37) on main drive gear, then

using new cap gasket (44) install bearing cap with
assembled bearing (38) and oil seal (39) to trans
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mission case. Tighten cap screws evenly and firmly.
6. Install thirteen mainshaft front bearing rollers (33)
into pilot recess at rear of main drive gear.
ry
NO TE: Use heavy grease to retain bearing
Fig. 5 - Installing M ainshaft Rear Bearing
rollers in place.
7. Lower mainshaft into position in case with output mission, then tighten flange nuts to 400-450 foot
end extending through bore in rear of case, then
move the assembly forward, guiding mainshaft pilot
ra pound torque. Continue tightening nuts until cotter
pin holes are aligned, then install new cotter pin.
into roller recess in drive gear. 12. Move shift forks to neutral position, then place cover
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8. Install bearing (11), using tool (J-6419) as shown in gasket on case and install cover assembly being
Figure 8. Install snap ring (10) and place speedom careful that forks enter grooves in shift collars as
eter drive gear (13) on mainshaft against bearing. cover is lowered into place.
9. Install new oil seal (14) in mainshaft rear bearing 13. Install front support bracket on trunnion at bearing
cap with seal lip pointing inward. Also assemble cap (42), referring to Figure 3 for method of deter
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speedometer driven gear (18) in cap if this part has mining front side of support bracket.
been removed. 14. Install rear support beam on transmission case; then
10. Install bearing cap (12) using new gasket. assemble hand brake mechanism at rear of trans
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11. Install flanges (15 and 41). Lock gears of transmission.
SPECIFICATIONS
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MAKE AND MODEL.............. SPICER 5831-B 3-SPEED Mainshaft Gears to Sliding

T Y P E ................................Constant Mesh Helical Gear Clutches........................................... 0.004"-0.007”
as
GEAR RATIOS Sliding Clutches to Clutch G ear........... 0.004"-0.007"

Low ............................................................. 2.35:1 CLEARANCE BETWEEN
Direct ........................................................... 1.00:1 Shifting Forks and Shift Collars........... 0.005"-0.016"
O verd rive....................................................... 0.85:1 SHIMS AND SPACERS
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BEARINGS Countershaft Rear Bearing Cap Shim

Type Thickness................................ 0.003” -0.010"-0.030"
Drive G ear.................................................... Ball SHIFT ROD POPPET SPRING
Mainshaft Free Length................................................ 1-15/32"
F ro n t...................................................... Roller Lbs. Pressure @ 1-21/64" ....................... 29# ± 3#
Rear ......................................................... Ball GEARS AND SHAFTS
Countershaft.................. Opposed Tapered Rollers Mainshaft Overdrive Gear
Mainshaft G e a r s ........................................... Plain Bore I.D.......................................... 2.2520” -2.2525"
Tapered roller bearings adjustable by means of shims Mainshaft Direct Drive
(See text). Gear Bore I.D.................................. 2.2520"-2.2525"
GEAR BACKLASH Mainshaft Diameter at
Mainshaft Low Speed Gear Gear S urfaces................................ 2.2488”-2.2493"
to Countershaft ................................ 0.006"-0.0H'' TORQUE WRENCH SPECIFICATIONS
Drive Gear and Mainshaft Drive Gear N u t ......... ...................... 400-450 ft-lbs.
O.D. Gear to Countershaft Gear......... 0.006"-0.009" Mainshaft Nut .................................. 400-450 ft-lbs.

(4-SPEED— MODEL 6041)
OVERHAUL
DISASSEMBLY MAINSHAFT A N D GEARS
1. Remove shift collar (14) from clutch gear (13). If
bearing (52) has remained on mainshaft, it will first
1. Remove drain plug (42) and drain fluid from trans be necessary to remove this part.
mission. Remove cover to case bolts and lift cover 2. Remove snap ring (11). Pull clutch gear (13) off
(15) from transmission case. splines at front of mainshaft; then remove overdrive
2. Lock transmission by locking both shift collars (14 gear (17).
and 22) into engagement with mating gears at same
time. Remove mainshaft nut (31); then remove rear
COUNTERSHAFT GEARS A N D BEARINGS
flange (32). NO TE: Key numbers in text refer to Figure 1.
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3. If front support has not been removed, then remove Countershaft gears should be marked so that correct
front support from main drive gear bearing cap (50). position will be known when installing.
4. Remove countershaft rear bearing cap (37), noting 1. Using suitable puller, remove bearing cones (49 and
number of shims (36) under cap. 38) from countershaft.
5. Remove mainshaft rear bearing cap (27) and gasket 2. Remove countershaft 2nd speed gear rear snap ring
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(35) with oil seal (29) and speedometer driven gear (40) from end of countershaft, then remove 2nd speed
(33) in cap, then remove oil seal (29) and speed gear (41) from countershaft.
ometer driven gear (33) from cap (27) and sleeve. 3. Remove countershaft drive gear snap ring (51) from
ry
6. Remove main drive gear bearing cap (50) with front of countershaft.
bearings (6-7 and 53-54), main drive gear (3), seal 4. Using arbor press, press drive gear (46) and coun
and seal cap (55). tershaft overdrive gear (44) from countershaft.
7. Remove speedometer drive gear (28). Then using ra
puller (J-4558) as shown in figure 5, press mainshaft COVER A N D SHIFTING M ECHANISM
with front pilot bearing (52), mainshaft overdrive N O TE: Key numbers in text refer to Figure 3.
gear snap ring (11), overdrive and direct clutch
1. Mount cover in vise and remove lock wires (3) and
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gear (13), collar (14), and overdrive gear (17) out
shift fork clamp screws (4).
through front of case, leaving 1st speed gear (18),
2. Remove poppet screw from each side of cover and
1st and 2nd speed clutch gear (23) and collar (22)
jar springs, balls, and retainer out through poppet
and mainshaft 2nd speed gear (24) and sleeve (34)
in case. Remove these items from case after re screw holes.
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3. Remove shift rods (1 and 6) from cover, stripping off

moving mainshaft.
forks (5 and 7) as shift rods are removed. Tip cover
8. Remove mainshaft rear bearing assembly (26) from
on one side and jar interlock out of shift rod boss.
transmission case.
4. Remove shift rod oil seals, in the event new seals
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9. Drive countershaft toward rear far enough to force

are required.
rear bearing cup (39) out of case. Using snap ring
pliers, remove countershaft 2nd speed gear front 5. Remove transmission breather assembly from cover.
snap ring (40) from groove, slide 2nd speed gear (41) CLEANING AND INSPECTION
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forward, then lift countershaft assembly out of case.

10. Remove countershaft front bearing cup (48) from 1. When transmissions are overhauled, the component
parts must be thoroughly cleaned and inspected.
case.
Parts should be thoroughly cleaned in suitable clean
as
11. Remove power take-off covers, and filler plug from

ing solvent, then inspected for wear and tolerances.
case.
2. Remove all portions of old gaskets or sealing com
DISASSEMBLY OF SUBASSEMBLIES pound. Use a stiff brush on all parts.
Key numbers in text refer to Figure 1. 3. Slush bearing assemblies in cleaning solvent. If
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solid particles remain in bearings, tap the assembly

M A IN DRIVE GEAR A N D BEARINGS
sharply on a block of wood to dislodge particles.
1. Remove oil seal and oil seal cap (55) with gasket (5) When drying bearings with compressed air, do not
from main drive gear bearing cap (50). Seal can then spin bearings. Slowly turn bearings with hand while
be removed from cap. directing air pressure at right angle to the assembly.
2. Support cap (50) at flange; then press main drive Lubricate clean bearings thoroughly; then cover with
gear (3) out of cap. clean lint-free cloth until ready to assemble.
3. Remove spacer (8) and bearing cone (54) from main 4. Gears having broken, chipped, cracked, or worn
drive gear shaft. Washer (4) and bearing cone (6) teeth must be replaced. Small nicks or burrs on
may be lifted from bearing cap. gear teeth may be removed with a slip stone or hone.
4. If inspection reveals damage or wear at bearing cups This method, however, is practical only on very
(7 and 53), they may be driven out of cap and re small nicks.
placed with new parts. 5. Snap rings should be replaced with new parts when
5. If bearing (52) has remained in pocket of drive gear transmission is reassembled. New gaskets should be
(3), remove with suitable puller. used.

m
co
y.
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Fig. 1 - A u x ilia ry Transmission - M od e l 6041

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1. Propeller Shaft Flange 18. M ainshaft 1st Speed G e a r 37. Countershaft Rear Bearing C ap
2. M a in D rive G e a r N ut 19. 1st and 2nd Shift Rod 38. Countershaft Rear Bearing Cone
3. M a in D rive G e a r 20. 1st and 2nd Shift Fork 39. Countershaft Rear Bearing Cup
4. Com panion Flange W asher 21. Shift Fork Screw 40. Countershaft 2nd Speed G e a r
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5. Seal G asket 22. 1st and 2nd Speed Clutch Snap Rings
6. O u te r Bearing Cone G e a r C o lla r 41. Countershaft 2nd Speed G e a r
7. O u te r Bearing Cup 23. 1st and 2nd Speed C lu tch G e a r 42. Drain Plug
8.
as
D rive G e a r Bearing Spacer 24. M ainshaft 2nd Speed G e a r 43. Countershaft 1st Speed G e a r
9. Bearing C ap G asket 25. Shifter Housing G asket 44. Countershaft O verd rive G e a r
10. D irect and O ve rd rive Shift 26. M ainshaft Rear Bearing Assy. 45. Countershaft Keys
Rod 27. M ainshaft Rear Retainer Cap 46. Countershaft D rive G ear
11. M ainshaft O ve rd rive G e a r Assy. 47. Transmission Case
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Snap Ring 28. Speedometer D rive G e a r 48. Countershaft Front Bearing

12. Shift Rod O il Seal 29. O il Seal C up
13. O ve rd rive and Direct Clutch 30. M ainshaft 49. Countershaft Front Bearing Cone
Gear 31. M ainshaft N u t 50. Mai.n D rive G ea r Bearing C ap
14. O ve rd rive and Direct Clutch 32. Flange 51. Countershaft D rive G ea r Snap
C o lla r 33. Speedometer D riven G ea r Ring
15. Shifter Housing (Cover) 34. M ainshaft 2nd Spd. G e a r Sleeve 52. M ainshaft Front Bearing
16. D irect and O ve rd rive Shift 35. Retainer C a p G asket 53. Bearing C up
Fork 36. Rear Bearing C ap Adjusting 54. Bearing Cone
17. M ainshaft O v e rd riv e G e a r Shims (0.003, 0 .0 1 0 & 0.03 0) 55. Seal Cap

Fig. 2 - Pressing M ainshaft O u t o f Case
6. Refer to "Specifications" at end of this section for

fits and tolerances.
om
COUNTERSHAFT GEARS A N D BEARINGS Fig. 3 - C ove r and Shifting M echanism
NOTE: Key numbers in text refer to Figure 1. 1. Direct and O v e rd riv e 5. 1st and 2 n d Shift Fork
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1. Drive gear keys (45) in countershaft slots, then using Shift Rod 6. 1st and 2nd Shift Rod
arbor press and suitable driver, press countershaft 2. Shifter Housing (Cover) 7. Direct and O verd rive
overdrive gear (44) and drive gear (46) into place. 3. Lock W ire Shift Fork
ry
Refer to marks made at disassembly for correct 4. Shift Fork Screw
relative position of each gear.
piece of 2" diameter tubing about 4" long over end of
2. Install new countershaft drive gear snap ring (51) in ra shaft. Bearing cap (50) should turn readily, but not
groove at forward edge of countershaft drive gear
spin on shaft with pressure applied. If bearing ad
(46).
justment is too loose or too tight, select correct
3. Press cone (49) on front end of countershaft, making
spacer listed in "Specifications" at end of this group.
sure that cone seats firmly against countershaft.
After correct spacer has been installed, remove as
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4. Install 2nd speed gear front snap ring (40) over end
sembly from arbor press.
of countershaft. Do not install in groove at this time.
If seal has been removed from seal cap (55), press
5. Install 2nd speed gear (41) on countershaft, then po
new seal in cap being careful not to damage seal.
sition rear snap ring (40) in groove in countershaft.
5. Place washer (4) in position against bearing cone;
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6. Press cone (38) on rear end of countershaft, making

then install seal cap (55) with new gasket. Install
sure that cone seats firmly against countershaft.
cap bolts and tighten firmly.
MAINSHAFT AND GEARS
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NOTE: Key numbers in text refer to Figure 1. COVER A N D SHIFTING M ECH ANISM
1. Place mainshaft (30) in soft jaws of vise, front end
up, then apply heavy gear oil on bearing surfaces. NOTE: Key numbers in text refer to Figure 3.
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Install overdrive gear (17) on mainshaft, then install 1. Mount cover (2) in vise. Coat oil seal recesses with
overdrive and direct clutch gear (13) with shoulder sealing cement, and press new shift rod oil seals into
toward overdrive gear. recess.
as
2. Install mainshaft overdrive gear snap ring (11) in

groove at front end of mainshaft. 2. Insert 1st and 2nd shift rod (6) (longer of two rods) in
3. Install mainshaft overdrive and direct clutch gear bottom hole of cover (2), being careful not to damage
collar (14), with external teeth toward front end of oil seal.
mainshaft. 3. Move shift rod through support and install 1st and
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4. Install mainshaft pilot bearing (52) on mainshaft, 2nd shift fork (5) on rod with offset toward front as
using suitable bearing replacer. rod is moved into position.
4. Install clamp screw (4), move rod to neutral position,
M A IN DRIVE GEAR, BEARINGS,AND BEARING CAP and tighten clamp screw. Install lock wire (3) re-(
NOTE: Key numbers in text refer to Figure 1. taining clamp screw.
5. Insert interlock in rod support boss; then insert
IMPORTANT: Apply transmission lubricant to
direct and overdrive shift rod (1) (shorter of two
drive gear bearings before installing.
rods) in top of cover.
1. Press main drive gear bearing cups (7 and 53) into 6. Install direct and overdrive shift fork (7) on rod with
cap (50) and install inner bearing (54) on main drive offset toward front and move rod through rod support
gear (3), then install drive gear bearing spacer (8) boss.
on main drive gear. 7. Install poppet balls, springs, retainer, and poppet
2. Place main drive gear (3) and bearing cap (50) in screws.
arbor press, with bearing spacer in place. 8. Move rod (1) to neutral position, tighten fork clamp
3. Apply pressure on front bearing inner race using a screw (4) firmly, and retain with lock wire (3).

and 2nd clutch gear (23) and collar (22) and 2nd speed
TRANSMISSION gear (24) into position in case. Then guide main
ASSEMBLY shaft assembly through front of case and through
gears in case. Slide 2nd speed gear sleeve (34) into
With subassemblies assembled and prepared as directed
hub of 2nd speed gear through rear of case.
previously in "Assembly o f!Subassemblies" in this section,
proceed as follows to install the subassemblies into case. 6. Using new gasket (9), install main drive gear bearing
Key numbers in text refer to Figure 1. cap (50) with main drive gear (3) and bearings on
front of case, guiding mainshaft pilot bearing into
1. Install countershaft front bearing cup (48) in bore at
front of transmission case. pocket of main drive gear (3). Tighten cap to case
2. Lower the countershaft and gear assembly into case bolts firmly.
7. Press mainshaft rear bearing (26) onto rear of main
with rear end of shaft out through rear bearing bore,
shaft and into case, then place speedometer drive
then move countershaft assembly forward so that
gear on mainshaft, with shoulder toward front of
front bearing (49) enters cup (48). Install drive gear
transmission.
bearing cap assembly temporarily with new gasket.
8. Install mainshaft rear bearing cap (27) and gasket
Tighten cap screws evenly and firmly. Then slide
(35) on rear of case with cap screws and washers.
countershaft 2nd speed gear (41) into place on counter
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Tighten cap screws firmly.
shaft and install snap ring (40) in groove ahead of
2nd speed gear.
3. Install rear bearing cup (39). Using same thickness NO TE: It is recommended that new mainshaft
and main drive gear nuts be used when overhaul
of shims (36) as was removed at disassembly, install
ing transmission.
rear bearing cap (37) temporarily. Tighten bearing
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cap bolts, meanwhile turning countershaft by hand. 9. Install propeller shaft flange on splines at rear of
If any binding of countershaft bearings is noted before mainshaft (30) and retain with nut, tightening nut to
cap bolts are fully tightened, remove cap and add 400-450 foot-pounds torque to lock clutch gear (23),
shims. If cap bolts are tightened with a shim pack 2nd speed gear sleeve (34), rear bearing (26), speed
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which is too thin, bearings will be damaged. Three ometer gear (28), and flange solidly together.
sizes of shims (0.003", 0.010", and 0.030” ) are avail 10. Place transmission front support bracket on trunnion
able for use in adjusting countershaft bearings. Bear ra at bearing cap (50), then install front flange and re
ing adjustment is correct when countershaft can be tain with nut. Tighten nut to 400-450 foot-pounds
turned without evidence of binding and without per torque.
ceptible end play. 11. Using a new cover gasket (25), install coveron trans
4. Remove main drive gear bearing cap assembly (50) mission case, being sure that shift forks enter
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that was temporarily installed in step 2. grooves in shift collars (14 and 22). Install breather
5. Lower mainshaft 1st speed gear (18), mainshaft 1st assembly in transmission cover.
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SPECIFICATIONS
GENERAL DATA SHIFT ROD POPPET SPRING
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Type ........................... Constant Mesh, Helical Gear Free Length (approx.).................................. 1-53/64"
S peeds............................................................. Four Lbs. Pressure @ 1 -1 / 4 ".................................. 36-40
Model Number.................................................. 6041
GEAR RATIOS GEAR BACKLASH
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1st ............................................................... 2.14:1 Main Drive Gear to Countershaft

2nd ................................................................ 1.24:1 Drive G e a r ...................................... 0.006"-0.011"
3 r d ............................................................... 1.00:1 Mainshaft Overdrive Gear to Countershaft
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4th ................................................................ 0.86:1 Overdrive G e a r ................................ 0.006"-0.012"

SHIMS AND SPACERS Mainshaft 1st Spd. Gear to Countershaft
Main Drive Gear Bearing Spacer Lengths . . . . 1.377" 1st Spd. G ear.................................... 0.006"-0.012"
1.379", 1.381", 1.383", 1.385", 1.387", 1.389", 1.391", Mainshaft 2nd Spd. Gear to Countershaft
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1.393", 1.395" - Select as required. 2nd Spd. Gear .................................. 0.006"-0.012"

Countershaft Rear Bearing Cap Shim Thickness Sliding Clutches to Clutch G ears......... 0.004"-0.007"
0.003", 0.010", 0.030"

4 SPEED
Available as an option on Chevrolet 70-80 Series Truck capacity 7041 Series has heavier components used
models is a Spicer/Dana 4-speed auxiliary transmission throughout the gear train. Ratios of the 7041 auxiliary
Series 7041. The 7041 transmission is similar in design transmission are as follows:
to the Spicer/Dana 6041 Series auxiliary that is available
as an option on Chevrolet 70-80 Series Truck models, F i r s t .......................................... 2.31:1
however, these two transmissions differ in ratios, input Second.................................... ... 1.21:1
capacity, and shifter mechanism design. Third (D ir e c t)......................... ... 1.00:1
To accommodate the higher operating torques of the Fourth (O verd rive)........... ..........0.83:1
6V53 and Toro-Flow Diesel engine, the larger, higher
OVERHAUL
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SHIFT CONTROLS 5. If shift rod oil seals (10) are damaged, pry out with
large screwdriver and discard.
DISASSEMBLY (Figure 1)
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6. Remove old gaskets or sealing materials from ma
1. Remove retaining capscrews, lock nuts and lock chined surfaces and clean case cover.
washers. Separate cover (1) from case and gasket. 7. Wash all shift control parts and examine thoroughly
2. Remove the two poppet retainers (2) from side of before reassembly.
case and use small magnet to remove poppet balls
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(4) and poppet springs (2). ASSEMBLY
3. Cut lock wire and remove set screws (5) from 3rd- 1. If shift rod oil seals (10) were discarded, use 1-1/2"
4th speed shift fork (6), and 1st-2nd speed shift fork tubing and assemble new oil seals into bore of case.
(7).
4. Use soft rod to tap (upper) 3rd-4th shift rod (8) and
(lower) 1st-2nd shift rod (9) free of shift forks and
out of case.
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in case, to make sure they slide freely.
3. Remove shift rods and apply a light coat of grease to
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all case bores and rods as they are assembled.
NOTE: Use caution as shift rod (9) is removed 4. Select the longer shift rod (1st-2nd shift rod 9) and
from case to prevent loss of shift rod interlock enter into bottom shift rod opening.
5. With long hub toward the front, assemble 1st-2nd
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Fig. 1 - A u x ilia ry Transmission Shift Controls and C ove r
1. Transmission C o ve r 5. Shifter Fork Lock Screws 9. 1 -2 Shift Rod „

2. Poppet Retainers 6. 3 - 4 Shifter Fork 10. Shift Rod Seals
3. Poppet Springs 7 . 1-2 Shifter Fork 11. Shift Rod Interlock
4. Poppet Balls 8. 3 - 4 Shift Rod

shift fork (7) to lst-2nd speed clutch collar (7), curely in notch and torque to 50 lbs. ft. Secure with
Figure 4. Pass shift rod (90) through shift fork (7) lock wire.
and rear case boss. 11. Assemble poppet ball (4), spring (3) and spring re
6. Locate shift fork in its proper position and secure to tainer (2) in lower hole on right side of transmission
shift rod with set screw (5). Tighten set screw case.
securely in notch and torque to 50 lbs. ft. Secure 12. In a similar manner, assemble poppet ball, spring
with lock wire. and spring retainer in upper hole.
7. Locate 1st-2nd shift rod in neutral position and drop 13. With 3rd-4th speed shift rod in 4th speed position,
interlock pin (11) through hole provided in top right use large screwdriver and try to move lst-2nd shift
corner of case. Be sure interlock is seated in neu fork out of neutral position. If interlock is in place,
tral notch of shift rod. 1st-2nd shift rod will be locked in neutral position.
8. Enter 3rd-4th speed shift rod (8) in top shift rod 14. Return 3rd-4th speed shift rod to neutral position.
opening. Rotate drive gear and check shifting of both rods to
9. With long hub toward the front, assemble 3rd-4th make sure the forks are free in clutch collars and
speed shift fork (6) in 3rd-4th speed clutch collar move readily and completely into each gear position.
(19), Figure 10. Pass shift rod through shift fork 15. Use light coat of gasket cement and assemble cover
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and rear case boss. gasket to transmission case.
10. Locate shift fork in its proper position and secure 16. Assemble transmission case cover (1) to case and
to rod with set screw (5). Tighten set screw se secure with cap screws, lock washers and stud nuts.
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Fig. 2 - Transmission Assem bly (Cross-Section)
1. 3 - 4 Shift C o lla r 11. D rive G e a r Rear Bearing 21. 1st Speed G e a r Sleeve 30. Countershaft D rive G ear
2. 4th Speed G e a r Retainer Ring 22. 3 - 4 Speed C lutch G e a r Snap Ring
3. 1-2 Shift C o lla r 12. D rive G e a r Pocket Bearing Snap Ring 31. Countershaft Drive G ea r
4. 1st Speed G e a r 13. M ainshaft Rear Bearing Cap 23. 2nd Speed G ea r 32. Countershaft 4th Speed G ea r
5. D rive G e a r Bearing Cap 14. Countershaft Rear Bearing Cap 24. 4th Speed G e a r Sleeve Snap Ring
6. D rive G e a r Rear Bearing 15. Countershaft Shim Pack 25. 4th Speed G e a r Sleeve 33. Countershaft 4th Speed
7. D rive G e a r Front Bearing 16. Rear O il Seal Lock Pin (overdrive) G ea r
8. D rive G e a r 17. M ainshaft Rear Bearing W asher 26. Countershaft Front Bearing Cup 34. Countershaft 2nd Speed
9. D rive G e a r Bearing 18. M ainshaft Rear Bearing 27. Countershaft Rear Bearing Cup G ea r
Spacer 19. 1st Speed G e a r Thrust Washer 28. Countershaft Front Bearing 35. Countershaft
10. Front O i l Seal 20. 3 - 4 Speed C lutch G e a r 29. Countershaft Rear Bearing 36. M ainshaft

17. If breather was removed, use light coat of gasket 14. Wash all parts, dry and examine thoroughly before
cement on threads of breather and assemble to assembly.
cover.
COUNTERSHAFT
GEARS AND CASE DISASSEMBLY (Figure 2) 1. Use soft drift and hammer to tap countershaft for
ward; this will remove front bearing cup (26) from
DRIVE GEAR
case.
1. Remove transmission cover, shift forks, and shift 2. Use soft drift and hammer to tap countershaft rear
rods from transmission as outlined under shift con ward to remove rear bearing cup (27) from case.
trols disassembly. 3. Remove countershaft and gear assembly by lifting
2. Lock auxiliary transmission in two gears by engaging countershaft up and out top of case.
3rd-4th speed shift collar (1) with 4th speed gear (2) 4. Use a suitable puller and remove countershaft front
and 1st-2nd speed shift collar (3) with 1st speed gear 428) and rear (29) bearing cones.
(4). 5. Remove countershaft drive gear snap ring (30). Sup
3. Pull cotter pins and use 2-1/8” socket to remove port countershaft drive gear (31) with parallel bars
drive gear and mainshaft companion flange nuts. as close to hub as possible. Press countershaft free
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4. Use puller J-7804 or equivalent and remove drive of gear.
gear and mainshaft companion flanges. 6. Remove 4th speed gear snap ring (32). Support 4th
5. Remove cap screws and lock washers from drive gear speed (overdrive) gear (33) and press countershaft
bearing cap (5). Use two puller screws 3/8-16 N.C. free of gear.
at least 2-1/2" long and remove drive gear bearing 7. Support 2nd speed gear (34) and press countershaft
cap with bearings (6 and 7) and drive gear (8) intact. free of gear.
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6. Support bearing cap assembly on flange and press
drive gear free of bearing cap, bearings and spacer. GEARS AND CASE ASSEMBLY
7. Move drive gear bearing spacer (9) aside and use
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drift to tap outer roller bearing and oil seal (10) out COUNTERSHAFT (Figure 3)
front of bearing cap. Remove bearing spacer.
N O TE: All countershaft gears should fit tight
8. Remove snap ring (11) and press drive gear rear
on the countershaft. As a shrink (or interfer
bearing from bearing cap.
9. Remove old gasket and sealing compounds and wash
all parts thoroughly.
ra ence) fit of .0015" to .003" is built into new
parts, it presents a field assembly problem.
If heat is used to expand gear bores, boiling water, hot
MAINSHAFT
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oil or steam are usually satisfactory. DO NOT EXCEED
1. Use a suitable puller and remove drive gear pocket 250°F. Do not use hot plates, acetylene torches or other
bearing (12) from front of mainshaft. methods that will turn the steel blue or straw color and
2. Remove retaining cap screws with lock washers from damage the heat treated gears.
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mainshaft and countershaft rear bearing caps (13 & If heat is not used, it is advisable to coat the gear
14). Separate bearing caps from gaskets, shims and bores heavily with white lead to prevent galling or seizing
case. Tie countershaft shims (15) together for re of parts.
assembly. Check and remove speedometer bushing When in doubt about which end of the hub to assemble
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if it is to be replaced. Remove bearing cap oil seal on the shaft first, look for the chamfered end in the bore.
(16) if it is to be replaced. 1. Assemble Woodruff Keys (1, 2 & 3) to countershaft
3. Remove speedometer drive gear or spacer and rear (4). Seat keys securely and dress up with file, if
bearing washer (17) from mainshaft. necessary.
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4. Use a soft hammer and tap forward on rear of main 2. Support 2nd speed gear (5) in arbor press, with long
shaft to start rear bearing (18) off mainshaft. hub down and chamfer up. Set countershaft into po
5. Use two pry bars to slide mainshaft and gear assem sition, align keys with keyway, and press shaft into
as
bly toward rear of case as far as possible. Remove gear. Seat shoulder firmly against gear.
mainshaft rear bearing (18) with puller that clamps 3. Support hub of 4th speed (overdrive) gear (6), with
on the snap ring of rear bearing. long hub down and chamfer up. Set countershaft
6. Remove 1st speed gear thrust washer (19) from into position, align key with keyway and press shaft
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mainshaft. into gear. Seat gear firmly against shoulder of 2nd

7. Remove 3rd-4th speed clutch gear collar (1) from speed gear.
clutch gear (20). 4. Assemble snap ring (7) to lock 2nd and 4th speed
8. Remove mainshaft and gear assembly by lifting front gears in place.
of shaft upward and out through top of case.
N O TE: Use caution when assembling snap ring
9. Slide 1st speed gear (4) and 1st-2nd speed clutch
to shaft to prevent overextending or distorting
collar (3) off rear of mainshaft.
snap ring. All snap rings must seat firmly in
10. Remove 1st speed gear sleeve (21) if sleeve did not
grooves to give secure lock.
come off with gear.
11. Remove 3rd-4th speed clutch gear snap ring (22). 5. Support drive gear (8) with long hub down and cham
12. Support under rear of 2nd speed gear (23) and press fer up. Set countershaft into position, align key with
mainshaft free of 3rd-4th speed clutch gear (20), 4th keyway and press shaft into gear until seated firmly
speed gear (2) and sleeve (24). against shoulder.
13. Remove lock pin (25) from inside 4th speed gear 6. Assemble snap ring (9) to lock drive gear in place.
sleeve. Observe note following Step 4.

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Fig. 3 - Countershaft with G ea rs and Bearings
1. W oodruff Key 6.
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Countershaft 4th Speed (overdrive) G e a r 11. Countershaft Rear Bearing
2. W oodruff Key 7. Countershaft 4th Speed Snap Ring 12. Countershaft Front Bearing Cup
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3. W oodruff Key 8. Countershaft D rive G e a r 13. Countershaft Rear Bearing Cup
4. Countershaft 9. Countershaft D rive G e a r Snap Ring 14. Countershaft Rear Bearing Cap
5. Countershaft 2nd Speed G e a r 10. Countershaft Front Bearing 15. Countershaft Shim Pack
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7. Support countershaft in arbor press. Use tubing to MAINSHAFT (Figure 4)

press and seat cones of front (10) and rear (11)
tapered roller bearings against shoulders on coun N O TE: Lubricate all mainshaft free running
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tershaft. gear bearing bores with light grease as gears

8. Lower rear or small end of countershaft and gear are assembled to mainshaft.
assembly into case and slide end of shaft and 1st
C A U T IO N : Do_ not plug oil holes with grease.
speed gear out through rear case bearing bore.
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Lower front of countershaft into its approximate 1. Position mainshaft (1) vertically in vise, using soft
position and maintain alignment with a cable support jaws to clamp on the output splines.
or by blocking up countershaft drive gear (8). 2. Assemble 2nd speed gear (2) to mainshaft, with
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9. Use a soft hammer to tap front (12) and rear (13) clutch teeth down.
roller bearing cups into bearing bores of case and 3. Insert new lock pin inside 4th speed gear fluted
over cones on countershaft. sleeve (3).
10. Assemble drive gear bearing cap (5), Figure 8, and 4. With flanged end of sleeve (3), down align lock pin
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gasket to case with cap screws in the lower four with spline of mainshaft and tap or press, if neces
holes. Torque to 40 lbs. ft. sary, fluted sleeve (3) onto mainshaft. Seat sleeve
11. Assemble countershaft rear bearing cap (14) and against shoulder on shaft.
shim pack (15) to case with cap screws and lock
N O TE: Do not press or drive against ground
washers. Torque to 40 lbs. ft.
thrust face of sleeve (3).
12. Check bearing preload of countershaft roller bear
ings. Add or remove shims (15) behind rear bearing 5. Assemble 4th speed (overdrive) gear (4) to mainshaft
cap to secure zero end play without preload. Shaft with clutch teeth up.
should roll free to slight drag of 2-3 pounds pull with 6. Assemble 3rd-4th speed clutch gear (5) to mainshaft
cord wrapped around 2nd or 4th speed gear. and secure with snap ring (6). Snap ring must be
13. After adjustment is made, remove rear bearing cap seated in groove of mainshaft and not distorted. As
and coat I.D. & O.D. of shim pack with gasket cement semble drive gear pocket bearing (12), Figure 8 to
to give good oil seal. Secure rear bearing cap with front of mainshaft. Since pocket bearing fits right on
cap screws and lock washers and torque to 40 lbs. ft. mainshaft, use tubing to drive against inner race of
14. Remove drive gear bearing cap (5), Figure 2. bearing.

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Fig. 4 - M ainshaft and Rear Bearing Details
1. M ainshaft 3 - 4 Speed C lutch G e a r 10. 1st Speed G e a r Thrust W asher 15. M ainshaft Rear Bearing C ap
s
2. 2nd Speed Gear Snap Ring II. M ainshaft Rear Bearing 16. Speedometer Bushing
3. 4th Speed G e a r Sleeve 7. 1 -2 Speed C lutch C o lla r 12. M ainshaft Rear Bearing W asher 17. Slinge r
4. 4th Speed (overdrive) G e a r 1st Speed G e a r Sleeve 13. Speedo G e a r or Spacer 18. End Y ok e or Com panion Flange
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5. 3 - 4 Speed C lutch G e a r 9. 1st Speed G e a r 14. Rear O il Seal 19. 3 - 4 Speed C lu tch C o lla r
NOTE: Assemble pocket bearing, so that snap with flat face in toward 1st speed gear.
ring is toward mainshaft. 13. Use 3/4" stock to block mainshaft across drive gear
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bearing cap opening at front of case. Position main

7. Turn mainshaft end for end in vise and clamp on shaft rear bearing (11) on shaft with snap ring to
3rd-4th speed clutch gear (5). rear. Use caution to align outer race of bearing with
8. Assemble 1st-2nd speed clutch collar (7) with longer case bore. Use tubing to drive on inner race of
hub down toward 2nd speed gear (2). bearing until bearing is seated against thrust washer
9. Slide 1st speed gear sleeve (8) in position on main (10). Remove 3/4" stock and tap bearing into case
shaft and coat fluted area with light grease. until snap ring seats against case.
10. Assemble 1st speed gear (9) over gear sleeve with 14. Coat rear bearing washer (12) with light grease and
clutching teeth down toward front of mainshaft. assemble next to rear bearing.
11. Remove mainshaft sub-assembly from vise and as 15. Assemble speedometer drive gear or spacer (13) on
semble to case by lowering rear of shaft into case mainshaft.
and out through mainshaft rear bearing bore. Lower 16. If oil seal (14) was removed from rear bearing cap
front of mainshaft into position and mesh all gears. (15), use gasket cement on O.D. of seal and press
12. Coat thrust face of 1st speed gear thrust washer (10) into bearing cap.
with light grease and assemble on rear of mainshaft

T RA N SM ISSIO N A N D CLUTCH 7-84
Use care to avoid distorting seal.

C A U T IO N : 2. Position drive gear (4) on bed of press with spline
Press in new speedometer bushing (16) if re or front end up. Position drive gear bearing cap
moved. sub-assembly down over splines of drive gear. As
semble bearing spacer (5) to front of drive gear.
17. Apply gasket cement to mainshaft rear bearing cap Use tubing and press against spacer until bearing is
gasket and install on rear bearing cap. Align the seated against gear.
oil passage ports. 3. Assemble smaller bearing (6) over front of drive
18. Apply gasket cement to other side of gasket and gear. Use tubing and press on inner race of bearing
assemble bearing cap and gasket to rear of case with until seated against spacer.
cap screws and lock washers. Torque to 40 lbs. ft. 4. Coat O.D. of oil seal (7) with Permatex and assemble
19. If slinger (17) has been removed from companion to front of bearing cap.
flange (18) replace at this time.
20. Assemble and yoke or companion flange (18) to rear C A U T IO N : Use_ care to prevent distortion of
of mainshaft with tool similar to J-7801-01. If seal.
proper tools are not available always block front of
mainshaft with 3/4" stock across drive gear bearing N O TE: If slinger (8) has been removed from
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bore opening. Use tubing to assemble flange or companion flange, replace at this time.
yoke to mainshaft.
21. Assemble flat washer and lock nut to mainshaft. 5. Prelube lip of front seal and press end yoke or com
Hand-tighten nut only at this time. panion flange (9) on drive gear.
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22. Assemble 3rd-4th speed clutch collar (19) on front 6. Rotate bearing cap assembly, under load of press,
of mainshaft, with external clutch teeth toward front to see if all parts are seated properly. Bearing cap
of case. Shift clutch collar into mesh with 4th speed should rotate freely. Assemble front lock nut hand
gear (4). tight.
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7. Apply gasket cement to drive gear bearing cap gasket
DRIVE GEAR (Figure 5) (10)and install on bearing cap.
8. Apply gasket cement to other side of gasket and as
1. Position drive gear bearing cap (1) in press rear
bearing (2) in bearing cap. Secure with snap ring
(3). ar semble drive gear and bearing cap to front of case.
Use soft hammer and tap into position.
9. Secure front bearing cap assembly to case with
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Fig. 5 - M a in D rive G e a r and Bearing Details
1. P riv e G e a r Bearing Cap 4. D rive G e a r 8. Slinger

2. D rive G e a r Rear Bearing 5. Bearing Spacer 9. End Y ok e or Companion Flange
3. D rive G e a r Rear Bearing Snap 6. D rive G e a r Front Bearing 10. D rive G e a r Bearing Cap
Ring 7. Front O i l Seal G asket

cap screws and lock washers. Torque to 40 lbs. ft. 12. Shift clutch collars back into neutral and make sure
10. Refer to Figure 2 and engage 3rd-4th speed shift all shafts turn free.
collar (1) with drive gear (8) and 1st-2nd speed 13. Use pressure type oil can to force lubricant down the
clutch collar (3) with 1st speed gear (4) to lock oil holes and end slots of all floating gears on main
transmission in two gears. shaft to flush out grease and insure initial lubrication
11. Use 2-1/8” socket and tighten drive gear and main of the over-running gear and bearings.
shaft flange nuts. Torque to 425 lbs. ft. and secure 14. Install shift rods, shift forks and cover as outlined
with cotter pin if castellated nuts are used. under shift controls assembly.
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LO N G CLUTCH
(12 AND 13 INCH)
OVERHAUL may be reassembled in correct position to maintain
balance.
DISASSEMBLY 2. Place cover and pressure plate assembly on arbor
NOTE: Key numbers in text refer to Figure 1. press bed with pressure plate resting on spacers
3/8" thick. Place a bar across cover, clearing all
1. Mark pressure plate (6) ancl clutch cover (14) so they thrust plate bolts and yoke adjusting nuts (fig. 2).
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1 Engine Crankshaft
2 Pilot Bearing
3 Flywheel Housing
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4 Engine Flywheel
5 Driven Disc Assembly
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7 Release Lever
8 Needle Bearing Rollers
9 Release Lever Pin
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10 Yoke Pin
11 Adjusting Nut
12 Release Lever Yoke
13 Thrust Plate
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14 Clutch Cover
15 Release Bearing and Support Assembly
16 Transmission Drive Gear Bearing Cap
17 Transmission Main Drive Gear
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18 Release Fork
19 Release Fork Ball Stud
20 Release Fork Retainer Spring
21 Pressure Spring
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22 Clutch Housing
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TPM-8169
Fig. 1 - Long C lu tch (13-Inch ) (Typical)
1. Engine Crankshaft 9. Release Lever Pin 16. Transmission D rive G e a r Bearing

2. Pilot Bearing 10. Y o k e Pin Cap
3. Flywheel Housing 11. Adjusting N u t 17. Transmission M a in D rive G e a r
4. Engine Flywheel 12. Release Lever Y oke 18. Release Fork
5. D riven D isc Assem bly 13. Thrust Plate 19. Release Fork Ball Stud
6. Pressure Plate 14. C lu tch C ove r 20. Release Fork Retainer Spring
7. Release Lever 15. Release Bearing and Support 21. Pressure Spring
8. N e e d le Bearing Rollers Assem bly 22. Clutch Housing

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A r b o r P re ss
T h r u s t P la t e
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A d ju s t i n g S p e c ia l T o o l
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N u ts J7 1 2 6
CO VER AN D P R E S S U R E P L A T E A S S E M B L Y IN A R B O R P R E S S R E M O V IN G A D J U S T IN G N U T S
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Fig. 2 - Disassembling C o ve r and Pressure Plate
Turn arbor press screw down against bar and force

cover down against press bed, compressing the pres
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sure springs.
3. Remove two cap screws attaching each thrust plate
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P re ssu re
(13) to clutch cover. Remove adjusting nut (11) from P la t e
each release lever yoke (12). Remove thrust plates
(13).
4. Slowly release arbor press until pressure of springs F e e le r
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is relieved. Remove clutch cover (14) from pressure

plate (6). Remove sixteen coil pressure springs (21)
from pressure plate. Remove pressure plate and
release lever assembly from arbor press bed and
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place on bench.
5. It is not necessary to remove yokes (12) from levers
(7) or to remove levers from the pressure plate un
less necessary to replace parts as indicated later
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3 / 8 " S p a ce rs
under "Inspection and Repair."
INSPECTION AND REPAIR Fig. 3- C h e c k in g -L u g -to -C o v e r C learance

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Prior to inspection, wash all parts in cleaning solvent

c. Driving lug slots are worn.
except driven disc assembly. Wipe off the driven disc
d. Pin holes are elongated.
assembly. Inspect all clutch components and also the
2. The pressure plate may be salvaged if the friction
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flywheel and pilot bearing assemblies.

surface cleans up by removing a maximum of 1/16-
inch of metal by machining.
FLYWHEEL
Refer to ENGINE (SEC. 6) for flywheel inspection, re
COVER
moval, overhaul, and installation. 1. Inspect clutch cover for distortion or cracks. Clutch
cover flange should be flat within 0.015" when checked
PRESSURE PLATE on a surface plate.
2. Place cover over pressure plate and check clearance
1. The pressure plate must be replaced if:
between driving lugs on pressure plate and edge of
a. Friction surface is severely heat checked or
slots in cover (fig. 3). Clearance should not be less
scored.
than 0.008" or more than 0.015".
b. If it is warped in excess of 0.015".
DRIVEN DISC
NOTE: A heat checked, scored, or warped
pressure plate will cause the disc facing to dis For inspection and repair, refer to "LIPE-ROLLWAY
integrate quickly. CLUTCH (13- AND 14-INCH)" section later in this group.

RELEASE LEVERS RELEASE FORK AND BALL STUD

Check ends of release levers which contact release Check release fork and ball stud for wear or damage
bearing support for wear. If excessive wear is evident, and replace with new parts as necessary. Make sure re
or if necessary to remove levers and yokes as indicated tainer spring in release fork is in good condition and will
in Step 1 under "Pressure Plate," remove as follows: hold fork in place on ball stud.
1. Grind off swaged end of pins securing release levers
in pressure plate lugs and remove pins. Remove RELEASE YOKE AND SHAFTS (If Used)
release levers and needle bearing rollers from
pressure plate. Remove pins securing yokes on re Refer to "LIPE-ROLLWAY CLUTCH 13- and 14-INCH
lease levers in same manner. DUAL DISC” section later in this group for replacement
2. Inspect needle bearing bores in release levers for of clutch release mechanism.
wear or damage. Replace levers or bearing rollers
if damage is evident. ASSEMBLY
3. A pilot pin 5/16" in diameter and 13/32" long is re
quired for installing release levers and yokes.
Chamfer both ends of pin. Lay one release lever on 1. Place pressure plate (6) face down on arbor press
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side on bench and place pilot pin in release lever bed on 3/8-inch thick spacers (fig. 2).
yoke hole. Coat needle bearing rollers with Lubri-
N O TE: If face of pressure plate was machined,
plate No. 320 or equivalent, then insert rollers in
o
shims of a thickness equal to the amount of metal
lever around pilot pin (fig. 4). Position release lever
removed must be installed over each spring post
yoke over release lever, then insert new pin through
on pressure plate. Shims can be made locally.
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yoke and bearings in lever, pushing out pilot pin (fig.
4). Use a chisel to spread end of pin to secure in 2. Place pressure spring (21) on each spring post on
place (fig. 4); do not spread pin far enough to bend or pressure plate (fig. 5).
3. Place clutch cover (14) over springs, with release
ry
distort the yoke.
4. Install release lever in lugs on pressure plate, using lever counterweights and release lever yokes extend
pilot pin in same manner. Assemble and install the ing through holes in cover, and with marks made
other release levers and yokes in same manner.
ra prior to disassembly aligned. (If a new unmarked
pressure plate or cover is used, the cover and pres
PRESSURE SPRINGS sure plate assembly should be balanced after com
pletely assembled.)
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Check tension of each pressure spring under load listed 4. Place bar across cover, clearing all thrust plate cap
in "Specifications" at end of this section. If more than 7 screw holes and release lever yokes. Turn arbor
percent under the low limit on load, replace with new press screw down against bar and force cover down
spring. against press bed, compressing pressure springs.
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R e le a s e
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L e v e r P in
P re s s u r e
P la t e
P ilo t P in
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as
Chisel
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IN S T A L L IN G RELEA SE LEVER
R e le a s e
P ilo t P in
L e v e r P in
Y o k e P in
R e le a s e L e v e r N e e d le B e a r in g s
R o lle r s
P IL O T P IN AND N E E D L E B E A R IN G R O L L E R S IN S T A L L E D S P R E A D IN G RELEA SE LEVER A N D YO KE P IN

T P M -8 2 0 5
Fig. 4 - Assem bling and Installing Release Lever

Pre ssu re
Scale
S p rin g s X Straight Edge
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3/8" Spacers
Pre ssu re Fig. 6 - Adjusting Release Levers

Plate
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cover with cap screws. Balance weights are avail
able in three sizes - light, medium and heavy.
RELEASE LEVER HEIGHT ADJUSTMENT
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Fig. 5 - Pressure Springs Installed
(Forged Lever Type)
Each release lever height adjustment nut is retained in
set position by a spring strap which is attached to the
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Install adjusting nut (11) on each release lever yoke
(12) until yoke end is flush with end of nut.
clutch cover with two cap screws.
To check and adjust lever height adjustment, perform
5. Place thrust plate (13) over each release lever ad the following:
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justing nut (11) and attach with two cap screws, but do Use the same 3/8-inch type spacers shown on Figure 6.
not tighten cap screws. Remove assembly from arbor The dimension from top of release lever to top surface of
press. cover should measure 1-3/16" ± 1/32" andalllevers must
6. The clutch is now ready for final release lever ad be in same plane within 0.031 inch. If height dimensions
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justment. This adjustment is required only at assem are not as specified, make adjustment as follows:
bly and must not be made to compensate for clutch
L e v e r H e ig h t A d ju s t m e n t P ro c e d u r e
facing wear. Adjustment must be made with the clutch
1. Loosen clutch cover-to-flywheel attaching bolts
assembly bolted to a flywheel with spacers 3/8-inch
cc
evenly to allow cover to move away from flywheel

thick between the pressure plate and flywheel (fig. 6).
and permit ends of release levers to extend outward
7. With clutch bolted to flywheel with spacers in place,
to the unloaded position.
lay a straightedge across clutch cover, positioned so
2. Remove the spring straps from over adjustment nuts.
measurement can be made at point shown in Figure 6.
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By pulling release levers further outward the ad

Turn adjusting nut (11) on release lever yoke (12) as
justment nut will unseat from cover to a distance
required to obtain a dimension of 1-1/32-inch from
whereby vise-grips or alligator-type pliers can be
edge of straightedge to the crown of the lever tip.
as
applied to turn the nut.

Adjust each release lever in this manner. All three
3. After turning nut, it is necessary to again secure
levers must be in the same plane within 0.031".
clutch cover firmly to flywheel, over the spacers,
8. After completing adjustments, tighten thrust plate
and recheck the lever height dimension.
cap screws to 15 foot-pounds torque. Install wood
4. If necessary, repeat the foregoing steps until proper
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blocks between release levers and cover plate to

height dimension is obtained.
keep plate retracted until clutch is installed. Re 5. After obtaining proper adjustment, install spring
move clutch assembly from flywheel.
straps over adjustment nuts.
9. If a new pressure plate or cover was installed, the
complete assembly must be balanced within 1 oz.-in., N O TE: The two dimples in strap should be
by attaching balance weights as required to side of pointed toward the nut.

SPECIFICATIONS
CLUTCH T Y P E ......................... Single Plate, Dry Disc RELEASE LEVER PIN
CLUTCH COVER AND PRESSURE PLATE ASSEMBLY Diameter ......................................... 0.3181”-0.3185”
M a k e ................................................................ Long Len gth ................................................ 1.615” -1.635”
Model Number.................................................. 13CF
Long Part Nu m ber.................................. C-50-348-3 RELEASE LEVER YOKE PIN
GM, Part Number......................................... 2452539 Diameter ......................................... 0.3181"-0.3185”
Width of Drive Lugs on Len gth ................................................ 1.052”-1.072”
Pressure Plate ................................ 1.487” -1.490"
RELEASE LEVER SETTING
Clearance Between Lugs and Cover
Distance from Top of Cover to L e v e r ........... 1-1/32"
S lo t .................................................. 0.008"-0.015”
Pressure Plate Thickness (From Face of Plate DRIVEN DISC ASSEMBLY
to Top of New Release Lever Pin) . . 1.5861” -1.6063” M a k e .................................................... Lipe- Rollway
Lipe-Rollway Part Number.......................130-19-118
om
PRESSURE SPRINGS GM Part Num ber......................................... 2456719
Number Used......................................................... 16 Individual Facing Thickness................ 0.135"-0.140”
Compression Test (Under 138 lb. L o a d )......... 1.562”
RELEASE BEARING
Type ........................................... Requires Lubricant
RELEASE LEVER NEEDLE BEARING ROLLERS
Bearing Assembly Number
Quantity (at Each P i n ) ........................................... 19
(used with Release F o r k )........................... 9421436
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Length ................................................ 0.475” -0.490”
(used with Release L e v e r )......................... 9419297
Diameter ......................................... 0.0623” -0.0627”
PILOT BEARING
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R E LE A SE LE V E R YOKE Type .................................................... Shielded-Ball
Bearing Hole D iam eter.................... 0.4438” -0.4448" Bearing Assembly Number.............................. 907059
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LIP E-R O LLW A Y CLUTCH

(13 AND 14-INCH DUAL DISC)
OVERHAUL
DISASSEMBLY Turn arbor press screw down against block and force
cover down against press bed, compressing the pres
N O TE: Key numbers in text refer to Figure 1.
sure springs.
1. Mark pressure plate (2) and clutch cover (1) so they 3. Remove the three blocks from between release levers
may be reassembed in same relative positions. and cover (fig. 3). Remove lock nuts (11) from re
2. Place clutch cover assembly on arbor press bed, lease lever adjusting nuts (10), using an end wrench
using spacers under pressure plate as necessary. and special tool (J-7816) as shown in Figure 4.
Place a block across clutch cover, clearing the re- 4. Slowly release arbor press until pressure of springs
lease lever adjusting nuts and lock nuts (fig. 4). is relieved. Remove clutch cover (1) from pressure
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1 Clutch Cover
2 Pressure Plate
3 Flat Washer
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4 Retaining Ring
5 Pressure Plate Needle
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Bearing Assembly
6 Pressure Plate Pin
7 Eyebolt Pin
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8 Eyebolt Needle Bearing
Assembly
9 Release Lever Eyebolt
10 Adjusting Nut
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12
Adjusting Nut Lock Nut
Retractor Spring
13 Release Lever
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14 Driven Disc Assembly-
Pressure Plate Side
15 Facing Rivet
16 Facing
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17 Driven Disc Assembly-

Flywheel Side
18 Intermediate Plate
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19 Insulator Washer
20 Pressure Spring
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T -98 7
Fig. 1 - L ip e -R o llw ay C lu tch (14-Inch Dual Disc)
1. C lu tch C ove r 8. Eyebolt N e e d le Bearing 14. D riven D isc Assem bly-

2. Pressure Plate Assem bly Pressure Plate Side
3. Flat W asher 9. Release Lever 15. Facing Rivet
4. Retaining Ring Eyebolt 16. Facing
5. Pressure Plate N e e d le 10. Adjusting N ut 17. D riven D isc Assem bly-
Bearing Assem bly 11. Adjusting N u t Lock Flywheel Side
6. Pressure Plate Nut 18. Intermediate Plate
Pin 12. Retractor Spring 19. Insulator Washer
7. Eyebolt Pin 13. Release Lever 20. Pressure Spring

Tool
J7816
Press
1 9
om
Fig. 2 - C lutch Release M echanism at Transmission (Typical) Fig. 4 - Removing Release Lever Lock Nuts
1. Lubrication Tube 5. Transmission M a in

2. Return Spring D rive G ea r
Eye Bolt Adjusting Nut
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3. Transmission M a in 6. Release Y oke
Drive G ea r Bearing 7. Release Bearing and
Cap Support Assembly
4. Release Shaft 8. C lutch Housing
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9. G rease Cup
Rubber Bands ra
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Release Lever
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Eye Bolt Pin TPM-6771

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Fig. 5 - Release Lever with Eyebolt Assembled

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Fig. 3 - Use of W ood Blocks Between Levers and C ove r

ss
plate (2). Remove pressure springs (20) and insu

lator washers (19) from pressure plate. Remove
pressure plate and release lever assembly from
arbor bed and place on bench.
a
5. Referring to Figure 1, remove retainer and flat

washer from pressure plate pins (6) and remove
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pins, then remove release lever assemblies. Re

move eyebolt pins (7) and adjusting nuts (10) from
release levers (fig. 5). Retracting Spring
6. Remove the retractor springs from clutch cover
(fig. 6).
INSPECTION AND REPAIR

Prior to inspection, wash all parts in cleaning solvent
except driven disc assemblies. Wipe off the driven disc
assemblies. Inspect all clutch components and the fly
wheel and pilot bearing assemblies.
TPM-6802
FLYWHEEL
Refer to ENGINE (SEC. 6) for flywheel inspection,
removal, overhaul, and installation. Fig. 6 - Retractor Springs Installed

PILOT BEARING NOTE: A heat checked, scored, or warped

pressure plate will cause the disc to disinte
1. Remove pilot bearing as follows: grate.
a. Adjust puller (J-5901-2) with thumb screw, until
fingers on puller are closed. c. Driving lug slots are worn.
b. Insert puller through bearing inner race as far d. Pin holes are elongated.
as it will go, then tighten thumb screw to spread 2. The pressure plate may be salvaged if the friction
puller fingers behind bearing. surface cleans up by removing a maximum of 1/32-
c. Thread shaft of slide hammer (J-2619-B) into inch of metal by machining. Measure pressure plate
puller. Slide weight sharply against stop nut on thickness at lever pins as shown in Figure 8. Origi
slide hammer to remove the bearing. nal thickness is listed in "Specifications” at end of
2. After removal, inspect pilot bearing for corrosion or this section. When refinishing, care must be used
rough spots on either the balls or the races. This to maintain a friction surface parallel to the pres
may be done by holding the inner race to prevent sure plate pins.
turning, then revolving the outer race slowly by hand.
A few revolutions in this manner will show any rough
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spots on either balls or races. If bearing does not
turn freely, or is excessively loose, it must be re
placed.
3. Install bearing as follows:
a. Pack clutch pilot bearing with a small quantity
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of high temperature lubricant specified in LUBRI
CATION (SEC. 0).
b. With shielded side of bearing facing out (fig. 1),
drive pilot bearing into position using a suitable
ry
driver. Bearing should be seated firmly in fly
wheel assembly.
PRESSURE PLATE
1. The pressure plate must be replaced if:
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scored.
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F ig. 8 - M e asuring Pressure Plate Thickness
b. If it is warped in excess of 0.015” (fig. 7).
INTERMEDIATE DRIVE PLATE
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1. The intermediate plate must be replaced if:

scored.
b. If it is warped in excess of 0.015" (fig. 7).
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NOTE: A heat checked, scored, or warped in

termediate plate will cause the disc to disinte
grate quickly.
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2. The intermediate plate may be salvaged if the fric

tion surfaces can be cleaned up by machining with
removal of a maximum of 1/64-inch of metal from
as
either side, or a total of 1/32-inch. When refinish

ing, care must be used to maintain friction surfaces
at a 90° angle to driving faces on drive lugs.
3. Set intermediate plate in position on flywheel with
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forward driven disc in place. Check clearance be

tween driving lugs on intermediate plate and mating
slots in the flywheel (fig. 9). A minimum clearance
of 0.006” is recommended to allow for free move
ment of the intermediate plate.
COVER
1. Inspect clutch cover for distortion or cracks. Clutch
cover flange should be flat within 0.015” when
checked on a surface plate.
2. Rest pressure plate on 1/2-inch spacers, then place
clutch cover over pressure plate and check clearance
between driving lugs and slots in clutch cover (fig.
Fig. 7 - C h e c k in g Pressure Plate and 10). There should not be less than 0.004” or more
Intermediate Plate for W arpage than 0.012” clearance between the lugs and slots.

CAUTION: The use of conventional brake re

lining equipment is not recommended for remov
Intermediate Plate ing rivets since the disc may become distorted.
2. Select correct clutch facings, referring to "Specifi
cations" at end of this section for facing size.
3. Use a riveting machine with a star set anvil which
Flyw he el
will split the end of the rivet and seat it against the
tapered counterbore in the facing. Both facings are
secured to disc with same rivets, with alternate
rivets installed from opposite sides.
4. After installing new facings, check driven disc as
semblies for runout. Runout at outer edge should
not exceed 0.024" total indicator reading. If it does
exceed 0.024" it can be corrected by hitting the disc
with a hammer and a blunt chisel just inside inner
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edge of facing.
RELEASE LEVERS
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Check ends of release levers which contact release
bearing support for wear. Also check fit of pressure
plate pins and eye bolt pins in bearing rollers. If any
wear or damage is evident, replace with new levers or
bearings. Figure 5 shows lever and components.
y.
EYE BOLT AND ADJUSTING NUT
Eye bolt and adjusting nut threads must be free fitting
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but not excessively loose. The needle bearing assembly
must be replaced if it is worn. When installing new bear
ing assemblies, use suitable tool and press on the end
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of the bearing assembly having numbers stamped thereon.
This will prevent damage to bearing cage.
Fig. 9 - C h e ck in g C learance Between Flywheel PRESSURE SPRINGS
and Intermediate Plate
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Check tension of each pressure spring under load listed
in "Specifications" at end of this section. Replace with
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Clutch Cover new springs if not within limits listed.

Pressure
Plate Lug RELEASE BEARING AND SUPPORT ASSEMBLY
cc
NOTE: Clutch release bearing assembly, is

not of the pre-lubricated type and can be im
mersed in cleaning solution.
Check bearing for roughness or noise by turning bear
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ing race while applying light pressure. Replace bearing

if it is rough, noisy, or damaged.
When installing a release bearing assembly, rotate
as
bearing slowly to prevent brinelling of the races. Seat

the bearing squarely and fully on the support. Install the
Feeler Gauge
release bearing assembly with indicator mark in full view
TPM-6769
through notch in support as shown in Figure 11. This
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Fig. 10 - C he ckin g C learance Between Pressure

Plate Lug and C ove r Slot
DRIVEN DISCS
Inspect driven disc assemblies for worn, loose, and
grease or oil-soaked facings. Check for broken springs,
loose rivets, or cracks in driven disc hub. Examine
splines in hub for wear and make sure they slide freely
on splines of the main drive gear. If hub and springs
are in good condition, but facings are worn or grease or
oil-soaked, replace facings as follows:
1. Remove old facings from disc by drilling through
head of each rivet while supporting disc to prevent
distortion.

lines up lubrication hole and notch, and insures passage bolts (fig. 12). With guide bolts in place, slowly
of grease to release bearing retainer and balls. compress the assembly, making sure the pressure
springs are properly seated and drive lugs engage
CLUTCH RELEASE MECHANISM REPLACEMENT the cover slots correctly. Do not allow the clutch
cover to tilt; compress it squarely until the guide
See Section 7E of Service Section of this manual. bolts will pull the adjusting nuts up through the clutch
cover (fig. 12).
ASSEMBLY 7. Remove guide bolts from adjusting nuts. Install lock
nuts (11) on adjusting nuts. Do not tighten lock nuts.
Key numbers in text refer to Figure 1. 8. To facilitate installation of the clutch cover assem
blies, blocks or hold-down bolts and washers are
NOTE: Before or during clutch assembly, lu used to hold pressure springs compressed and pres
bricate the following parts with a light coat of sure plate retracted into the clutch cover. Install
Lubriplate No. 320 or equivalent: Lever pins, three blocks between release levers and cover in
needle bearing rollers, and sides of driving lugs manner shown in Figure 3. The three hold-down
om
on pressure plate. bolts with flat washers are installed through cover
into threaded holes provided in pressure plate.
1. Install adjusting nuts (10) on eye bolts (9), leaving
three or four threads showing inside the adjusting ADJUSTING RELEASE LEVERS
nuts. Assemble release levers (13) to eye bolts (9).
Release lever height adjustment is needed only on re
Figure 5 shows lever, eye bolt, and pins.
built assemblies. The clutch release levers must be set
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2. Assemble release lever assemblies to pressure
to correct height, and must be in plane within 0.031".
plate and attach with pressure plate pins (6). Se
Proper procedure for adjustment of clutch release levers
cure pins with flat washers (3) and retaining rings
is as follows:
ry
(4).
1. Place new driven discs and intermediate plate or
3. Place clutch cover assembly pressure plate (2)
1.154" spacers on the flywheel.
face down on 1/2-inch spacers. ra2 . Install clutch cover assembly on flywheel. Tighten
NOTE: If the friction surfaces of the inter clutch cover to flywheel bolts gradually.
mediate plate or pressure plate were machined, Remove the wood blocks or hold down bolts and
shims of a thickness equal to the amount of washers from release levers.
metal removed must be installed over each 4. Depress each lever several times with a hammer
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spring base on pressure plate. Shims can be handle to settle all parts into working position.
made locally to the same diameters as the pres 5. Lay a straight-edge across clutch cover in position
sure springs. shown in Figure 16. The correct setting is made
from the straight-edge to point on release levers
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4. Place insulator washer (19) and pressure spring which contact release bearing. Correct setting is
(20) on each spring boss in the required location on
29/32-inch as shown in Figure 13.
pressure plate.
6 . To facilitate lever height adjustment, start with
5. Locate retracting springs (12) into cover holes (fig.
cc
levers low and with the lock nut just snug. Turn
6), then place the clutch cover (1) over the pressure
the adjusting nut and lock nut as a unit clockwise
plate and springs. If original cover and pressure
until lever is raised to the desired height. Then
plate are used, align marks made prior to disas hold slotted adjusting nut firmly with special tool
sembly.
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(J-7816) and tighten lock nut securely.

6. Before attempting to compress the pressure springs,
insert three 9/16"-18 x 2" bolts through the cover IMPORTANT: Levers must be in plane within
and thread into the adjusting nuts (10) to act as guide 0.031".
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F ig . 12 - Use o f G u id e Bolts to A sse m b le C lu t c h Fig. 1 3 - M easuring Release Lever Dimension

TRANSM ISSION A ND CLUTCH 7-96
7. Place wood blocks between release levers and edge adjustment as follows:
of cover (fig. 3) or install hold-down bolts and flat
Lever Height Adjustment Procedure
washers.
1. Loosen clutch cover-to-flywheel attaching bolts
8. Remove cover-to-flywheel bolts, then remove clutch
evenly to allow cover to move away from flywheel
cover assembly from flywheel.
and permit ends of release levers to extend outward
RELEASE LEVER HEIGHT ADJUSTMENT to the unloaded position.
(13 Inch Clutch Forged Lever Type) 2. Remove the spring straps from over adjustment nuts.
By pulling release levers further outward, the ad
Each release lever height adjustment nut is retained
justment nut will unseat from cover to a distance
in set position by a spring strap which is attached to the
whereby vise-grips or alligator-type pliers can be
clutch cover with two cap screws.
applied to turn the nut.
To check and adjust lever height adjustment, perform
3. After turning nut, it is necessary to again secure
the following:
clutch cover firmly to flywheel, over the spacers,
1. Refer to Figure 6 on page 7-92 which illustrates a
and recheck the lever height dimension.
typical method of checking release lever height ad
4. If necessary, repeat the foregoing steps until proper
m
justment.
height dimension is obtained.
2. Use the same 3/8-inch type spacers shown. The
5. After obtaining proper adjustment, install spring
dimension from top of release lever to top surface
straps over adjustment nuts.
of cover should measure 1-3/16" ± 1/32" and all
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levers must be in same plane within 0.031 inch. NOTE: The two dimples in strap should be
If height dimensions are not as specified, make pointed toward the nut.
y.
SPECIFICATIONS
TRUCK SERIES.................................. Standard--All 70 PRESSURE SPRINGS
CLUTCH COVER ASSEMBLY
M a k e ......................................... Lipe-Rollway Corp.
Clearance Between Pressure Plate Driving
Lugs and Cover Drive Section........... 0.004” -0.012"
arNumber Used:
702 and 6V-71 Engines ...................................... 15
8V-71 Engine...................................................... 18
Compression Test (Under 142 lb. Load) . . . . 1-25/32"
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DRIVEN DISC ASSEMBLY RELEASE LEVER EYEBOLT BEARING
Lipe-Rollway Part No. (Stamped): ASSEMBLY (PRESSURE PLATE)
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Flywheel Side Assembly ......................... 140-9-044
Pressure Plate Side A ssem b ly................ 140-9-045 Inside D iam eter............................. 0.3745"-0.3750"
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Outside Diam eter........................... 0.5620"-0.5630"

DRIVEN DISC FACINGS Len gth ............................................. 0.615"-0.625"
Individual Facing Thickness................ 0.156"-0.161" M a k e .................................................... Torrington
Number .........................................................B-610
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INTERMEDIATE PLATE
Original Thickness............................. 0,751"-0.754” PRESSURE PLATE PIN
Diameter ......................................... 0.3750"-0.3755"
RELEASE LEVER PRESSURE PIN BEARING ASSEMBLY Length ..................................................................3"
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Inside D iam eter................................ 0.3745"-0.3750"

Outside D iam eter.............................. 0.5620"-0.5630" RELEASE LEVERS (PRESSURE PLATE)
L en gth ................................................ 0.490"-0.500" Diameter of Pressure Plate
as
M a k e ....................................................... Torrington Pin H o le ......................................... 0.3765"-0.3785"

Number ........................................................... B-68 Width of Eyebolt Pin S lo t.................... 0.377"-0.379"
RELEASE LEVER EYEBOLT PIN (PRESSURE PLATE) RELEASE LEVER SETTING

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Diameter ......................................... 0.3750”-0.3755" Distance From Top of Cover

L en gth ................................................ 1.488"-1.603" to L e v e r ...................................................... 29/32"
RELEASE BEARING
PRESSURE PLATE
Type............................................. Requires Lubricant
Original Thickness (Face of Plate to Top of
Bearing Assembly No....................................... 451899
New Pressure Plate P i n ) ................1.6815"-1.6978"
Distance Between Drive L u g s .............. 1.506” -1.509" PILOT BEARING
Pin Hole Diameter (In Type .................................................... Shielded- Ball
Driving Lugs) ................................0.5618"-0.5633” Bearing Assembly No...................................... 954573

SECTION 9
STEERING
Page
M echanical S t e e r i n g .............................................................. ... 9-1
S teering G e ar - O v e r h a u l ................................................. ... 9-1
P o w e r S t e e r i n g ........................................................................ ... 9-13
Vane Type H ydraulic Pum p O v e r h a u l................................. 9-20
Slipper Type H ydraulic Pump Overhaul ....................... ... 9-25
P o w e r C ylinder - O v e r h a u l .............................................. ... 9-28
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MECHANICAL STEERING GEAR OVERHAUL
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The cross sectional views (figs. 1 and 2) are typical of other foreign matter during overhaul procedures. The
the seven mechanical steering gear assemblies covered use of special tools mentioned in the text is recommended
in this section of the manual. These illustrations are to prevent damaging the steering gear components.
furnished to show relative location of parts in the steer
y.
ing gear. Overhaul procedures are the same for all All Type Steering Gears
steering gears except where otherwise designated in the 1. Mount the steering gear assembly in a vise or hold
text. ing fixture with worm shaft in horizontal position to
DISASSEMBLY ar keep the ball nut from running down to end of worm
shaft.
2. If not previously removed, remove nut and washer
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The steering gear parts must be free from dirt or attaching Pitman arm to Pitman shaft; then using
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PI
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19 2 0 21 22
a<J_ U
s
as
25 24 12 4 23
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1 Steering Shaft 11 Ball Nut 20 Pitman Shaft

2 Cup and Adjuster Assembly 12 Pitman Shaft Sector Gear 21 Lock Washer
3 Adjuster Lock Nut 13 Worm Balls 22 Pitman Arm Nut
4 Steering Gear Housing 14 Shaft Worm 23 Housing Bushings
5 Back-up Adjuster Lock Nut 15 Upper Worm Thrust Bearing 24 Side Cover Bushing
6 Back-up Adjuster 16 Adjuster Worm Thrust 25 Side Cover Gasket
7 Ball Guide Bearing Oil Seal 26 Lash Adjuster Shim
8 Clamp Retainer Screw 17 Side Cover Bolt 27 Lash Adjuster
9 Worm Thrust Bearing Ball 18 Lock Washer 28 Lash Adjuster Lock Nut
and Separator Assembly 19 Pitman Shaft Oil Seal 29 Side Cover
10 Expansion Plug r-i 1 4 3
F ig . 1 — T ype 5 5 3 D S te e rin g G e a r (T y p ic a l)
CHEVROLET TRUCK SERVICE MANUAL

STEERING 9-2
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19 18 17 16 15 14 13
1 Lash Adjuster Lock Nut 12 Pitman Shaft Arm 23 Upper Worm Thrust Bearing
2 Side Cover Bolt 13 Pitman Shaft 24 Ball Nut Stop
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3 Side Cover 14 Steering Gear Housing 25 Worm Shaft
4 Side Cover Gasket 15 Pitman Shaft Sector Gear 26 Ball Nut
5 Back-Up Adjuster Lock Nut 16 Lash Adjuster Washer 27 Ball Guide
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6 Back-Up Adjuster 17 Pitman Shaft Bearing 28 Lower Worm Thrust Bearing
7 Clamp Retainer Screw 18 Lash Adjuster Retainer 29 Drain Plug
8 Pitman Shaft Bearing 19 Lash Adjuster 30 Adjuster Shims
9 Oil Seal
10 Pitman Arm Nut
11 Lock Washer
20
21
22
Oil Seal
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Steering Shaft
Housing Upper Cover

31
32
33
Filler Plug
Lower Thrust Bearing Cone
Upper Thrust Bearing Cone
T P M - 6 0 1 4 -2
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Fig. 2 — Type 568D Steering G e a r (Typical)
special puller (J-3186) or other suitable puller, re 6 . Remove side cover to housing attaching bolts and
a
move Pitman arm from shaft (fig. 3). lock washers; then remove side cover by turning the
3. Remove filler and drain plugs and drain as much lash adjuster screw clockwise through side cover.
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lubricant from the housing as possible. Remove and discard side cover gasket.
4. Remove lock nut from lash adjuster screw. 7. Make sure worm shaft is horizontal and turn shaft as
5. On all steering gear assemblies having a back-up necessary to position sector gear on Pitman shaft so
adjuster, loosen lock nut; then remove back-up ad it will pass through housing opening. Remove Pitman
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juster and lock nut. shaft from gear housing.

NOTE: Horizontal position of worm shaft is
necessary to prevent ball nut from running down
as
Steering to end of worm, as Pitman shaft is withdrawn,

Gear thereby damaging ball return guides.
Housing
NOTE: Disassembly procedures for the various
Wrench
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type steering gear assemblies differ at this

point. Refer to applicable procedures described
under separate headings following for each type
steering gear.
Type Steering Gear Shown in Figure 1 Only
1. Remove worm thrust bearing adjuster lock nut; then
remove cup and thrust bearing adjuster assembly.
Remove'thrust bearing from adjuster scr^w.
2. Remove worm shaft and ball nut assembly from
housing through adjuster assembly opening.
IMPORTANT: Do not hold worm shaft and ball
nut in a vertical position as ball nut will travel
by its own weight to end of shaft. If ball nut
F ig . 3 — R e m o v in g Pitm an A rm - Ste e rin g G e a r sharply strikes either end of shaft worm, ball
Rem oved (T y p ic a l) guides will be damaged.

STEERING 9-3
Grease
Worm
Worm Shaft
Bearing Cone J Bearing Cone
Ball Nut
Remover Plates
V clamp
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Guides \ Screws
Fig. 4 — Ball G u id e Removal and Installation
3. Try action of ball nut on shaft worm. Ball nut must
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rotate smoothly with no evidence of binding or rough
ness. Tape shaft worm at both ends of ball nut to Fig. 5 — Removing Lower Worm Thrust Bearing Cone
keep nut from running up or down; then until ready to
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disassemble, lay the assembly flat on work bench. 5. Remove lower thrust bearing cone, using bearing re
4. Remove worm thrust bearing ball and separator mover plates (J-8176) (fig. 5).
assembly. 6. Remove lower ball nut pin stop.
5. Remove screws attaching ball guide clamp to ball 7. Remove screws attaching ball guide clamp to ball
nut. Remove clamp. Pull ball guides out of ball nut
as shown in figure 4. Remove balls from guides by
ra nut. Remove clamp. Pull ball guides out of ball nut
as shown in figure 4. Remove balls from guides by
separating guides. separating guides.
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6. Turn ball nut upside down over a clean pan and rotate 8. Remove tape from worm shaft; then turn ball nut up
worm shaft back and forth until all balls have been side down over a clean pan and rotate worm shaft
removed. Pull ball nut endwise from worm shaft. back and forth until all balls have been removed.
7. Remove Pitman shaft oil seal from housing and dis Pull ball nut endwise from worm shaft.
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card. New oil seals should be used when reas 9. Remove upper thrust bearing cone from worm shaft,
sembling the steering gear. using bearing remover plates (J-8176) (fig. 5). Re
8. Remove adjuster worm thrust bearing oil seal from move upper ball nut stop pin from worm shaft.
cup and adjuster assembly. Discard oil seal. 10. Remove Pitman shaft oil seal from gear housing and
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9. Removal of thrust bearing cups from housing and discard.

adjuster and bushings from housing and side cover 11. Remove worm shaft oil seal from top cover and dis
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should be deferred until inspection of parts indicate card. New oil seals should be used when reassem
necessity for removal. bling the steering gear.
12. Removal of lower worm thrust bearing cup from
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housing, upper thrust bearing cup from top cover,

Type Steering Gear Shown in Figure 2 Only needle bearing from side cover, and* needle bearing
1. Accomplish steps 1 through 7 described previously at or bearings from housing should be deferred until
beginning of disassembly procedures. inspection of parts indicate necessity for further
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2. Remove top cover to housing attaching bolts and lock disassembly.

washers; then carefully withdraw top cover, worm,
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and ball nut assembly as a unit. Remove lower worm

thrust bearing. INSPECTION OF PARTS
3. Remove top cover from worm shaft. Remove upper (Refer to Figures 6 and 7)
thrust bearing from top cover. Retain shim pack for All Types Steering Gears
reassembly of steering gear.
1. Clean all parts thoroughly in suitable cleaning sol
IMPORTANT: Do not hold worm shaft and ball
vent and wipe or blow parts dry prior to inspection,
nut in a vertical position as ball nut will travel
repair, and assembly of the steering gear. Proce
by its -own weight to end of shaft. If ball nut
dures should not be attempted in dirty surroundings.
sharply strikes either end of shaft worm, ball
Parts must be absolutely clean.
guides will be damaged.
2. Inspect steering gear housing for cracks, distortion,
4. Try action of ball nut on shaft worm. Ball nut must and condition of threads in tapped holes. Replace
rotate smoothly with no evidence of binding or rough housing if damaged.
ness. Tape shaft worm at both ends of ball nut to 3. On steering gear assemblies having an expansion
keep nut from running up or down; then until ready to plug in gear housing, check for looseness or signs of
disassemble, lay the assembly flat on work bench. grease leakage. If apparent, replace plug as follows:

STEERING 9-4
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1 Lock Nut 11 Pitman Arm Nut 23 Lash Adjuster Lock Nut
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2 Worm Thrust Bearing 12 Lock Washer 24 Lock Washer
Adjuster Oil Seal 13 Pitman Shaft Oil Seal 25 Side Cover
3 Worm Thrust Bearing 14 Housing Bushings 26 Gasket
Adjuster 15 Worm Lower Bearing Cup 27 Side Cover Bushing
4 Worm Upper Bearing Cup
5 Worm Upper Bearing
16
17
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Expansion Plug
Steering Gear Housing
28
29
Back-up Adjuster Lock Nut
Back-up Adjuster
6 Steering Shaft 18 Pitman Shaft 30 Filler Plug
7 Shaft Worm 19 Pitman Shaft Sector Gear 31 Balls
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8 Ball Nut 20 Lash Adjuster 32 Clamp Retainer Screw
9 Ball Guides 21 Lash Adjuster Shim 33 Ball Guide Clamp
10 Worm Lower Bearing 22 Side Cover Bolt
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F ig . 6 — M e ch a n ic a l Steering G e a r Components (553D Steering G ear) (Typical)

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a. Remove plug from housing by pressing center of balls in guide. Replace guides if any restriction
plug outward from housing. As curvature of plug exists. Check return guide clamp.
is changed, it will become loose and can easily be 9. Check top cover for cracks or damage to tapped
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removed without damage to housing. holes.

b. While expansion plug is removed, check condition
of lower worm thrust bearing cup. Replace if
Type Steering Gear Shown in Figure 1
as
necessary, as described later under "Steering

Gear Repair.” 1. Measure diameter of side cover and gear housing
c. Position new expansion plug in gear housing with bushings. If bushings are damaged or worn exces
convex side facing out. Press on center of plug to sively, replace as described under "Steering Gear
deform it inward to secure in housing.
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Repair.” Refer to "Specifications” later for new

4. Check side cover for cracks or other damage. limits on bushings.
5. Inspect Pitman shaft for damaged serrations and 2. Inspect the condition of adjuster assembly threads in
threads. Examine sector gear teeth for scuffing or housing. Check cup and adjuster assembly for dam
scoring. Check outside diameter of shaft at housing age and stripped threads. Cup in inner end of ad
and side cover ends. If excessive wear is evident, juster screw serves as outer race for worm upper
replace shaft. thrust bearing.
6. Thoroughly inspect steering worm for scoring, bend
ing, and wear.
7. Examine worm ball nut for scuffing, scoring, or
wear on rack teeth and on ball thread groove. Check 1. Inspect needle bearings in housing and side cover. If
all holes and passages for obstructions. Check worm worn or chipped, replace as described later under
balls for flat spots, checking, wear, or damage. “ Steering Gear Repair.”
Balls should all be the same size within 0.0001” . 2. Check thrust bearing cones and cups. If cracked,
8. Inspect ball return guides for distortion or damage. scored, or worn excessively, replace as described
Place two halves of a guide together and try action of later under "Steering Gear Repair.”

STEERING 9-5
1 Lock W asher
2 Top Cover to Housing Bolt
3 Oil Seal
4 F ille r Plug
5 Top Cover
6 Shims
7 Bearing Cup
8 Lash Adjuster Lock Nut
9 Side Cover
10 Lock W asher
11 Side Cover to Housing Bolt
12 Gasket
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i 25 Bolt and W asher
30 13 Needle Bearing
14 Pitman Shaft G ear Assem bly 26 Ball Guide Clamp
y.
15 Needle Bearing 27 Ball Return Guide
16 Oil Seal 28 Balls
17 Lock W asher 29 Steering W orm
18 Pitman A rm Nut 30 Bearing Cone
19
20
21
Drain Plug ar
Steering G ear Housing
Expansion Plug
31
32
33
W orm Thrust Bearing - Upper
Ball Nut
Bearing Cone
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22 Lock Nut 34 W orm Thrust Bearing - Low er
23 Back-Up Adjuster 35 Bearing Cup
24 Ball Nut Stops_________________ 36 Lash Adjuster_______ TPM-6209
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Fig. 7 — M e ch a n ic a l Steering G e a r Components (568D Steering G e a r) (Typical)

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STEERING GEAR REPAIR 1. Thread a 1-1/8" tap into bushing the full length of
bushing (fig. 8). Place side cover in a vise. Using a
B U S H IN G IN SIDE C O V ER suitable driver or rod inserted through lash adjuster
hole in cover against tap, press out tap and bushing.
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2. Press new bushing in place and ream to dimension

It is recommended that side cover and bushing be re shown in "Specifications” at end of this section. It is
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placed as an assembly if the bushing is worn. However, if important that bushing is reamed true.
reaming equipment is available, bushing can be replaced
in side cover as follows:
B U SH IN G IN G E A R H O U S IN G
as

To replace Pitman shaft bushing in gear housing, pro
ceed as follows:
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1. Using remover and replacer tool (J-5529) or suitable

sleeve, drive bushing from housing in manner shown
in figure 9. Improvised tool can be made if desired.
2. Drive bushing into housing as shown in figure 10 with
remover and replacer tool (J-5529) or sleeve.
W O R M THRUST B E A R IN G CUP
REPLACEMENT

1. Using a suitable punch and hammer, drive bearing
cup from steering gear housing.
F ig . 8 — R e m o v in g S id e C o v e r Bushing 2. Position new bearing cup squarely over recess in

STEERING 9-6
Fig. 11— C h e ck in g Lash Adjuster C learance
LASH ADJUSTER REPLACEMENT
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1. Lash adjuster retainer is tack-welded in end of Pit
man shaft (fig. 12). Break tack-weld and unscrew
Fig. 9 — Removing Bushings from Housing
retainer from shaft. Remove adjuster screw and
thrust washer.
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2. Install new thrust washer and adjuster screw, lubri
gear housing and press cup in until it is firmly and cating end of adjuster with regular steering gear
evenly seated. Use old cup to press new cup into lubricant.
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place. 3. Screw retainer in tight; then back off 30 degrees to
3. Repeat these procedures for adjuster screw bearing obtain correct adjustment. Tack weld retainer at
cup replacement. ra points shown in figure 12.
LASH ADJUSTER REPLACEMENT WORM BEARING CONE AND

AND ADJUSTMENT CUP REPLACEMENT
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Type Steering Gear Shown in Figure 1 Type Steering Gear Shown in Figure 2
1. Position lash adjuster screw shim on lash adjuster 1. If not previously removed, press worm bearing cones
screw. Insert adjuster screw and shim into slotted off worm shaft with remover plates (J-8176). Refer
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end of Pitman shaft. to figure 5.

2. Check clearance between adjuster screw head and 2. Use same tool and press new cones on shaft.
shaft as shown in figure 11. Clearance must not ex 3. Use a suitable punch and hammer, and drive bearing
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ceed 0.002". If clearance is more than 0.002", select cup from steering gear housing.
a thicker shim. Four sizes of shims are available 4. Position new bearing cup squarely over recess in
and can be purchased in a kit. steering gear housing and press cup in, until it is
firmly and evenly seated. Use old cup to press new
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cup into place.

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F ig . 1 0 — In s ta llin g B u sh in gs in H o u sin g F ig . 1 2 — Lash A d ju ste r S c re w In sta lla tio n

STEERING 9-7
clean. Any bits of abrasive material which may get inside

of the housing during assembly procedures will quickly
damage the gear mechanism. Grease and oil used at
assembly must be free from dirt. When handling parts,
make certain that hands are clean and that clean cloths
are used. Pre-lubricate all bearings, bushings, oil seals,
and moving parts at assembly with proper lubricants
specified in LUBRICATION (SEC. 0) of this manual.
ASSEMBLING BALL NUT AND WORM

All Type Steering Gears
1. Place steering worm shaft assembly flat on bench.
2. Install worm ball nut over shaft worm with ball re
Fig. 13— Removing Side C o ve r N e e d le Bearing
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turn guide holes in ball nut up. Align grooves in
worm and ball nut by sighting through bottom of ball
5. Repeat these procedures for top cover bearing cup return guide holes.
replacement. 3. Divide total number of balls into two clean con
tainers. Each container should then contain the cor
PITMAN SHAFT BEARING REPLACEMENT rect number of balls for one circuit.
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4. Drop balls into one of the return guide holes in the
upper circuit of nut. Gradually turn shaft away from
1. Pull needle bearing from side cover, using puller that hole while inserting balls. Continue until the
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tool (J-3187-A) with slide hammer (J-2619) (fig. 13). circuit is filled from bottom of one hole to bottom of
2. Press or drive needle bearing or bearings from gear the other, or until stopped by reaching end of the
housing, using remover and replacer tool (J-5529) shaft worm (fig. 15).
(fig. 14). 5. In event balls are stopped by reaching end of shaft
3. Install bearings in both side cover and gear housing
with remover and replacer tool (J-5529). During in
ra worm, hold down balls already installed with a rod
or punch in return guide hole (fig. 15). Turn shaft
stallation, press only against stamped identification in the reverse direction a few turns. Filling of the
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side of bearing. circuit can then be continued. It may be necessary to
work shaft back and forth, holding balls down, first
ASSEMBLY OF STEERING GEAR in one hole and then in the other. This will close up
spaces between balls, filling the circuit completely
GENERAL
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and solidly.
One of the most important phases when assembling the 6. Lay one-half of the ball guide on bench with groove
steering gear is cleanliness. All parts must be kept up. Place the remaining balls for the first circuit in
to groove of the guide (fig. 16). Close this half of
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ball guide with other half. Hold the two halves to
gether and plug each open end with heavy grease to
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prevent balls from dropping out.

7. Push ball return guides with balls, completely into
return holes in ball nut. Tap guide lightly with
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screwdriver handle to seat if necessary. This com

pletes one circuit of balls.
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Ball N ut
F ig . 1 4 — R e m o vin g o r In s ta llin g N e e d le B ea rin g in H o u sin g Fig . 1 5 — F il lin g B all C ir c u it in N u t

STEERING 9-8
INSTALLATION OF WORM, BALL NUT,

AND TOP COVER ASSEMBLY
1. Lubricate new worm seal and press in base of top
cover. Seal should be positioned so that lip of seal
faces toward steering gear housing.
2. Install ball nut upper stop pin in worm shaft slot.
3. Press upper thrust bearing cone on worm shaft, us
ing bearing installer plates (J-8176).
4. Install ball nut lower stop pin in slot in worm shaft.
5. Press lower thrust bearing cone on worm shaft, us
ing bearing installer plates (J-8176).
6. Mount steering gear housing in holding fixture or
vise so that top cover opening is up. Do not grip too
tightly.
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7. Lubricate worm thrust roller bearing and position in
8. Fill lower ball circuit in ball nut in same manner as cup in lower end of gear housing.
8. Place original pack of shims on top cover. Shims
described for upper ball circuit.
9. Install ball return guide clamp on ball nut, using the are available in 0.002", 0.005", 0.010", and 0.030"
three screw and lock washer assemblies. Tighten thickness. A minimum of three 0.002" and two
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0.005" shims must be used for initial adjustment.
screws securely.
10. Thoroughly lubricate ball nut and balls; then test as 9. Lubricate upper worm thrust bearing; then position
sembly by rotating ball nut on shaft worm. Do not bearing on upper end of worm shaft over cone. Place
top cover over shaft and on bearing.
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rotate ball nut to end of worm threads as this may
10. Remove tape from worm at both ends of the ball nut;
damage ball guides. If motion of worm nut is not
then gently rotate ball nut assembly so that it con
free, cause of bind must be located and trouble cor
tacts stop pin in lower end of the worm.
rected. Bent ball guides may restrict ball circuit
travel.
11. Temporarily tape shaft worm at both ends of ball nut
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11. Lift top cover, worm, and ball nut assembly by
grasping top cover and worm. Turn the shaft into a
vertical position so that ball nut is on the bottom.
to keep nut from running up or down; then until ready
Carefully guide the assembly into gear housing until
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to install in gear housing, lay the assembly flat on
bearing cone on worm shaft contacts lower worm
work bench.
thrust bearing. In so doing, rotate the worm so ball
NOTE: Procedures for assembling the various nut return guide clamp faces the back-up adjuster
type steering gear assemblies are different from opening in the housing. Bolt top cover to gear hous
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this point on. Refer to applicable procedures de ing. Tighten bolts to 35-45 foot-pounds torque.
scribed under separate headings following for 12. Accomplish all procedures steps 1 through 10 de
each type steering gear. scribed under “ Installation of Pitman Shaft and Side
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Cover” following:
INSTALLATION OF WORM, BALL NUT,
AND BEARING ADJUSTER ASSEMBLY INSTALLATION OF PITMAN SHAFT
AND SIDE COVER
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All Steering Gears
1. Position worm thrust bearing ball and separator as
sembly in steering gear housing against the bearing
as
1. With gear housing positioned in vise or holding fix

cup. ture so that worm shaft is horizontal, proceed as
2. Remove tape from worm shaft at each end of the ball follows:
nut. Grip shaft worm below and above the ball nut to 2. While holding worm nut, turn worm shaft to move nut
prevent nut from running to extreme end of shaft. to center of worm. This is necessary so that worm
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3. Position gear housing in vise or holding fixture so nut and Pitman shaft will mesh properly when the
worm shaft will be horizontal; then insert steering shaft is installed. Center tooth on Pitman shaft
shaft assembly through adjuster assembly opening in sector must enter center space in worm nut.
gear housing. 3. Apply proper lubricant to shaft bearing or bushing in
4. Install new oil seal in adjuster and cup assembly. gear housing. Position shaft in gear housing, being
Lip of seal goes toward inside of housing. careful not to damage bearings or bushings with
5. Install worm thrust bearing ball and separator as serrated end of the shaft.
sembly over upper end of worm shaft. 4. Position a new gasket on gear housing side cover
6. Install cup and adjuster assembly in gear housing. opening.
Temporarily tighten adjuster assembly until all end 5. Apply proper lubricant to side cover bearing or
play is removed. Install lock nut over adjuster. Do bushing. Place side cover on lash adjuster screw in
not tighten lock nut. Pitman shaft. With screwdriver through hole in side
7. Accomplish steps 1 through 10 described later under cover, thread lash adjuster screw through cover
"Installation of Pieman Shaft and Side Cover.” until cover is pulled against housing. Back off lash

STEERING 9-9
adjuster screw a few additional turns to provide gear housing. Do not make adjustment until all other
backlash between sector gear on shaft and ball nut. adjustments have been made.
6. Install side cover to housing attaching bolts and lock 9. Install the steering gear assembly in the vehicle as
washers. Tighten bolts to 25-35 foot-pounds torque. directed earlier.
Install adjuster screw lock nut loosely. 10. Adjust worm bearings, and make Pitman shaft lash
7. Install new Pitman shaft oil seal carefully over Pit adjustment as previously described; then on steering
man shaft so that serrations on shaft do not damage gears equipped with a back-up adjuster, tighten back
seal. Lips of oil seal should face inside of gear up adjuster until adjuster bottoms against ball nut
housing. Be sure oil seal is well seated in housing. return guide clamp. Back off adjuster 1/8 to 1/4 turn
Tool used to install bushing or bearing in housing and secure in place with adjuster lock nut. Purpose
may be used to install oil seals. of the back-up adjuster is to keep the worm shaft
8. On steering gears equipped with a back-up adjuster, from flexing up and down.
install back-up adjuster and lock nut loosely in the
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SPECIFICATIONS
MODEL APPLICATION CHART
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Truck Series Gear Model Ratio
Series 70-80 Conventional Cab 553-D-66 28.14 to 1
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Series TM/TG/TJ-70 . . 553-D-17 28.14 to 1
Series TM/WM-80 . . . . 568-D-46 30.51 to 1
Optional
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Series 70-80 Conventional Cab M o d e ls ............................................................ 554-D-2 28.14 to 1
Series TM/TG/TJ-70 . . 568-D-45 30.51 to 1
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STEERING GEAR SPECIFICATIONS
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Type . . .
Model . .
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Worm Nut:
B a l l s ....................... ............................................. Type Gear Number Size
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553-D-17 106 9/32”

553-D-66 106 9/32”
554-D-2 106 9/32”
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Pitman Shaft Bushing: Type Gear Width I.D. O.D.

Housing.................... ............................................. 553-D-17 1.000" 1.3790” 1.5000”
a
1.3795” 1.5005”
553-D-66 1.430” 1.5050” 1.6265”
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1.440” 1.5060” 1.6270”

554-D-2 1.375” 1.751” 1.876”
1.753” 1.877”
Side C o v e r ................. ............................................. 553-D-17 0.820” 1.1255” 1.2520”
0.850” 1.1260” 1.2535”
553-D-66 0.84” 1.5020” 1.6280”
1.5025” 1.6295”
554-D-2 0.84” 1.5020” 1.6280”
1.5025” 1.6295”
Pitman Shaft Bearing:
Housing....................... ............................................. 568-D-45 0.990” 1.7495” 2.1245”
1.000” 1.7500” 2.1255”

STEERING 9-10
568-D-46 0.990" 1.7495" 2.1245"

1.000" 1.7500" 2.1255"
Side C o v e r ...................................................... .............. All 568-D 0.990" 1.7495" 2.1245"
1.000" 1.7500" 2.1255"
Steering Gear Adjustments:
Worm Bearings
Pull to keep wheel moving ....................... ......................... 1-1/2 to 2 lbs.
End Cover Shim Thickness
(568-D Gear o n ly ).................................. 0.002", 0.005", 0.010", 0.030"
Sector Gear Lash
Pull Over C en ter........................................ ....................2-3/4 to 3-1/4 lbs.
Lash Adjuster Shim Thickness ................. . . 0.063", 0.065", 0.067", 0.069"
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Idler Lever Bushing Width I.D. O.D.
Tilt Cab Models ........................................... .............. 0.740" 1.125" 1.312"
0.760" 1.126" 1.313"
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STEERING 9-11
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1 Pump Return Port
2 Pump Pressure Port
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3 Right-Turn Cylinder Port
4 Left-Turn Cylinder Port
5 Steering Gear Housing
6 Cover to Housing Gasket
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7 Worm Upper Bearing

8 Valve Spool
9 Rotary Valve and Pin
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Assembly
10 Adjuster Plug Assembly
11 Adjuster Plug Lock Nut
12 Stub Shaft
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13 Torsion Bar
14 Top Cover
15 Top Cover to Housing Bolt
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16 Worm Oil Seal

17 Return Guide Clamp
18 Clamp Screws
19 Bolt Nut
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20 Shaft Worm
21 Lower Worm Bearing
22 Retainer
23 Steel Balls
24 Pitman Shaft Sector Gear
21 T P M - 6 5 0 1-1
F ig . 1 — C o n tr o l V a lv e Po w e r S te e rin g G e a r (Type 5 5 3 - D V ) (T y p ic a l)
CHEVROLET TRUCK OVERHAUL MANUAL

STEERING 9-12
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36 Back-up Washer
Back-up Seals 37 Worm Oil Seal
Rotary Valve 38 Worm
Torsion Bar 39 Filler Plug
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Torsion Bar and Stub Shaft 40 Top Cover Gasket

1 Lock Nut Assy. 41 Needle Bearing
2 Retaining Ring 21 Return Guide Clamp 42 Stop
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3 Back-up Washer 22 Screw 43 Thrust Bearing Cone

4 Stub Shaft Oil Seal 23 Ball Return Guides 44 Nut
5 Stub Shaft Needle Bearing 24 Back-up Adjuster 45 Lock Washer
6 Adjuster Plug 25 Lock Nut 46 Oil Seal
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7 O -Ring Seal 26 Steering Gear Housing 47 Needle Bearing

8 Thrust Bearing Inner Race 27 Expansion Plug 48 Lash Adjuster
9 Thrust Bearing 28 Drain Plug 49 Pitman Shaft and Gear Assy.
10 Thrust Bearing Outer Race 29 Bearing Cup 50 Needle Bearing
11 Thrust Bearing Spacer 30 Lower Thrust Bearing 51 Gasket
12 Bearing Retainer 31 Worm Balls 52 Side Cover
13 Spool Spring 32 Top Cover 53 Lock Washer
14 Dampener ( O -Ring) 33 Lock Washer 54 Bolt
15 Valve Spool 34 Connector 55 Lock Nut
16 Rotary Valve (Teflon) Rings 35 Top Cover Bolt 56 Ball Nut TPM -6307
F ig . 2 — C o n tro l V a lv e an d Pow er Ste e rin g G e a r C o m p o ne nts

STEERING 9-13
CONTROL VALVE AN D POWER STEERING GEAR OVERHAUL

There are four type 553-DV power steering gears (fig. DISASSEMBLY
1) covered in the following overhaul procedures: The
major differences in the gears is in the housings, size, 1. With a screwdriver, remove upper thrust bearing re
mountings, direction of worm shaft, adjustments, and tainer (12) (fig. 4). Be careful not to score the needle
whether bearings or bushings are used in the housings. bearing bore. Discard retainer.
Refer to '•'Specifications'’ group at end of this section for 2. Remove upper thrust bearing spacer (11), thrust
truck model application. bearing (9), and thrust bearing inner race (8) and
Illustrations shown in this part of the manual are typi outer race (10).
cal of all type gears unless otherwise specified. Overhaul 3. Remove adjuster plug O-ring seal (7) and discard.
procedures are the same for all type gears except where 4. Mount adjuster plug in vise having brass jaws.
designated in the text. 5. Remove stub shaft oil seal retaining ring *(2) with
Disassembly and assembly procedures must be per tru-arc pliers (fig. 5). Remove seal back-up washer
formed on a clean work bench. As in repairing any hy- (3).
m
draulically operated unit, cleanliness is of the utmost 6. Remove stub shaft oil seal (4) by prying out with a
importance; therefore, the bench, tools, and parts must screwdriver. Discard oil seal. NOTE: Use care to
be kept clean at all times. Thoroughly clean the exterior avoid damage to adjuster plug bore.
7. Do not remove stub shaft bearing (5) from adjuster
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of steering gear with a suitable solvent, and when neces
sary drain as much of the hydraulic fluid as possible plug unless inspection shows necessity.
from the unit.
INSPECTION (Fig. 2)
1. Inspect thrust bearing spacer (11) for cracks or
y.
CLAMP YOKE REMOVAL other damage.
2. Inspect thrust bearing races (8 and 10) for wear,
1. Drain as much fluid from the unit as possible. pitting, scoring, or cracks. If any of these conditions
2. If not previously removed, mark the stub shaft and
clamp yoke before removing the yoke so they can be
assembled in the same position when the steering
gear is reassembled.
ar are found, replace races.
3. Inspect stub shaft needle bearing (5) in adjuster plug
(6). If needles are broken or pitted, remove bearing
assembly by pressing from upper thrust bearing end
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DO NOT HAMMER ON THE SHAFT AS THIS MAY of plug, using remover tool (J-6221) (fig. 6). Discard
BRINELL THE THRUST BEARINGS. the bearing.
3. Remove clamp yoke bolt and remove yoke from the
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stub shaft. ASSEMBLY (Fig. 2)

1. Position the adjuster plug on wood block.
ADJUSTER PLUG ASSEMBLY 2. If previously removed, install stub shaft needle
a
(Key Numbers in Text Refer to Figure 2) bearing (5) through thrust bearing end of adjuster
plug. Press against identification end of bearing,
cc
REMOVAL using installer tool (J-6221) (fig. 6).

1. Turn stub shaft to turn Pitman shaft counterclock
NOTE: End of bearing is to be flush with bot
wise until ball nut reaches end of travel at top.
tom surface of stub shaft seal bore.
2. Loosen the adjuster plug lock nut with a suitable
si
wrench. Remove the lock nut (fig. 22). 3. Lubricate new stub shaft oil seal (4) with "Type A”
3. Using spanner wrench (J-7624), remove the adjuster hydraulic fluid. Install oil seal, with lip toward in
plug assembly (fig. 3). side of plug, and back-up washer (3) far enough into
as
bore of plug to provide clearance for the retainer

ring (2), using installer tool (J-5188) (fig. 7)
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Bearing Retainer
F ig . 3 — R e m o vin g A d ju ste r P lu g F ig . 4 — R e m o v in g Thrust Bearing R e tain er

STEERING 9-14
Press Ram
Adjuster Plug
Wood Block
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Fig. 7 — Installing Stub Shaft O i l Seal
Fig. 5 — Removing or Installing O i l Seal Retaining Ring
REMOVAL
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4. Using tru-arc pliers, install oil seal retaining ring
(2) (fig. 5). Make certain that ring is properly seated 1. Remove clamp yoke and adjuster plug as previously
in groove. outlined.
5. Lubricate new adjuster plug O-ring seal (7) with 2. Remove valve assembly by grasping stub shaft and
y.
vaseline and install on adjuster plug (6). pulling straight out. NOTE: It may be necessary to
6. Assemble large O . D . thrust bearing (inner) race (8), use pliers to aid in removal. Use care not to damage
upper thrust bearing (9), small O.D. thrust bearing stub shaft splines (fig. 9).
(outer) race (10), and thrust bearing spacer (11) on
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the adjuster plug. DISASSEMBLY
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7. Press new bearing retainer (12) into needle bearing
bore, using suitable sleeve (fig. 8). Radial location of Key numbers in text refer to figure 2.
dimples is not important. 1. Remove spool spring (13) by prying on small coil
with a small screwdriver. DO NOT pry against the
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CONTROL VALVE ASSEMBLY valve body as this may result in a sticky valve. Work
spring onto bearing diameter of stub shaft (20); then
The control valve assembly is a precision unit with slide spring off shaft.
selectively fitted parts hydraulically balanced at the fac 2. Using extreme caution, remove the valve spool (15)
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tory. Only those parts which are marked as service as follows:

items are replaceable. If replacement of any nonservice- The diametral clearance between valve and valve spool
able part is necessary, the complete valve assembly (15) may be as low as 0.0004". The slightest “ cocking"
cc
must be replaced. Cleanliness of the parts, tools, and of spool may jam it in valve body. To remove the valve
work area is of the utmost importance during servicing of spool, hold the valve assembly in both hands with stub
the valve assembly. shaft (20) pointing down and tap stub shaft gently against
The valve assembly should not be disassembled unless wood block. It may be necessary to push lightly on valve
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absolutely necessary. If the valve spool dampener O-ring spool with a pencil or small brass rod inserted through
requires replacement, remove the valve spool only. Re openings in valve cap until the spool can be grasped by
place the O-ring and reinstall spool immediately. DO hand (fig. 10). Withdraw spool with a steady oscillating
as
NOT disassemble further. pull to prevent jamming (fig. 11). If slight sticking
occurs, make a gentle attempt to reverse the withdrawal
procedure. If this does not free spool, it has become
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Press Ram
Remover
Installer Bearing Retainer
Wood Block Adjuster Plug

Adjuster Plug
Wood
F ig . 6 — R e m o v in g o r In s ta llin g N e e d le Bearing F ig . 8 — In s ta llin g Thrust B ea ring R e ta in e r

STEERING 9-15
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F ig . 11— Removing V a lv e Spool
Fig. 9 — Removing Control V a lv e
6. Do not remove the control valve (Teflon) rings (16)
“ cocked” in the valve body bore. Do not attempt to force or ring back-up seals (17) unless inspection shows
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spool in or out of valve body. If such is the case, con necessity. The valve rings are made of Teflon and
tinue to disassemble the valve assembly as follows and rarely require replacement.
return to the spool as described later.
3. Remove the stub shaft, torsion bar, and valve cap
INSPECTION
.
assembly (20) by holding the valve assembly in both
ry
hands with thumbs on the valve body. Tap torsion bar 1. If valve assembly leaks around torsion bar, the en
lightly against work bench. This will dislodge the cap tire valve assembly should be replaced.
from the valve body to cap pin. The stub shaft, tor ra2. If control valve (Teflon) rings (16) and back-up seals
sion bar, and valve cap assembly can then be re (17) show evidence of excessive wear, carefully cut
moved from the valve body (18). rings and seals and remove.
4. If the valve spool (15) has become “ cocked” as de 3. Check the pin in the valve body which engages the
scribed in step 2 above, it can now be freed. By cap. If it is badly worn, cracked, or broken, the en
b
visual inspection on a flat surface, it can be deter tire valve assembly should be replaced.
mined in which direction spool is “ cocked.” A very 4. Check the worm pin groove in valve body (the
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few light taps with a light, soft plastic or rawhide smaller of the two). If it is worn badly, the entire
mallet should align the spool in bore and free it. valve assembly should be replaced.
IMPORTANT: Do not tap the spool with any 5. Check spool drive pin in stub shaft (20). If it is worn
ca
thing metallic. If spool can be rotated, it can be badly, replace entire valve assembly.
removed. 6. Examine outside diameter of spool (15) for nicks,
burrs, or wear. If any are found, replace entire
5. Remove valve spool dampener O-ring seal (14) from valve assembly. A slight polish is normal on the
spool and discard. valve surfaces.
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7. Examine the valve body (18) for nicks, burrs, or

wear. If any are found, the entire valve assembly
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should be replaced. As on the spool a slight polish

ing is normal on the valving surfaces.
8. Check fit of the spool in the valve body bore without
as
the valve spool dampener O-ring seal (14) and lubri

cant. The spool should rotate smoothly without bind
ing or catching. If either occurs, the entire valve
assembly should be replaced. A small burr on the
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spool or in the valve body can usually be removed

with very fine hone.
9. Check valve spool spring (13) for free length, com
pressed length, distortion, or collapsed coils. Free
length of spring should be 0.82". If it measures 0.79"
or less, the spring should be replaced.
ASSEMBLY
1. Lubricate four new valve body (Teflon) rings (16) and
four new back-up seals (17) in “ Type A ” hydraulic
fluid. Assemble rings and seals in four ring grooves
on the valve body. Start at end of valve and work to
F ig . 1 0 — L o o se n in g V a lv e S p o o l opposite end as shown in figure 12.

STEERING 9-16
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Fig. 12— Installing Control V a lv e (Teflon) Rings
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Fig. 1 3 — Installing V a lv e Spool Spring
NOTE: Do not allow the seals to become

twisted. Assemble rings in grooves over the O-
y.
ring seals by carefully slipping rings over the not to scratch or mar the sealing surfaces of stub
valve body. The rings may appear loose or shaft.
twisted in the grooves but heat of the oil during 6. If during assembly of the valve, the stub shaft and
operation after assembly will cause them to
straighten.
2. Install a new valve spool dampener O-ring seal (14)
arcap assembly is allowed to slip out of engagement
with the valve body pin, the spool will be permitted
to enter the valve body too far. The dampener O-ring
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seal (14) will expand into the valve body oil grooves
in valve spool groove. Lubricate the seal in "Type
A ” hydraulic fluid. Do not allow seal to twist in ring preventing withdrawal of the spool. Attempt to with
draw spool with slight pull and much rotary motion.
groove.
If this does not free the spool after several tries,
3. Assemble stub shaft (20) in valve body (18), aligning
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make sure spool is free to rotate; then place valve

groove in valve cap with pin in valve body. Tap
body on a flat surface with notched end up and tap
lightly on cap with a plastic hammer, until cap is
spool with wooden or plastic rod until the O-ring seal
against shoulder in valve body with valve body pin in
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is cut and the spool can be removed. Replace damp

cap groove.
ener O-ring seal with new part and proceed with
IMPORTANT: Make sure the groove and pin assembly as described before.
are in line before tapping on cap. Hold these
parts together during balance of the assembly
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procedures. STEERING GEAR ASSEMBLY

Steering gear parts must be kept free from dirt or
4. Lubricate valve spool (15) with "Type A” hydraulic
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foreign matter during overhaul procedures. Any bits of

fluid. Slide spool over stub shaft (20) with notch to
abrasive material which may get inside the housing dur
ward valve body. Align notch with the spool drive
as
ing assembly procedures will quickly damage the gear

pin in stub shaft and carefully engage spool in valve
mechanism. Grease and oil used at assembly must be
body bore.
free from dirt. When handling parts, make certain that
IMPORTANT: Because the clearance between hands are clean and that clean cloths are used. Pre
the spool and valve body is very small, extreme lubricate all bearings, bushings, oil seals, and moving
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care must be taken when assembling these parts. parts at assembly with proper lubricants specified in
Push the spool evenly and slowly with a slight LUBRICATION (SEC. 0) of this manual.
oscillating motion until the spool reaches the
drive pin. Rotate the spool slowly until the notch DISASSEMBLY
engages the pin. Before pushing the spool com
pletely in, make sure the valve spool dampener Key numbers in text refer to figure 2.
O-ring seal is evenly distributed in the spool 1. Accomplish all procedures outlined in steps 1
groove. Slowly push the spool completely in, through 7 under "Mechanical Steering Gear Over
using extreme care not to cut or pinch the O- haul" in "MECHANICAL STEERING” section.
ring seal. 2. Remove top cover bolts (35) and carefully withdraw
top cover (32), with worm (38), and ball nut (56) as a
5. Position seal protector (J-6222) over stub shaft. unit. Remove lower worm thrust bearing. NOTE:
Slide the valve spool spring (13) over the seal pro Hold the assembly as shown in figure 14 with hand
tector and work spool spring down until it is seated holding ball nut (56) from turning and top cover (32)
in the undercut part of stub shaft (fig. 13). Take care from dropping.

STEERING 9-17
Top Cover
Wrench
Flat Washer
5/16"—18 Tap
Connector
m
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Fig. 15— Removing Connector from Top C o ve r
class condition. Replace connectors as described in

the following:
y.
Worm Shaft
a. To remove a connector, tap threads in center hole
using a 5/16"-18 tap. Thread a bolt, with nut and
TPM-6321
ar flat washer attached, into tapped hole so washer

rides against the face of the port boss and nut
rides against the washer (fig. 15).
b. Hold bolt from rotating while turning nut off bolt.
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Fig. 14— Top, C over, Worm and Ball N u t Removed This will force the washer against the port boss
face and will back out bolt, drawing the connector
from top cover housing (fig. 15).
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3. Try action of ball nut on shaft worm. Nut must rotate c. Discard connector. Clean housing out thoroughly
smoothly with no evidence of binding or roughness. to remove any tapping chips.
Tape shaft worm at both ends of ball nut to keep nut d. Drive new connector against housing seat, using
ca
from running up or down shaft; then lay the assembly driver tool (J-6217) (fig. 16). Be careful not to
flat on work bench until ready to disassemble. damage either the connector or housing seat.
4. Remove top cover from shaft worm. Remove and
discard top cover gasket (40).
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IMPORTANT: Do not hold worm shaft (38) and

ball nut (56) in a vertical position as ball nut
will travel by its own weight to end of shaft. If
s
ball nut sharply strikes either end of shaft

worm, ball guides will be damaged.
as
5. Disassemble ball nut as described in “ MECHANICAL

STEERING” section.
6. Using a screwdriver and hammer, remove worm
seal (37) and back-up washer (36) from top cover
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(32). Discard seal.

7. Removal of worm thrust bearing cup (29) from hous
ing, needle bearing (41) from top cover (32), needle
bearing (50) or bushing from side cover (52), and
needle bearings (47) or bushings from housing should
be deferred until inspection of parts indicate neces
sity for removal.
INSPECTION OF PARTS
1. Accomplish all inspection procedures outlined under
“ Inspection of Parts” in “ Mechanical Steering Gear
Overhaul” in “ MECHANICAL STEERING” section.
2. Check condition of all brass inverted-flare connec
tors in hose connection parts. Replace if not in first- F ig . 1 6 — In s ta llin g C o n n e c to r in Top C o v e r

STEERING 9-18
which may get inside of the housing during assembly will

quickly damage the gear mechanism. Grease and oil used
at assembly must be free from dirt or foreign matter.
When handling parts, make sure that hands are clean and
that clean cloths are used. Prelubricate all bearings,
seals, and moving parts at assembly with proper lubri
cant. See LUBRICATION (SEC. 0) of this manual.
ASSEMBLING TOP COVER

1. Position seal back-up washer (36) in top cover over
worm bearing.
2. Lubricate worm seal (37) and with tool (J-8107-3)
press in to seat against the back-up washer (36).
Seal should be positioned so that the seal lip faces
om
away from the back-up washer (fig. 18).
NOTE: If special tool is not available, be sure
to use a tool which pushes against outer edge of
seal only.
F ig. 17— Removing or Installing Top C ove r N e e d le Bearing 3. Insert worm through top cover assembly. Be careful
.c
not to damage the worm seal.
STEERING GEAR REPAIR ASSEMBLING BALL NUT
ry
Pitman Shaft Bearing Replacement (Refer to Figure 2 in 1. Accomplish procedures outlined in steps 1 through 11
“ MECHANICAL STEERING” Section) under “ Assembling Ball Nut” in “ Mechanical Steer
Accomplish a l l procedures previously d e s c r i b e d ra ing Gear Overhaul” in “ MECHANICAL STEERING”
“ Mechanical Steering Gear Overhaul" in “ MECHANICAL section.
STEERING" section. 2. Install lower ball nut pin stop in slot in worm shaft.
3. Press lower thrust bearing cone on worm shaft,
Pitman Shaft Bushing Replacement (Refer to Figure 2 in using bearing installer plates (J-8176).
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“ MECHANICAL STEERING” Section)
Accomplish all procedures previously described in INSTALLATION OF WORM, BALL NUT,
Mechanical Steering Gear Overhaul in MECHANICAL AND TOP COVER ASSEMBLY
STEERING section.
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1. Position new top cover gasket (40) on housing top

Worm Thrust Bearing Cup Replacement cover (32).
Accomplish steps 1, 2, and 3, as previously outlined in
“ Mechanical Steering Gear Overhaul" group in MECH
cc
ANICAL STEERING section.

Lash Adjuster Replacement (Refer to Figure 12 in
“ MECHANICAL STEERING” Section)
i
Accomplish all procedures described under “ Lash

ss
Adjuster Replacement” in “ Mechanical Steering Gear

Overhaul” in “ MECHANICAL STEERING” section.
Lash Adjuster Adjustment and Replacement
Accomplish steps 1 and 2 described under “ Lash Ad
a
juster Adjustment and Replacement” in “ Mechanical

Steering Gear Overhaul” in “ MECHANICAL STEERING”
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section.
Top Cover Bearing Replacement

1. Press needle bearing from top cover, using suitable
bearing remover tool (fig. 17).
2. Install new bearing, using installer tool (fig. 17).
Press against stamped identification side of bearing.
ASSEMBLING STEERING GEAR

One of the most important phases of assembling the hy
draulic steering gear components is cleanliness. All
parts must be kept clean. Any bits of abrasive material F ig . 1 8 — In sta llin g W orm Se a l

STEERING 9-19
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Fig. 19— Installing Control V a lv e Fig. 2 1 — Adjusting Thrust Bearing Pre-Load
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2. Install worm, ball nut, and top cover as outlined valve body oil grooves, as previously described
under “ Installation of Worm, Ball Nut, and Top in Step 6 under "Assembly of Valve Assembly.”
Cover Assembly” in "Mechanical Steering Gear The valve assembly should be pushed in, by
Overhaul” in "MECHANICAL STEERING” section. pressing against valve body with finger tips
(fig. 19). Be sure valve body is properly seated
y.
INSTALLATION OF PITMAN SHAFT before installing and adjusting the adjuster plug.
AND SIDE COVER The return port in the valve housing should be
fully visible when valve body is properly seated.
Accomplish steps 1 through 6 as described under "In
stallation of Pitman Shaft and Side Cover” in "Mechani
cal S t e e r i n g Gear Overhaul” in "MECHANICAL
STEERING” section.
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INSTALL ADJUSTER PLUG AND ADJUST
THRUST BEARING PRELOAD
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1. Install seal protector (J-6222) over end of the stub
INSTALLATION OF CONTROL shaft (fig. 20).
VALVE ASSEMBLY 2. Install the adjuster plug assembly.
3. Using spanner wrench (J-7624), tighten adjuster plug
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1. Align the valve body drive pin on the worm shaft (38)
up snugly; then back off slightly (1/4 turn).
with the narrow pin slot on valve body.
4. Attach (J-6459) inch-pound torque wrench to the stub
IMPORTANT: Do not push against the stub shaft and measure rotary valve assembly drag (fig.
ca
shaft (20) as this may cause the stub shaft and 21 ).

cap to push out of the valve body (18), allowing 5. Adjust thrust bearing so that preload is 1 to 3 inch-
the valve spool dampener seal (14) to slip in the pounds torque in excess of valve assembly drag,
while swinging torque wrench back and forth through
ic
a 60° arc.
NOTE: Due to the low torque adjustment and

s
because it would be difficult to get an accurate

reading on wrench, do not use a torque wrench
as
having maximum torque reading over 100 inch-

pounds. When taking torque readings, take a
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Seal Protector
Stub Shaft
Top Cover
F ig . 2 0 — In s ta llin g A d ju ste r P lu g F ig . 2 2 — In s ta llin g o r R em o ving A d ju ste r P lug N u t L o ck

STEERING 9-20
INSTALLATION AND ADJUSTMENT

Torque Wrench
OF BACK-UP ADJUSTER
Install back-up adjuster in steering gear housing.
Tighten until adjuster bottoms against ball nut return
Stub Shaft guide clamp. Back off 1/8 to 1/4 turn and secure in
place with adjuster lock nut. Tighten lock nut firmly.
Lock Nut
ADJUST PITMAN SHAFT PRELOAD
NOTE: Pitman shaft preload adjustment is
made after worm thrust bearing preload has
been adjusted as previously described under
"Install Adjuster Plug and Adjust Thrust Bear
ing Preload.”
After power steering gear is completely assembled,
m
find center or straight-ahead position of worm by ro
tating worm through full travel, counting the number of
turns and reversing one-half the number of turns counted.
Mark on end of stub shaft should be in 6 o’ clock position,
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with gear in straight ahead position, on all steering
gears except 553-DV-67 and 553-DV-70. On these steer
ing gears mark on stub shaft should be in 9 o’ clock
position with gear in straight ahead position.
y.
Fig. 2 3 — Adjusting Pitman Shaft Pre-Load
NOTE: Due to the low torque adjustment and
because it would be difficult to get an accurate
reading pulling torque wrench to the right and a reading on wrench, do not use a torque wrench
reading pulling the torque wrench to the left.
Total both readings and take one-half of this
total as the average torque.
ar having maximum torque reading over 100 inch-
pounds. When taking the following torque read
ings, take a reading pulling the torque wrench to
the right and a reading pulling the torque wrench
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6. Using a suitable wrench, install adjuster plug lock to the left. Total both readings and take one-
nut and tighten to 50-110 foot-pounds torque (fig. half of this total as the average torque.
22 ).
Using a 3/4"-12 point deep socket and (J-6459) inch-
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7. Recheck thrust bearing preload. Total thrust bear
pound torque wrench (fig. 23), adjust lash adjuster so
ing adjustment plus seal drag must not exceed 8
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torque is between 4-8 unch-pounds in excess of total

inch-pounds torque.
bearing preload and valve drag readings previously
recorded. This Pitman shaft preload reading should be
taken with the gear on center and while rotating the
INSTALLATION OF PITMAN SHAFT OIL SEAL
cc
steering shaft through an arc of not more than 10°.

Tighten lash adjuster lock nut to 25-35 foot-pounds
Install new Pitman shaft oil seal carefully over Pitman torque. The final over-center reading, which represents
shaft, so that serrations on shaft do not damage the seal. the total of the valve and seal drag, the worm bearing
si
Lips of seal should face the inside of steering gear preload, and the lash adjuster preload, should not exceed
housing. Drive seal into housing until well seated. 16 inch-pounds.
as
VANE TYPE H YDRAULIC PUM P

HYDRAULIC PUMP OVERHAUL
cl
(Figures 1 and 2)
DISASSEMBLY 4. Remove pump reservoir and tube assembly (6) from
Key numbers in text refer to figure 2. pump housing. It will be necessary to rock the as
1. Carefully mount pump assembly in a vise with soft sembly back and forth to aid in removal (fig. 5).
jaws and remove reservoir filler cap (1), if used.
NOTE: Do not scratch inside surface of reser
NOTE: When clamping pump in vise, do not voir on sharp corners of pump casting as this
exert excessive force on hub as this may distort may cause an oil leak at reservoir to pump
the drive shaft bearing in housing. housing oil seal (8).
2. Remove rear mounting stud (3) from reservoir (6) 5. Remove magnet (7) from reservoir.
(fig. 3). Remove seal (2) from mounting stud and 6. Remove pressure union outlet seal (18) from control
discard. valve cavity in pump housing. Discard seal.
3. Remove presure fitting and orifice assembly (5) and 7. Using a small punch, depress end plate retaining
inner seal (4) (fig. 4). Discard O-ring seal. ring (9) enough to allow removal from groove in

STEERING 9-21
pump housing. Insert punch in 1/8" diameter hole in NOTE: Do not disassemble the flow control
housing and remove retaining ring with a screw valve. Valve is serviced as a unit and is pre-set
driver (fig. 6). at the factory.
8. Remove end plate (10) (fig. 7). End plate is spring- 11. With pump housing (23) still inverted, tap lightly to
loaded and will usually sit above housing level. If remove pressure plate (13), pump ring (15), pump
end plate sticks, a slight rocking action should free rotor (16), pump vanes (17), pump rotor thrust plate
it. (19) and two dowel pins (20) (fig. 9).
NOTE: If rocking action fails to free the plate, 12. Remove shaft and bearing retaining ring (28).
use a magnet to free it. 13. Place pump housing (23) in press and remove drive
shaft (29) and ball bearing (27) as an assembly.
9. Remove two pressure plate springs (12) from pump 14. Remove bearing retaining ring (26) from shaft (29)
housing. and press shaft out of bearing (27).
10. Remove housing assembly (23) from vise and remove 15. Place housing in press and, using suitable tool, press
flow control valve (21) and spring (22) by inverting needle bearing (24) and oil seal (25) out of housing
housing (fig. 8). (23).
o m
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ry
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cc
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as
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1 Drive Shaft 10 End Plate O-ring Seal 18 Pressure Union O-ring Seal
2 Drive Shaft Woodruff Key 11 End Plate Retaining Ring 19 Pressure Plate O-ring Seal
3 Snap Ring 12 End Plate 20 Pressure Plate
4 Shaft Outer Bearing Assy. 13 Reservoir Rear Mounting Stud 21 Flow Control Valve
5 Drive Shaft Oil Seal 14 Pressure Plate Spring 22 Flow Control Valve Spring
6 Shaft Needle Bearing 15 Pump Ring Dowel Pin 23 Pump Ring
7 Pump Housing 16 Pressure Union and Filter 24 Pump Vane
8 Housing to Reservoir O-ring Assy. 25 Pump Rotor
Seal 17 Pressure Union O-ring Seal 26 Thrust Plate T-H6 4
F ig . 1— Po w e r S te e rin g H y d ra u lic Pump M o d e l (2 3 5 P -3 6 ) T y p ic a l

STEERING 9-22
16. Remove shaft key (30) from drive shaft (29). can easily be corrected by thorough cleaning. Re
17. Remove end plate seal (11) and pressure plate seal place rotor if excessive looseness exists between
(14) from grooves inside pump housing. Discard rotor and vanes. Replace vanes if worn or scored.
seals. 3. Examine machined surfaces of pump ring for rough
ness or wear. Replace ring if roughness cannot be
NOTE: There is only a slight difference in size
corrected with crocus cloth.
of pressure plate seal (14) and end plate seal
4. Inspect thrust plate, pressure plate, and end plate for
(11). Both are the same thickness but I.D. of
wear, scores, or other damage.
pressure plate seal (14) is 2.862" ± .015" while
5. Inspect pump housing for cracks or damage. Check
I.D. of end plate seal (11) is 2.924" ± .015".
housing for evidence of wear or scoring.
18. Remove reservoir seal (8) from groove on outside of 6. Check all springs for free length, compressed length,
pump housing (23). Discard seal. distortion, or collapsed coils.
7. Inspect locating dowel pins for distortion.
CLEANING AND INSPECTION (Refer to Fig. 2) 8. Examine outer diameter of flow control valve for
scoring or roughness. Slight damage may be cleaned
1. Clean all parts except the drive shaft oil seal in
up with crocus cloth. Check valve assembly for
cleaning solvent. NOTE: The drive shaft oil seal
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freedom of movement in bore of pump housing.
will be damaged if immersed in cleaning solvent.
9. Check all oil passages in pump parts for obstruc
2. Check fit of vanes in slots of rotor for tightness or
tions. U se a piece of tag w i r e to r e m o v e
excessive looseness. Vanes must fit snugly but slide obstructions.
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freely in slots of rotor. Tight fit of vanes in rotor 10. Check bushing in pump housing for wear or damage.
y.
r ar End Plate Seal
Pressure Plate Spring
Pressure Plate
Pressure Plate Seal
Pump Ring
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Pump Rotor
Pump Vane
Outer Seal
Rotor Thrust Plate
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Dowel Pins
Flow Control Valve
Flow Control Spring
Pump Housing
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Needle Bearing
Shaft Oil Seal
Bearing Retaining Ring
Ball Bearing
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Retaining Ring
Drive Shaft
Shaft Key
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1 Filler Cap
2 Mounting Stud Seal
3 Rear Mounting Stud
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4 Inner Seal
5 Pressure Fitting &
Orifice
6 Reservoir & Tube Assy.
7 Magnet
8 Reservoir Seal
9 End Plate Retaining Ring
10 End Plate
T -8 4 5
F ig . 2 — P o w e r S te e rin g H y d ra u lic Pump C o m p o ne nts (T y p ic a l)

STEERING 9-23
M o u n t in g S t u d
R e s e r v o ir
P r e s s u r e U n io n
R e s e r v o ir
V is e
TPW-WU.
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Fig. 3 — Removing M ou nting Stud F ig. 5 — Removing Pump Reservoir
ASSEMBLY 12. Install pump ring (15) in housing on the two dowel
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pins (20) with the rotation arrow on the ring toward
Key numbers in text refer to figure 2. the rear of the pump housing (23) (fig. 10).
1. Lubricate new O-ring seals (8, 11, and 14) with vase
NOTE: Arrow on outer edge of pump ring points
line and install in pump housing.
in direction of pump rotation (counterclockwise
y.
2. Lubricate shaft oil seal (25) with vaseline and install
direction when viewed from the rear of pump).
in pump housing using driver (J-7017) and hammer.
3. Place pump housing (23) in a press and install needle 13. Install ten rotor vanes (17) in slots of pump rotor
bearing (24).
4. Install key (30) in drive shaft (29) and press drive
shaft into ball bearing (27).
5. Install bearing retaining ring (26) on drive shaft (29).
ar (16). The radius edge of vanes goes toward outside of
rotor (fig. 11).
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6. Press drive shaft and bearing assembly in pump
housing (23).
7. Install retaining ring (28).
8. Place pump housing (23) in a vise using soft jaws.
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NOTE: When clamping pump in vise, do not

exert excessive force on hub as this may distort
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drive shaft ball bearing (27) in housing.

9. Insert dowel pins (20) in housing (23).
10. Install rotor thrust plate (19) over dowel pins (20) in
housing.
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11. Install pump rotor (16) on splined end of drive shaft

(29).
s
F ig. 6 — Removing End Plate Retaining Ring

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E n d P la t e
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P u m p H o u s in g
S p r in g s
F ig . 4 — R e m o v in g Pressure U n io n F ig . 7 — R e m o vin g End P late

STEERING 9-24
X
Bntnr X/nnoc
F ig. 8 — Removing Flow Control V a lv e and Spring
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Fig. 11— Installing Rotor Vanes
14. Lubricate outside diameter and chamfered edge of
y.
pressure plate (13) with vaseline to insure against
damage to seals in housing (23); then install pressure
plate in pump housing on dowel pins (20) (fig. 12).
ar NOTE: Ported face of pressure plate (13) goes

toward pump ring (15).
15. In order to be sure that pressure plate (13) is in
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proper place, using a 2-3/4" diameter sleeve, apply
pressure to the outer edge of pressure plate only,
pressing it in to seat.
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NOTE: Pressure plate will travel about 1/16"

to seat. Do not press or hammer on center of
pressure plate. To do so will cause permanent
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distortion resulting in pump failure.
Fig. 9 — Removing D riv e Shaft and Rotary G rou p

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F ig . 1 0 — In s ta llin g Pum p Ring F ig . 1 2 — In sta llin g Pressure P late

STEERING 9-25
Spring
Dowel Pin
H o u s in g H o u s in g
Pump Housing
om
TPM -6938
INSTALLING SPRING INSTALLING VALVE
TPM-6941
Fig. 13— Installing Pressure Plate Springs Fig. 15— Installing Flow Control V a lv e and Spring
16. Install two pressure plate springs (12), one on each
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dowel pin (20) in pump housing (fig. 13). 20. Place magnet (7) inside reservoir (6) on flat face of
17. Lubricate outside diameter and chamfered edge of rear end between openings for mounting stud (3) and
end plate (10) with vaseline to insure against damage pressure fitting (5).
ry
to seal (11) in housing; then press end plate into 21. Install reservoir and tube assembly (6) over pump
pump housing (23). While holding end plate down in housing (23).
housing install end plate retaining ring (9). Be sure 22. Install new inner seal (4) on pressure fitting and
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ring is completely and solidly seated in groove of orifice assembly (5).
housing and that split in ring is near 1/8" diameter 23. Install pressure fitting (5) in pump reservoir (6) and
hole in housing to permit easy removal next time tighten securely.
(fig. 14). 24. Install new seal (2) on rear mounting stud (3). Install
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18. Install flow control spring (22) and flow control valve and tighten stud in reservoir (6).
(21) in bore of pump housing (23). Make sure hex 25. Install filler cap (1) on reservoir and tube assembly
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head screw of valve goes into bore of housing (fig. ( 6 ).

15).
19. Position pressure fitting outer seal (18) in bore of
O-Ring Seal
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pump housing over the flow control valve (21) (fig.

16).
Flow
Control Housing
Valve
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P re ss
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Pum p
H o u s in g T P M -6 9 4 2
TPM-6940
Fig. 14— Installing End Plate Retaining Ring R 9- 16— InstalIing Pressure Union O - R in g Seal
SLIPPER TYPE HYDRAULIC PUMP

HYDRAULIC PUMP OVERHAUL remove all accumulations of dirt or other foreign
niCACCEMRiv material.
UlbAbbbm bLY 2 _ Remove cap screw and lock washer attaching reser-
1. Clean outer surface of pump assembly thoroughly to voir to pump housing. Remove reservoir and gasket.

STEERING 9-26
3. Mount pump assembly in a vise with soft jaws as

shown in figure 1, then using puller (J-8646-02), re
move pulley and hub assembly from pump shaft.
4. Use a center punch to mark pump housing, spanner
nut, and front insert assembly so parts can be re
assembled in same position.
5. Use a spanner wrench or a 1/4" drift and hammer to
loosen and remove spanner nut.
6. Support pump housing in an arbor press so front in
sert is clear. Use a smooth 1/2" diameter bar to
press drive shaft, rotor assembly, and front insert
out of pump housing.
CAUTION: Do not damage pump rear bearing.
7. Remove four slippers and springs from rotor.
8. Using special pliers (fig. 2), remove flow control
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valve retaining ring from housing; then remove plug
with O-ring, spool valve, and spring by depressing
valve against spring pressure and allowing it to
spring back to a point where it can be removed.
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NOTE: Seat may be removed from outlet side
of pump discharge line using a No. 4 easy-out
(J-8659) as shown in figure 3.
.
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CLEANING
Fig. 2 — Removing Flow Control V a lv e Retaining Ring
Immerse all parts in cleaning solution to remove all
traces of oil, dirt, or other foreign matter. It is impor ra
tant that all parts remain absolutely clean throughout damage. Edges of rotor must be sharp and free of
reassembly. nicks.
3. Inspect shaft for damage. Surface at oil seal and
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bearings must be smooth and free of nicks or ridges.
INSPECTION 4. Inspect flow control spool valve for excessive wear
1. Inspect pump housing for visible damage. Check for and scratches.
scratches in control valve and rotor bore. 5. Inspect rotor slippers for excessive wear or other
ar
2. Carefully inspect rotor for wear, scratches, or other damage.

6. Inspect slipper springs and spool valve spring for
weak coils or other damage.
7. Inspect needle bearing rollers in pump housing and
cc
front insert to be sure they are satisfactory for

further service.
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REPAIR
1. The oil seal can be removed from front insert using
as
seal remover (J-8842-1) as shown in figure 4.

CAUTION: Be sure that shaft bearing is not
damaged when removing seal.
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2. Clean oil seal contact surface in insert of any nicks

made during seal removal.
3. Coat outer surface of oil seal lightly with sealing
compound, then using seal installer (J-8841) press
or drive seal squarely into front insert until flush
(fig. 5).
NOTE: Lip of seal must be toward front insert
bearing.
ASSEMBLY
NOTE: During assembly operation it is essen

F ig . 1 — R e m o v in g P u lle y from Pump Shaft tial that absolute cleanliness be observed.

STEERING 9-27
EASY-OUT SEAT
REMOVER
(J-8659)
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ar F ig. 4 — Removing Pump Shaft O i l Seal
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Fig. 3 — Removing Seat from O u tle t Side of Pump

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1. Install rotor on drive shaft, using key and two snap

rings.
2. Using a piece of soft copper wire approximately 25
ss
inches long, make two turns around the center of the

rotor. Fasten the wire as shown in figure 6. Wire
must not be too tight and must be bent toward drive
end of shaft.
a
3. Install two springs and one slipper in each rotor slot.

Each slipper is positioned by sliding under wire as
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springs are compressed. The notched portion of the

slipper must be installed as shown in figure 7. Use
extreme caution that all springs are in their proper
position.
4. Insert rotor and shaft assembly into pump body so
that slippers and rotor are inside the body cam (fig.
8). Use caution to keep slippers flush with rotor as
assembly is pushed into place and wrapped wire is
removed.
5. Apply lubricant to rotor and slippers, then rotate to
be sure that slippers are not cocked.
6. Install new O-ring on front insert, then position in
sert over drive shaft with pin punch marks on insert
and body aligned. Support inner end of drive shaft
while insert is pressed into body. F ig . 5 — In s ta llin g Pump Sh a ft O i l Se a l
STEERING 9-28
Fig. 6 — Slippers Installed in Pump Rotor
7. Install spanner nut and using a spanner wrench or

1/4" drift and hammer thread nut into body until pin
om
punch marks on body, insert, and nut are in
alignment.
8. Install spring in spool valve, then lubricate valve and
install in pump body. Install new O-ring in valve plug
and install in body behind valve. Secure plug in body
with snap ring.
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Fig. 9 — Installing Pulley on Pump Shaft

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9. Install pressure relief valve assembly in pump body

using new gasket between pump body and valve.
10. Support end of pump shaft on support (J-8649), then
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using an arbor press, press pulley onto pump shaft

until front face of pulley hub is flush with end of
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shaft (fig. 9).

Fig. 7 — Slippers and Springs Installed
11. Install new O-ring in pump body, then install reser
voir using new gasket between pump body and reser
ss
voir. Secure reservoir with washer and cap screw.
POWER CYLINDER OVERHAUL

a
(Figure 1)
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NOTE: The two power cylinders covered in the
following overhaul procedures are of the same
basic design. The only difference is in the
stroke length, which for all models is dependent
upon the axle capacity. The only parts that can
be replaced in the power cylinder are the piston
rod seals, socket end stud ball stud seats, and
adjuster screws.
1. If not previously removed, remove cotter pin, ad
juster screw, and ball seats from one end of the
power cylinder. Use a wide blade screwdriver to turn
adjuster screw out. Repeat these procedures at
F ig . 8 — In s ta llin g Rotor, Sh aft an d S lip p e rs opposite end of the cylinder.

STEERING 9-29
1 Outer Tube 7 Retaining Ring

2 Inner Tube 8 Retraction Port
3 Pressure Relief Valve 9 Wiper Assembly
4 Oil Seal 10 Guide Assembly
5 Oil Seal 11 Piston Rod
6 Extension Port 12 Piston
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T P M -7 3 9 8
Fig. 1— Power C y lin d e r (Typical)
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2. Loosen clamp bolt on the outside of the socket. ASSEMBLY (Refer to Fig. 1)
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3. Using a wide blade screwdriver to keep the piston
1. Lubricate lip of the piston rod seal with a thin layer
from turning, unthread socket end from piston rod.
of Lubriplate or equivalent, and insert it into the
4. Force piston rod in and out of power cylinder to
guide assembly with the “ U” of the cup toward the
drain remaining fluid.
5. Using Tru-arc snap ring pliers, remove the scraper
retainer snap ring from groove in piston rod guide
ra bottom of opening in guide.
Install scraper retainer O-ring seal.
Install the scraper retainer in guide with "U ” side
assembly.
pointing out.
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6. Apply air pressure to the retraction port in the guide
Insert the wiper ring assembly; then using Tru-arc
assembly while at the same time holding a finger
snap ring pliers, install the retaining snap ring.
over the extension port. This will dislodge wiper
Make sure retaining ring is well seated in groove of
ring assembly, scraper retainer, scraper retainer
the guide assembly.
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O-ring seal, and piston rod seal from the guide

Thread the socket end assembly on piston rod until
assembly. it shoulders against the rod.
Tighten the clamp bolt securely.
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At both ends of the power cylinder, install ball seats;

Clean and inspect the components using cleaning sol then thread the adjuster screws into the sockets
vent and compressed air. Replace all parts that are not loosely.
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in first class condition.
SPECIFICATIONS
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STEERING GEAR APPLICATION CHART
Truck Series Gear Model Gear Ratio

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Series 70 Tilt Cab M o d e ls ......................................................... 553-DV-54 28.14 to 1

Series 80 Tilt Cab M o d e ls ......................................................... 553-DV-55 28.14 to 1
Series 70-80 Conventional Cab Models; Except F-160 Front Axle 553-DV-67 28.14 to 1
Series 80 Conventional Cab Models With F-160 Front Axle . . . 553-DV-70 28.14 to 1
POWER STEERING GEAR SPECIFICATIONS
M a k e ................................................................. Saginaw Steering Gear Division

T y p e ................................................................. Recirculating Ball and Sector Nut
Model ........................................................................................ See Chart Above
Worm Nut Balls:
Type Gear Number Size
All 553-D V................................................... 106 9/32"

STEERING 9-30
PITMAN SHAFT BUSHINGS

Type Gear Width I.D. O.D.
Housing............................. 1.3790" 1.5000"
1.3795" 1.5005"
553-DV-55 1.000" 1.3790" 1.5000"
1.3795" 1.5005"
553-DV-67 1.430" 1.5050" 1.6265"
1.440" 1.5060" 1.6270"
553-DV-70 1.430" 1.5050" 1.6265"
1.440" 1.5060" 1.6270"
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Side C o v e r ....................... 1.1255" 1.2520"
0.850" 1.1260" 1.2535"
553-DV-55 0.820" 1.1255" 1.2520"
0.850" 1.1260" 1.2535"
553-DV-67 0.840" 1.5020" 1.6280"
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1.5025" 1.6295"
553-DV-70 0.840" 1.5020" 1.6280"
1.5025" 1.6295"
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WORM UPPER BEARING TYPE 553-DV—STEERING GEAR
W id th ............................... . . 0.490"-0.500"
Inside D ia m e te r.............. STUB SHAFT BEARING
1.4995"-1.5000"
Outside Diameter
ra
1.8745"-1.8755"
W id th ............................... 0.2400"-0.2500"
Inside Diameter .............. . . . 0.3745"-0.3750"
TORSION BAR SLEEVE Outside Diameter.............. . . . 0.5620"-0.5630"
W id th ...............................
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Inside D ia m e te r.............. UPPER THRUST BEARING
0.3795"-0.3805"
Outside Diameter ........... Separator Assembly
0.4882"-0.4887"
Width .........................
SPOOL SPRING Inside D iam eter........... . . . . 1.215"-1.225"
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Free Length 0.82" Outside Diameter . . . .

Compressed Length . . . . 0.60" under 10 lbs. Number of Balls . . . . .......................... 14
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STEERING GEAR ADJUSTMENTS

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THRUST BEARING PRELOAD . . 1 to 3 inch-pounds in access of valve assembly drag

THRUST BEARING ADJUSTMENT PLUS SEAL DRAG inch-pounds maximum
ss
PITMAN SHAFT PRELOAD

Final Over-Center Reading (Total of Valve and Seal
Drag, Worm Bearing preload, and Lash Adjuster p re lo a d )..................................... 16 inch-pounds maximum
a
STEERING GEAR TORQUE SPECIFICATIONS HYDRAULIC PUMP SPECIFICATIONS

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Type of Torque VANE TYPE PUMP

Location Mounting (Ft.-Lbs.)
M a k e ....................Saginaw Steering Gear Division
HOSE FITTINGS TO PORTS . . 20-30 Type .................................. . . 235-E and 235-P
Pressure Hose U n io n ........... 10-20 M o d e l................. Refer to Model Application Chart
Adjuster P l u g ....................... Lock Nut 50-110 Capacity Per Minute
Side C o v e r ............................ Bolt 25-35 All pump models except 235-P-47
Lash A d ju s te r....................... Lock Nut 25-35 Maximum . . . . 3.5 gpm of Type “ A” automatic
Control Valve to Steering Gear Bolt 35-45 transmission fluid at 170° F.
Steering Gear to Frame temperature when operating
Type 553-DV....................... Bolt 45-55 pump at 1500 rpm against 50
Pitman Arm to Shaft psi pressure.

STEERING 9-31
Type 553-DV-54
and 553-DV-55 .................... Nut 185-215 HYDRAULIC PUMP SPECIFICATIONS (Cont'd.)
Type 553-DV-67
Minimum. . . . 2.35 gpm of Type “ A” automatic
and 553-DV-70.................... Nut 60-70
transmission fluid at 170° F.
R.H. Idler Arm
temperature when operating
(Type 553-DV-70)
pump at idle speed against
to Support B ra ck et.............. Nut 30-40
665/735 psi pressure.
Support Bracket to Frame . . Nut 45-55
Drag Link to Pitman Arm*. . . . Nut 125-150 Pressure Relief Valve
Power Steering Cylinder Pump Model Minimum PSI Maximum PSI
to Pitman Arm*
Conventional Cab 235-P-19 . . . . 900 1000
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Models Only .................... Nut 125-150 235-P-36 . . . . 900 1000
Cylinder Anchor Bracket 235-P-47 . . . . 1100 1200
to Frame 235-P-48 . . . . 900 1000
Conventional Cab 235-P-49 . . . . 900 1000
Models O nly.......................Nut 45-55 Pressure Plate
Cylinder Anchor Bracket Width (minimum)..................................... 0.518"
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to Axle D ia m e te r................. ............................... 2.875"
Except F-150 Front Axle . . . Nut 40-50 Pump Ring
With F - 150 Front Axle . . . . Nut 70-80 W id th ........................................ 0.8479"-0.8482"
ry
Cylinder Anchor Bracket Tilt D ia m e te r................................................... 2.53"
Cab Models To Axle U-Bolt . . Nut 25-30
To Tie Rod U - B o lt.............. Nut 25-30 Thrust Plate
Cylinder Ball Stud Socket W id th ........................................... 0.320"-0.330"
Clamp Bolt ............................. Nut
Reservoir to Mounting
40-50
ra Pump Rotor
W id th ........................................ 0.8471"-0.8474"
B ra c k e t............................ Bolt 20-25 D ia m e te r..................................... 1.593"-1.598"
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*Torque to 125-150 ft.-lbs.; advance to nearest slot Width of Vane Slots ................. 0.0780"-0.0785"
and install cotter pin. Number of Vane Slots .....................................10
Rotor Vanes
Quantity............................................................10
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Thickness.................................. 0.0770"-0.0775"
W id th ........................................... 0.340"-0.350"
POWER STEERING HYDRAULIC PUMP Length........................................ 0.8468"-0.8471"
SPECIFICATIONS MODEL APPLICATION
cc
End Plate
D ia m e te r..................................... 2.929"-2.933"
Pump
Pump Shaft Outer Bearing
Truck Series Model
W idth........................................... 0.4674"-0.4724"
si
Outside Diameter ....................... 1.5743"-1.5748"

HM/HG/JM/JG/HJ/JJ-70 ....................... 235-P-48 Inside D ia m e te r........... .. 0.6690"-0.6693"
HM/JM/TM/WM-80 ............................... 235-P-48 Number of B a lls ................................................ 8
as
TV-70 ................................................... 235-P-19 Diameter of B a l l s ..................................... 9/32"

TM-70 ................................................... 235-P-49
HV/JV-70 ............................................. 235-P-36
JM-80; with F-160 Front A x le .............. 235-P-47 Pump Shaft Needle Bearing
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TG-70 .............................................. 14-150100-03 Width............................................. 0.740"-0.750"

TJ-70 .............................................. 14-150100-05
SLIPPER TYPE PUMP
Minimum. . . . 2.35 gpm of Type “ A” automatic Capacity
transmission fluid at 170° F.
M axim um ........................................3.4-4.1 gpm
temperature when operating
Minimum 1.45 gpm when operating pump at idle
pump at idle speed against
speed against 665/735 psi pressure.
665/735 psi pressure.
Pressure Relief Valve
Pump Model 235-P-47 Minimum P S I ........................................ 1000 psi
Maximum . . . 4.8-5.2 gpm of Type “ A ” auto
Maximum P S I ........................................1100 psi
matic transmission fluid at
Flow Control Valve Spring
170°F. temperature when oper
Free Length................................................ 3.58"
ating pump at 1500 rpm against Compressed Length ........... 2.40" under 10 lbs.
50 psi pressure.

STEERING 9-32
Bearings must fit:

Shaft D iam eter.......................... 0.6245"-0.6250" HYDRAULIC PUMP TORQUE SPECIFICATIONS
Bore D iam eter.......................... 0.8120"-0.8130" VANE TYPE PUMP
Mounting Bolt or Stud ................. 25-40 Ft. Lbs.
Port Fitting ............................... 25-40 Ft. Lbs.
Pressure Relief Spring: SLIPPER TYPE PUMP
Free L e n g th ............................................. 0.676" Reservoir Cap S c r e w .................... 15-20 Ft. Lbs.
Compressed Length . . . . 0.444" under 19.3 lbs. Pressure Relief V a lv e ....................... 30 Ft. Lbs.
Front Insert N u t ......................... 95-105 Ft. Lbs.
Slipper Spring
Pressure Plate Spring Free Length............................................. 0.440"
Free L e n g th ............................................. 1.237" Compressed Length 0.323" under 2.2 lbs.
Compressed L e n g th .............. 0.82" under 25 lbs.
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POWER STEERING POWER CYLINDER
Flow Control Valve Spring M a k e .......................Saginaw Steering Gear Division
Free L e n g th ................................................ 2.55" T y p e ...................................................... Hydraulic
Compressed L e n g th ........... 0.906" under 8.2 lbs. Length and S tr o k e ....................See Chart Following
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POWER CYLINDER SPECIFICATIONS
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Front Type
Axle Mounting
ra Retracted Extended Stroke

SERIES 70-80.......................... F-070 Side 16.680" 25.740" 9-1/16"
F-090 Side 16.680" 25.740" 9-1/16"
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F-120 Side 16.680" 25.740" 9-1/16"
F-160 Side 16.680" 25.740" 9-1/16"
TILT CAB MODELS

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SERIES 7 0 ........... F-070 Axle 16.680" 25.740" 9-1/16"

F-090 Axle 19.806" 30.866" 11-1/16"
F-110 Axle 19.806" 30.866" 11-1/16"
cc
SERIES 80 F-090 Axle 17.936" 26.966" 9-1/16"

F-110 Axle 19.806" 30.866" 11-1/16"
F-150 Axle 19.806" 30.866" 11-1/16"
si
(*)Distance of stroke is measured from center line of Ball Stud hole at one end of cylinder to center line of
Ball Stud hole at opposite end of cylinder.
as
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SPECIAL TOOLS
References are made to special tools in the various sections of this manual. These tools, or
their equivalent, are necessary and are recommended to readily and efficiently accomplish, certain
service operations.
SECTION 1-CAB AND BODY SECTION 6A— GASOLINE ENGINES

J-2189 Glass Seal and Insert Installer J-21546 Air Hose Adapter
J-9316 Windshield Alignment Blocks (Tilt Cab) *J-21544 Valve Spring Compressor
J-9886 Door Inside Handle Clip Remover J-9290 Valve Lifter Remover
*J-7879-01 Crankshaft Pulley Remover and
Installer Set
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AIR CONDITIONING *J-7879-10 Crankshaft Front Oil Seal Installer (Part
of J-7879-01 Set)
J -5725-02 Gauge Set
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J-5420 Valve Adapter SECTION 6B— TORO-FLOW DIESEL ENGINE
J-9459 Valve Adapter
J-5428 or
J-21753-01 Compression Gauge Adapter (use with
J-5428-02 Vacuum Pump
J-6692)
J-8695-18 Hose-to-Drum Adapter
y.
J-6692 Gauge and Hose for Checking Cylinder
J-6084 Leak Detector
Compression
J-6272-01 Multi-Opener
♦J-21544 Valve Spring Compressor
J-6271 Fits-All Valve (1 Can Opener)
J-8393
J-22132-01
Deluxe Portable A/C Service Station
Schrader Valve Core Remover and
Installer
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*J-7879-01
*J-7879-10
Crankshaft Pulley or Damper Remover
and Installer Set
Crankshaft Front Oil Seal Installer (Part
of 7879-01 Set)
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SECTION 3C— FRONT SPRINGS SECTION 6C-6V-53 DIESEL ENGINE
J-8311 Feeler Gauge
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J-553 Adapter - Spring Pin or Bolt (use
J-7455 Valve Spring Compressor
w/J-2619)
J-4794-01 Crankshaft Pulley Remover
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♦J-2619 Slide Hammer

J-7773-1 Crankshaft Pulley Installer
♦J-21058 Remover & Replacer (Plain Spring Eye
Bushing)
SECTION 6M — GASOLINE ENGINE FUEL SYSTEM
cc
SECTION 4A— REAR AXLE KS-27941 Governor Adjusting Wrench

J-8824 Carburetor Float Gauge
J-3453 Pinion Yoke Holding Bar J-4395 Float Lever Bending Tool
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SECTION 6M — TORO-FLOW DIESEL

SECTION 4B— REAR SPRINGS FUEL INJECTION SYSTEM
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J-8118 Spring Pin Puller (use w/J-2619) J-21731 Fuel Pressure Gauge Set (Toro-Flow)
*J-2619 Slide Hammer J-22452 Gauge for Selecting Governor Spring
♦J-21058 Remover & Replacer (Plain Spring Eye Spacers
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Bushing) J-21761 Injection Nozzle Service Tool Set --

J-8459 Remover & Replacer (Radius Leaf Eye Consists of:
Bushing) J-4298-1 Pin Vise for Nozzle Tip Hole
Cleaning Needles
J-8537-28 Mutton Tallow
SECTION 5A— HYDRAULIC BRAKES J-8537-15 Scraper for Pressure Chamber
J-8537-18 Scraper for Valve Seat
J-4707 Adjusting Tool J-8537-27 Brass Brush
J-8049 Brake Spring Tool J-8152 Nozzle Well Cleaning Brush
*J-8554 Master Cylinder Cover (for connecting J-21761-1 Centering Sleeve
pressure bleeder hose) J-21761-2 Nozzle Spray Hole Cleaning Needles
♦Listed in more than one section.

SPECIAL TOOLS 2
SECTION 6M— TORO-FLOW DIESEL SECTION 7B—TRANSMISSION

FUEL INJECTION SYSTEM (CONT’D.) ON-VEHICLE SERVICE

J-21762 Nozzle Seat and Cavity Cleaning Set (at J-8109 Gearshift Lever Remover
Cylinder Head)
J-22421 Wrench Adapter (Delivery Valve
Retainer) SECTION 7D— CLUTCH CONTROLS
J-21673 Fuel Pump Drive Hub Holding Wrench
J-22457 Governor Shaft Seal Plug *J-8554 Master Cylinder Cover (for connecting
pressure bleeder hose)
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SECTION 6M -6V-53 DIESEL
FUEL INJECTION SYSTEM
SECTION 7E— CLUTCHES
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J-1242 Injector Timing Tool
J-8130 Injector Test Oil J-5901-2 Pilot Bearing Remover
J-5286-9 Injector Tube Reamer ♦J-2619 Slide Hammer
J-8932-01 Fuel Line Nut Wrench
y.
J-9787 Injector Tester
J-8538-10 Adapter Plate (Part of J-9787)
J-7041 Injector Comparator SECTION 9-MECHANICAL STEERING
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J-5119 Injector Tip Concentricity Gauge
J-544-01 Spring Scale
SECTION 6Y— ENGINE ELECTRICAL

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J-2927-01
J-3186
Steering Wheel Puller
Pitman Arm Puller
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BATTERY
J-22552 Battery Tester - Charger (421 Test)
SECTION 9B— POWER STEERING
J-22181 Power Steering Pressure Gauge Kit
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IGNITION SYSTEM
S-9704B Spark Plug Wrench Socket
SECTION 12-CHASSIS ELECTRICAL
cc
AND INSTRUMENTS
A.C. GENERATING SYSTEM
J-7900 Instrument Cluster Retainer Clip
J-9782-1 Test Adapter Jumper Wire Depressor (Tilt Cab Models)
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J-21600 Checking Adapter J-6408 Headlight Aimer (Single Lights)

J-9782-3 Regulator Test Adapter J-6663 Headlight Aimer (Dual Lights)
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♦Listed in more than one section.

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C H EV R O LE T/ ry
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ST 135-67-1967 Chevrolet 70-80 Heavy Duty Truck Shop Manual-Web-4957

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ST 135-67-1967 Chevrolet 70-80 Heavy Duty Truck Shop Manual-Web-4957

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omc

AVV DUTY TRUCK

HEAVY DUTY TRUCK

nents (Overhaul) for Chevrolet Series 70 and 80 Heavy

tions, and removal and installation of components. AND GOVERNOR

of each individual section containing more than one major

FUEL TANK & EXHAUST

information available at the time of publication approval.

© 1966 Printed in U.S.A.

This manual contains on-the-vehicle maintenance, light repair information,

All information contained in this manual is based on the latest product

TRUCK MODEL DESIGNATION

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

CLUTCH FRONT AXLE REAR AXLE T R A N S M IS S IO N

14" F160 6041Aux., 7041 Aux.

14" 18221, 19201 282V, 387V,

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

IMPORTANT-READ THIS PAGE

NUMBERS formation in this manual. Information in these

numbered consecutively within each section, or

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

Figure 1— Vehicle Identification and G V W Plate

ENGINE SERIAL NUMBERS

SERVICE PARTS IDENTIFICATION

T H E S P E C IA L E Q U IP M E N T L IS T E D BELO W HAS BEEN IN S T A L L E D ON

vi CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

charts, and each number is keyed to explanatory

Each item shown on charts requiring lubrica­ M EANING OF LUBRICANT SYMBOLS

CHEVROIET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

24 Transmission (S p ic e r )........................ To level of filler plug .............. MP 6,000

26 Front Wheel Bearings.......................... Hand pack or use lubricator . . . S2 20,000*

30 Air-Hydraulic Cylinder ( 3 ) ................. To level of plug ........................ S6 12,000

# Or every 12,000 miles if truck is operated in

t When ” C" Chassis Lubricant is specified, lubri­

(3) Hydraulic Brakes only.

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

Figure 2— Lubrication Chart— Tilt Cab Models

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

31 Transmission (N .P .)............................. To level of fille r plug ............ . . . MP 6,000

32 Rear Axle ........................................... To level of filler plug ............ . . . MP 6,000

34 Rear Wheel B e a rin g s .......................... Hand pack or use lubricator . . . . . S2 20,000*

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

2 Prop. Shaft Slip J o in t ................... C 6,000

Drain and refill .......................... MP 24,000#

t Lubricate every 6,000 miles or 60 days,

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

Engine Oil F i l t e r .................................. See instructions ..............

A ir Compressor A ir Strainer (1) . . . . Clean and in s ta ll.............. 6,000

Rotor felt - 4 drops . . . , E 6,000

9 Starter ................................................ See instructions ........................... E

(1) Some Models.

Figure 4 — Engine Lubrication Chart

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHO P MANUAL

CRANKCASE CAPACITIES AUXILIARY Pts.

The oil industry markets various types of en­ DIESEL ENGINE

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

which may be detrimental. ar

classified as M IL-L-2104-A Type, or "Supplement Atmospheric temperatures and severity of

changed depend entirely upon the type and quality

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

For cold w•attar, soloct viscosity basod on lowost anticipated tomporaturo.

CHEVROLET SERIES 70-80 HEAVY DUTY TRUCK SHOP MANUAL

Each item shown on charts requiring lubrica M EANING OF LUBRICANT SYMBOLS

t When ” C" Chassis Lubricant is specified, lubri

The oil industry markets various types of en DIESEL ENGINE

The frequency of element inspection and chang

below +20 F., or operated in temperatures con DRAINING AND FILLING

to bearings is sufficient to provide lubrication un

accessible during repairs or overhaul, apply lub