2291 Enviro200Dart Service Manual (03-08)

SERVICE MANUAL
Enviro200Dart
EURO 4 & 4+
Covering 4 and 6 Cylinder Models
SFD111AR1 SFD332BR1 SFD633BR1

SFD121AR1 SFD333BR1 SFD151AR2
SFD122AR1 SFD422BR1 SFD373AR2
SFD232AR1 SFD511BR1 SFD683CR2
SFD321BR1 SFD522BR1
Publication Number: 2291 Date: July 2006 (03/08)

This manual covers those XXXXX models listed on the front cover. It should be regarded as part of the
product and retained with the vehicle. At the time of resale it should be passed on to any subsequent owner.
As the manual lists the specifications for several models, some of the items covered may not apply to your
vehicle. If any doubt exists please do not hesitate to contact Alexander Dennis who will be pleased to offer
technical assistance.
We would like to point out that non-Alexander Dennis parts have not been approved by Alexander Dennis and
we cannot certify the suitability nor the safety of such parts Alexander Dennis is not liable for any damage
caused by the use of non-Alexander Dennis parts.
Any amendments received should be incorporated into the text.
The amendment date appears at the top of the page.
This symbol, next to an item line, indicates that the item has been amended for the current issue of
) the page.
Alexander Dennis Ltd

Dennis Way, Guildford,
Surrey GU1 1AF
Tel: + 44 (0) 1483 571271
Fax: + 44 (0) 1483 301696
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted,
in any form or by any means, electronic, mechanical, photocopying, recording or otherwise without prior
written permission of Alexander Dennis.
SERVICE MANUAL Enviro200Dart
Main Index Amended: 12/11/07
PARTS, SERVICE & TECHNICAL CENTRES SECTION 4: . . . . . .BRAKING

TECHNICAL HELP & TRAINING COURSES Braking System . . . . . . . . . . . . Page 4.2 - 44
ABS System .............. Page 4.46 - 55

SECTION 1: . . . . . .GENERAL Fault Codes . . . . . . . . . . . . . . . Page 4.57 - 61
Health and Safety . . . . . . . . . . . Page 1.2 - 3 Pipe Connectors . . . . . . . . . . . . Page 4.62 - 64
Vehicle Identification . . . . . . . . Page 1.4
Servicing Schedule . . . . . . . . . Page 1.5 - 11 SECTION 5: . . . . . .ELECTRICAL SYSTEM )

Maintenance . . . . . . . . . . . . . . . Page 1.12 - 1.17 General .................. Page 5.3
Chassis support . . . . . . . . . . . . Page 1.17 Batteries ................. Page 5.3 - 4
Towing . . . . . . . . . . . . . . . . . . . Page 1.18 Starter motor . . . . . . . . . . . . . . Page 5.4
Lubricants and Fluids . . . . . . . Page 1.19 Multiplex System . . . . . . . . . . . Page 5.5-27
Special Tools . . . . . . . . . . . . . . Page 1.20 Wiring Identification . . . . . . . . . Page 5.28-38
Standard Torque Figures . . . . . Page 1.21 Care Points . . . . . . . . . . . . . . . . Page 5.40-41
Non Standard Torque Figures . Page 1.22 Instrument Panel . . . . . . . . . . . Page 5.42-46
Front & Rear EDC . . . . . . . . . . . Page 5.47-49

SECTION 2: . . . . . .ENGINE Alternator . . . . . . . . . . . . . . . . . Page 5.50-68
Air Cleaner . . . . . . . . . . . . . . . . Page 2.2 - 3 Battery Carrier area . . . . . . . . . Page 5.69
Cooling System . . . . . . . . . . . . Page 2.4 - 5 Speedometer Calibration . . . . . Page 5.69
Exhaust Gas Processor System . Page 2.6 - 9 WIRING DIAGRAMS . . . . . . . . . Page 5.71-197
Fuel System . . . . . . . . . . . . . . . Page 2.11 - 13
Hydraulic System . . . . . . . . . . . Page 2.14 - 21 SECTION 6: . . . . . .SUSPENSION, WHEELS

Engine and Mounting . . . . . . . . Page 2.24 - 50 Air Suspension system . . . . . . Page 6.2 - 9
Air Conditioning System . . . . . Page 2.51 Front suspension . . . . . . . . . . . Page 6.10 - 13
Rear suspension . . . . . . . . . . . Page 6.14 - 17

SECTION 3: . . . . . .TRANSMISSION Shock absorbers . . . . . . . . . . . Page 6.18
Allison 2001 gearbox . . . . . . . . Page 3.3-12 Wheels and Tyres . . . . . . . . . . . Page 6.19 - 20
Voith DV500 . . . . . . . . . . . . . . . Page 3.14 - 16
Allison T280R . . . . . . . . . . . . . . Page 3.18 - 25 SECTION 7: . . . . . .STEERING, FRONT AXLE

Retarder . . . . . . . . . . . . . . . . . . Page 3.26 - 32 Steering . . . . . . . . . . . . . . . . . . Page 7.2 - 6
Propshaft . . . . . . . . . . . . . . . . . Page 3.34 - 36 Front Axle . . . . . . . . . . . . . . . . . Page 7.7 - 45
Rear Axle . . . . . . . . . . . . . . . . . Page 3.38 - 61
ALPHABETICAL INDEX
Service Manual - Publication Number 2291 - July 2006

Enviro200Dart SERVICE MANUAL
AFTER MARKET SUPPORT LINE Amended:
AFTER MARKET SUPPORT LINE
0845 358 9988

FOR ALL ENQUIRIES
including : Part Number Identification

Parts Ordering
Service Support
Warranty Support
Technical Support
FAX numbers : Parts Ordering . . . . . . . . . . . .0845 358 9992

Technical Support . . . . . . . . .01483 451458
Warranty/Service . . . . . . . . . .01483 301696

REGIONAL PARTS MANAGERS Amended: 02/04/07
SOUTH EAST
REGIONAL PARTS MANAGER MARK BOWLEY

E-MAIL : mark.bowley@alexander-dennis.com
MOBILE : 07770 645212
MIDLANDS AND SOUTH WEST
REGIONAL PARTS MANAGER KEVIN YEARDLEY

E-MAIL : kevin.yeardley@alexander-dennis.com
MOBILE : 07979 705519
NORTH
) REGIONAL PARTS MANAGER LES RIVETT

E-MAIL : les.rivett@alexander-dennis.com
MOBILE : 07843 357228
SCOTLAND AND IRELAND
REGIONAL PARTS MANAGER JOHN McPHERSON

E-MAIL : john.mcpherson@alexander-dennis.com
MOBILE : 07786 515652
HEAD OF UK & EIRE CUSTOMER MANAGEMENT
CUSTOMER MANAGEMENT ROB WILLIAMS

E-MAIL : rob.williams@alexander-dennis.com
MOBILE : 07764 922274

SERVICE CENTRES Amended:
BRISTOL
BRISTOL SERVICE CENTRE: Folly Lane. St Philips. Bristol. BS2 0RH

TELEPHONE: 0117 955 0444 FAX : 0117 955 0666
OUT OF HOURS CONTACT : +44 (0) 7747 760 255
HARLOW
HARLOW SERVICE CENTRE: Unit B, Pinnacles Industrial Estate

Barrows Road, Harlow, Essex, CM19 5FD
TELEPHONE: 01279 770600 FAX : 01279 419744

REGIONAL SERVICE MANAGERS Amended:
LONDON
REGIONAL SERVICE MANAGER STEVE EDMONDS

E-MAIL : steve.edmonds@alexander-dennis.com
MOBILE : 07831 704251
SOUTH EAST
REGIONAL SERVICE MANAGER Glen Wilkie

E-MAIL : glen.wilkie@alexander-dennis.com
MOBILE : 07736 615459
SOUTH WEST
REGIONAL SERVICE MANAGER STUART BOND

E-MAIL : stuart.bond@alexander-dennis.com
MOBILE : 07836 249467
NORTH
REGIONAL SERVICE MANAGER JOHN BRADLEY

E-MAIL : john.bradley@alexander-dennis.com
MOBILE : 07768 921192
SCOTLAND & IRELAND
REGIONAL SERVICE MANAGER DAVID ALLEN

E-MAIL : david.allen@alexander-dennis.com
MOBILE : 07770 733779
UK FIELD SERVICE MANAGER
NIGEL PARKS E-MAIL : nigel.parks@alexander-dennis.com

MOBILE : 07881 825840


General Amended: 12/11/07

Contents
Health and Safety Maintenance . . . . . . . . . . . . . . . Page 1.12 - 15 )

Warning and Caution Symbols Page 1.2 Checking Engine Oil Level . . Page 1.12
Moving the Vehicle . . . . . . . . Page 1.2 Checking Gearbox Oil Level . Page 1.12 - 13
Working on the Vehicle . . . . . Page 1.2 Checking Coolant Level . . . . Page 1.14
Hazardous Materials . . . . . . . Page 1.3 Drive Axle . . . . . . . . . . . . . . . Page 1.14
Hydraulic System Filter . . . . . Page 1.15
Vehicle Identification Steering & Fan Drive Reservoir Page 1.15
VIN Plate . . . . . . . . . . . . . . . Page 1.4 Remote Fuel Filter . . . . . . . . Page 1.15
Drive Belt . . . . . . . . . . . . . . . Page 1.16
Servicing Schedule . . . . . . . . . Page 1.5 - 11 Air Cleaner Restriction Indicator Page 1.16
Service Intervals . . . . . . . . . . Page 1.5 Line Filter - Air Suspension . . Page 1.16
Servicing Sequence . . . . . . . Page 1.5
Air Cleaner . . . . . . . . . . . . . . Page 1.6 Chassis Support . . . . . . . . . . . . Page 1.17
Air Conditioning . . . . . . . . . . Page 1.6
Front Axle . . . . . . . . . . . . . . . Page 1.6 Towing . . . . . . . . . . . . . . . . . . . Page 1.18
Rear Axle . . . . . . . . . . . . . . . Page 1.6
Braking System . . . . . . . . . . . Page 1.7 Lubricants and Fluids
Cooling System . . . . . . . . . . . Page 1.7 CRT - Fuel Requirements . . . . Page 1.19
Electrical . . . . . . . . . . . . . . . . Page 1.7 Diagram and Chart . . . . . . . . Page 1.19
Engine and Ancillaries . . . . . . Page 1.8
EGP Exhaust System . . . . . . Page 1.8 Special Tools . . . . . . . . . . . . . . Page 1.20
Gearbox - Allison 2000 series Page 1.9
Gearbox - Voith DV500 . . . . . Page 1.9 Standard Torque Figures . . . . . Page 1.21
Gearbox - Allison T280R . . . . Page 1.9 Non Standard Torque Figures . Page 1.22
Hydraulics . . . . . . . . . . . . . . . Page 1.9
Propshaft . . . . . . . . . . . . . . . Page 1.10
Steering Gear . . . . . . . . . . . . Page 1.10
Air Suspension . . . . . . . . . . . Page 1.10
Wheels and Tyres . . . . . . . . . Page 1.10
General . . . . . . . . . . . . . . . . . Page 1.11
Section 1

Health and Safety Amended:
Warning and Caution Symbols Working on the Vehicle

Please take note of the following symbols, used Before commencing work on the vehicle, take note of all
instructions relating to safety and hazardous items.
throughout this manual which identify any health hazards
or instructions to prevent any personal injuries or damage The following potential hazards should be considered:
to the vehicle.
Stored Energy
Certain components and systems on the vehicle contain
 WARNING stored energy which must not be released in a non
Text with this heading and a approved manner.
shaded background is a
• Tyre air pressure.
reminder of an operation
which, if not carried out with • Braking system air pressure.
due care, could result in death
or serious injury. • Park brake spring compression.
• Cooling system pressure.
 CAUTION • Chassis lifting
Text with this heading and a Adequate support is required during jacking or
shaded background is a lifting. Specific advice given later in this manual
reminder of a potentially should be followed.
hazardous situation which, if
not avoided, may result in Environmental Warning
minor or moderate personal
injury.

WARNING
CAUTION Used engine oil, hydraulic fluids,
Text with this heading and a transmission fluid, antifreeze, (and their
shaded background is a containers) batteries and tyres can be a
reminder of an operation hazard to health and the environment.
which, if not carried out with
due care, could involve the Fluids and other substances (e.g. used oil)
risk of damage to material. and surplus parts must be disposed of in a
safe and environmentally sound manner.
NOTE
Text with this heading and a On no account must any of these items be
shaded background refers to placed in household refuse bins, or the fluids
special methods, features or poured down drains.
procedures.
Observe local regulations and laws on
environmental protection and disposal of
hazardous materials.
Moving the Vehicle
During movement of the vehicle chassis the hazards These should be disposed of using
involved are those normally associated with all forms of authorised waste disposal facilities.
powered transport. Consult local authority for safe disposal
Before driving the vehicle, operators should familiarise facilities.
themselves with the vehicle operator’s handbook.
With the chassis in the unbodied condition, the following
areas may present hazards additional to those normally
encountered on a vehicle:
• Projections - chassis cross members, exhaust tail
pipe.
• Moving parts - Cooling fan, propshaft, brake

levers, steering linkage.
• Temporary components - driver's seat.
• Noise - engine and exhaust noise may exceed

levels achieved on a bodied vehicle.
Page 1.2 Service Manual - Publication Number 2291 - July 2006

Health and Safety Amended:
Hazardous Materials Viton ‘O’ rings and seals (fluoro-elastomers)

Certain components on the vehicle contain, or can ‘Viton’ material, used in the manufacture of oil seals and
produce, material which must be handled cautiously. ‘O’ rings, produces a highly corrosive acid (hydroflouric)
These materials are as follows: when subjected to temperatures above 315°C. The
resulting contamination can have extreme consequences
Those which must not be taken internally or on human tissue since it is almost impossible to remove
contact the eyes, skin, or mouth: after contact.
Battery acid
The following procedure is recommended when it is
Diluted sulphuric acid can cause skin burns, eye damage necessary to inspect any equipment that has been
and internal damage if ingested. Vapour from the solution subjected to a high temperature i.e. fire.
can also irritate the respiratory system and the eyes.
1. Visually inspect for any gaskets or seals which
Cooling system antifreeze have suffered from heat; they will appear black
Based on ethylene glycol, and has significant toxicity if and sticky.
ingested, but can also be absorbed through the skin. 2. If this is affirmed:- Do not touch.
Causes mild eye and skin irritation. Hot fluid can also
scald. 3. Make enquiries to ascertain material composition.
Exhaust Emissions Any fluoro-elastomer (Viton, Flourel or Tecmoflon)

should be considered dangerous but natural
Substances produced are carbon monoxide, rubber and nitrile are non-hazardous.
hydrocarbons and oxides of nitrogen. Can be highly toxic
if inhaled in sufficient quantity. Emissions in enclosed 4. If fluoro-elastomer seals have been used, then the
spaces should be minimised unless adequate extraction affected area MUST be decontaminated before
facilities are available. undertaking further work.
Friction Material Dust 5. Disposable heavy duty gloves (neoprene) MUST

be worn and the affected area decontaminated by
May consist of a high percentage of white asbestos washing thoroughly with limewater (calcium
bonded in a resin. Handling and fitting lined brake shoes hydroxide solution).
or clutch plates is not regarded as a health risk. The dust
produced by worn linings is degraded by the brake or 6. Any cloths, residue and gloves used MUST be
clutch is not believed to be hazardous. However it is safely discarded after use.
prudent to avoid generating airborne dust concentration,
therefore dust removal should be by the use of approved  WARNING
vacuum cleaner or by the use of a damp cloth (for
Burning of discarded items is NOT
occasional exposure).
RECOMMENDED, except in an approved
Fuel incineration process where gaseous products
are treated by alkaline scrubbing.
Diesel fuel is a mixture of hydrocarbons largely consisting
of paraffinic hydrocarbons, with blended constituents such
as refined vacuum distillants and catalytically cracked oil. Those which may cause noxious fumes if
Contact with the skin can cause irritation and dermatitis. allowed to burn:
Inhalation and ingestion are serious risks and can cause
chemical pneumonitis. Coatings (Mebon chassis protection)
Generally inert in the cured state, but should be removed
Hydraulic Fluids from areas to be welded.
These are generally made from polyalkylene glycol ethers
and can cause mild irritation of the skin and eyes. The Fuel (diesel)
toxicity through ingestion is generally regarded to be low Not classified as flammable for most purposes.
order.
Hydraulic Fluids
Insulation Materials These do not present a fire or explosive hazard under
Man made fibres which include glass, rock, slag and metal normal circumstances.
oxides. These may cause skin irritation. Inhalation of dust
Mineral oil (engine and gearbox)
from the fibres should be kept below 1 fibre/ml.
These do not present a fire or explosive hazard under
Mineral oil (Engine and Gearbox) normal circumstances.
This type of oil contains small quantities of polycyclic Rubber and synthetic alternatives (tyres, hoses,
aromatic hydrocarbons, which can cause irritation, bushes, seals, insulation)
dermatitis and oil acne if allowed persistent contact with
Natural and synthetic rubbers are combustible and will
the skin. Toxicity through ingestion is of a low order,
produce unpleasant and dangerous fumes.
however this should be avoided.
Service Manual - Publication Number 2291 - July 2006 Page 1.3

Vehicle Identification - VIN Plate Amended:
The exact vehicle specification is identified by the Vehicle Identification Number (VIN) stamped on the Vehicle
Identification Plate, please quote VIN, vehicle type and WPO numbers with any enquiries concerning your vehicle. An
example VIN plate is shown below:
DENNIS
GUILDFORD, ENGLAND
W.P.O. 53247 TA A
VEHICLE V.I.N.
TYPE XXXXXXX SFD111AR16GY11234 B
ENGINE
CUMMINS ISBe4 140PS 12000 Kg 12000 Kg C
TYPE
CAB
Kg Kg D
TYPE
4480 Kg 5000 Kg E
8100 Kg 8100 Kg F
Kg Kg G
Key to VIN Plate

A - Type approval number
B - Vehicle identification number
C - Gross weight
D - Train weight
E - Axle 1 weight
F - Axle 2 weight
G - Axle 3 weight
Typical VIN
SFD - World Manufacturers identity
1 - Wheelbase
1 - Engine
1 - Transmission
A - Air Conditioning
R - Hand of drive
1 - Series/Mark
6(*) - Build Year
G - Build Plant
Y - Model
1 - Frame Type
1234 - Serial Number

Service Schedule Amended:
Service Intervals Recommended Servicing sequence

A-B-A-C
Daily
Daily Daily checks. Advisory Drivers' checks.
Bus Body
Equipment fitted to the body is additional to the chassis
service schedule, and reference should also be made to
First Service
the Body Service Manual.
No later than 1000 miles (1600 km) from new.
CAUTION
The first service for a new vehicle must be
carried out no later than 1,000 miles, 1600 km, or
after fitment of a new or reconditioned unit.
As this is the most important service for the
vehicle, it is essential that the service and
inspection instructions in the following
Schedules are followed to the letter.
'A' Service
6,000 miles (10,000 km)/3 months, whichever occurs
first.
NOTE
On stop-start short distance operation the hours
run are more important than the distance.
'B' Service
first.
NOTE
'C' Service
first.
NOTE

Air Cleaner DAILY FIRST A B C

Check for leaks and security of mountings
Check the restriction indicator
Air Conditioning DAILY FIRST A B C

Check belt tension & condition; pulley faces free from dirt/grease Weekly
If condenser mounted low, check surface for dust & debris build up Monthly
Remove and check foam filters for dust/grease impregnation
Check condenser for dust & debris build up; check mountings are secure
Check oil level in cooling system compressor (where fitted)
System service by manufacturer
Front Axle DAILY FIRST A B C

Check hub bearing end play
Check oil seals for leakage
Check for wear in swivel pins
Check security of axle
Check wheel alignment
Unless fitted with automatic lubrication systems, lubricate stub axle assembly at intervals not exceeding:
Urban Use - 5,000 miles or 8,000 km or monthly Intercity Use - 10,000 miles or 16,000 km or monthly
Rear Axle DAILY FIRST A B C

Change oil Within the first 5,000 miles, 8,000 km then every 100,000 miles, 160,000 km or annually
Check oil level
Check axle housing breather
Check wheel bearing adjustment
Check hub and pinion for leakage
Check security of half shaft and studs

Check security of axle

Braking System (see section Test & Check List) DAILY FIRST A B C
Check all systems function correctly and correct operating pressures

are being attained and the low pressure buzzer is operating
Check all air line connections and mountings for leakage and security

and all rubber components for signs of cracking or hardening
Check satisfactory operation of parking brake
It is advisable to remove all valves from the vehicle, dismantle and
2-Yearly
renew any worn or damaged parts
Check function and cleanliness of air dryer
Replace air dryer cartridge
Drain air reservoirs
Renew all brake actuator diaphragms 2-Yearly
Cooling System DAILY FIRST A B C

Check cooling system level
Check hoses for leaks and signs of deterioration
Check pressure cap spring and seal Yearly
Drain and flush out. Refill with the correct engine coolant Every 60,000 miles ( 96,000 km) or 2 yearly
Check strength of anti-freeze
Check radiator matrix and clear all debris
Electrical DAILY FIRST A B C

Check all connections throughout the system for cleanliness,

security and insulation
Check operation of all lights, switches, warning lights,

direction indicators, stop lights, horns
Check that alternator is charging correctly
Check that instruments are working correctly
Top up battery with pure distilled water, clean and

protect terminals with petroleum jelly
Check headlight beams are correctly set
Remove battery(s), clean and test, clean and repaint the carrier Yearly

ISBe4 Engine and Ancillaries NOTE DAILY FIRST A B C

Carry out all service requirements indicated in the engine manufacturer's literature For all engine information
consult the relevant routine maintenance section in the engine manufacturer's service manual.
Check oil level
Check the security and integrity of silencer and pipes
Check for leaks in oil, water and fuel systems
Check charge air piping for leaks, cracks, and loose connection
Inspect the crankcase breather tube
Check the security of engine and gearbox in chassis
Change oil and filter Refer to Engine and Mountings Section
Inspect water in fuel sensor Refer to Engine and Mountings Section
Check alternator drive belt condition & Tensioner Every 30,000 miles (48,000 km) 1000hrs or 1 yearly
Check air compressor carbon build-up Every 30,000 miles (48,000 km) 1000hrs or 1 yearly
Change fuel filters (engine and remote) Every 38,000 miles (60,000 km) 1500hrs or 1 yearly
Change Urea in-line air filter Every 38,000 miles (60,000 km) 1500hrs or 1 yearly
Inspect vibration damper condition Every 60,000 miles (96,000 km) or 2000 hrs or 2 years
Adjust valve clearances First adjustment at 150,000 miles (241,401 Km) or I5000 hrs 4 years
EGP Exhaust System DAILY FIRST A B C

Check the level of AdBlue in the Urea tank.
Check lagging to ensure no oil contamination
Check Security of all pipe clamps.
Check the anti-vibration rubber mounts for sign of damage or separation.
Check all pipe joints to ensure no exhaust leaks.
Check for security and condition of exhaust system insulation material..
Change doser unit inline air filter Every 38,000 miles (96,000 km) 1500hrs or 1 yearly
Check the doser unit air vent and air regulator
are free from debris and are not restricted in any way.

Service Schedule Amended: 18/12/06
Gearbox - Allison 2100 Series DAILY FIRST A B C

Check oil level
) Change oil (Castrol Transynd or TES 295 equivalent) Every 3 years or 75,000 miles (120,000km)
Check adjustment of shift linkage
Check gearbox breather is not blocked
Check tightness of all fixings
Check for oil leaks and rectify
Change control main filter Change at first 5,000 miles (8,000 km), then at every 50,000 miles (80,000 km)
Change sump filter At overhaul
Gearbox - Voith DV500 DAILY FIRST A B C

Change the oil and oil filter (Castrol Transynd or TES 295 equivalent) Every 37,500 miles (60,000 km)
Check oil level Monthly
Check idling speed of engine
) Gearbox - Allison T280R DAILY FIRST A B C

Check oil level
Change idling speed of engine
Change sump filter and oil Oil Spec. TES 295 - Gold Series Filters
(see manual page 3.19) Initial filter change at 5,000 miles or 200 hrs
Change at every 75,000 miles, 3000 hrs or 3 years
Use Castrol Transynd or TES 295 equivalent, and Gold Series Filters
Change sump filter and oil - Serial numbers starting 6510670912

(see manual page 3.19) Oil Spec. TES 295 - High Capacity Filters
No initial change. Change at every 150,000 miles, 6000hrs or 4 years
Use Castrol Transynd or TES 295 equivalent, and High Capacity Filters

Hydraulics DAILY FIRST A B C

Check hydraulic fluid level
Check security of all components as shown on the hydraulic system diagram
Check all pipework and connections for leaks
Change hydraulic oil 2-Yearly or 100,000 miles (160,000 km)
Change return line filter 2-Yearly or 100,000 miles (160,000 km)
Change/clean reservoir filters 2-Yearly or 100,000 miles (160,000 km)

Propshaft DAILY FIRST A B C

Check for wear on the universal and sliding joints
Grease universal and sliding joints
Steering Gear (see also Hydraulics) DAILY FIRST A B C

Check all components for security
Check the steering and bevel boxes for leaks
Check all ball joints and linkages for play
Check bevel box oil level
Lubricate steering relay shaft
Check for play in steering column
Check hydraulic steering limiter
Air Suspension DAILY FIRST A B C

Check spring mountings, tighten if necessary
Check shock absorber and mountings
Check the ride height
Remove dirt and grease deposits from air spring units
Check air system for leaks (suspension)
Inspect clean/change air suspension line filter
Wheels and Tyres DAILY FIRST A B C

Visually check all wheel nuts
Check tyres are free from damage, cuts and foreign matter
Check tyre pressures are correct including spare if fitted
Check tread depth is within legal limit
Check valves are positioned at 180° to each other on twin wheel

General DAILY FIRST A B C

Check driver's seat for security and adjustment
Check the windscreen wipers and washers for correct operation
Check the windscreen washer fluid level
Check security of fuel tank
Check fuel pipes for leaks and security
Lubricate all linkages with oil or grease as required
Check the windscreen glass for damage
Check operation of doors and emergency exits
Check emergency door locking gear for smooth operation
Check security and operation of floor trap fixings
Check heater inlet/outlets, demisters & air intakes are clear
Clean sound insulation material round engine with a suitable detergent to
remove oil and dirt to reduce fire hazards
Ensure all underbody fixings and mountings are tight and secure

Maintenance Amended: 22/02/02
NOTE
Checking Gearbox Oil Level
Preventive maintenance begins with a day to Allison 2100 Series
day awareness of the condition of the vehicle.
The gearbox dipstick and filler is situated to the left of the
engine at the rear. Check oil on level surface.
Cold Run
Checking Engine Oil Level Gearbox in neutral, run the engine for one minute. Engage
drive, neutral, reverse and then select neutral. Check that
the level is within the Cold run band
Hot Run
Gearbox in neutral, with the engine idling and the gearbox
at operating temperature, the level must be in the Hot run
band. This check can be carried out immediately after use
of the vehicle.
COLD HOT
Oil Grade
Castrol Transynd
NOTE
Never operate the engine with the oil level below
the cross hatched area or above the full mark.
Wait at least five minutes after shutting off the
engine to check the oil. This allows time for the
oil to drain back to the oil pan.
Daily Check
The engine oil dipstick is situated at the rear right
hand side of the vehicle, next to
the fuel filler and above the engine
oil filler.
Oil Grade
API CG-4/SL
ACEA E5 15W/40
CES 20077

) Checking Gearbox Oil Level Checking Gearbox Oil Level

Allison T280R Voith DV500
Hot Run
Checking Oil Level
• Ensure the oil has reached
normal operating temperature The vehicle should be parked on level ground with
(71°C - 93°C, 160°F - 200°F). handbrake applied. The oil temperature should be at least
60 deg C with the engine idling. The level on the dipstick
FULL
HOT
• Park the vehicle on a level
should be between the MAX and MIN marks. The
surface and allow it to idle
difference between the two levels is approximately 2 litres.
(500 - 800 rpm) in Neutral.
If the oil level is too low, the transmission will not function
• The oil level should be
properly and there may be damage to the friction plates.
anywhere within the HOT
RUN band on the dipstick. If the oil level is too high there will be loss of power and
ADD
COLD HOT
increase in fuel consumption. Oil may also escape through

• Adjust the oil level to suit.
the breather filter.
FULL
Cold Run NOTE

The cold oil check is used to If the oil level is checked with the engine
determine if the transmission has stopped and the oil temperature at 20 deg C, the
enough oil to be operated safely until a oil level should be approx 20mm above the MAX
COLD
ADD
hot check can be made. mark.

surface.
• Run the engine for at least 1
minute.
Low
• Engage Drive and run the engine for 30 seconds Mark
at 1000 - 1500 rpm.
• Engage Reverse to clear the oil system of air.
• Engage Neutral and allow the engine to idle
(500 - 800 rpm). High
• The oil level should be within the COLD RUN band Mark
on the dipstick.
• Perform a hot check as soon as is practical.
Oil Grade
Oil Grade
Texamatic 7045
Castrol Transynd
Dexron III

Checking Coolant Level Drive Axle

Daily Check
First A, B, C Check
The coolant filler cap is above the engine dipstick at the
rear of the vehicle. Topping Up
With the vehicle on level ground, allow 15 minutes before
removing the level plug from the rear of the axle case.
 WARNING
When the axle is correctly filled, the oil should be level with
Check the coolant only when the engine is the bottom threads of the filler plug hole. Never add
stopped. Wait until the temperature is below 50 lubricant unless it is the same make and grade as used at
degrees centigrade (120 degrees Fahrenheit) initial fill.
before removing the pressure cap. Failure to do
so can cause personal injury from heated Draining
coolant spray. When topping up the system use This is best done at the end of a journey when the oil is
the recommended coolant. warm. Unscrew the plug at bottom of casing and allow the
oil to drain into a container. Clean drain plug, replace and
tighten.
Filling
Fill the axle through rear filler hole with the specified
amount of lubricant (the lubricant should be at the level of
the bottom of the filler hole) then refit filler plug.
Oil Grade
85W/140
A. Filler Plug
B. Drain Plug
NOTE
Coolant
Always use the upper filler plug e.g. the larger
) Spec. - Cummins 14603 plug mounted on the axle centre line.
) Valvoline HD Extended Life RTU
) Pre-diluted - DO NOT ADD WATER
CAUTION
Never use a sealing additive to stop leaks in the
coolant system.
This can result in coolant system clogging and
inadequate coolant flow.

Maintenance Amended:
Hydraulic System Filter Steering and Fan Drive Reservoir -

The return line filter is of the canister type and incorporates Checking oil level
an indicator in the filter head. The indicator should be Daily Check
checked, with the engine running, at the recommended
intervals and the cartridge changed when the indicator The hydraulic oil filler is situated on the right side of the
changes from Green to Red. engine compartment below the coolant header tank. The
level should be checked with the oil cold.
1. With the engine switched off, check whether the
fluid is approximately on the uppermost line of the
dipstick.
2. Top up as required.
3. Start the engine.
4. With the engine running at idle, the fluid level
should go down to approximately the mid- point of
the dipstick.
Remote Fuel Filter - Draining Water and

Sediment
To drain the filter of accumulated water and sediment, a
length of suitable diameter piping can be pushed on to the
drain connection to prevent spillage. Slacken the sensor
slightly by unscrewing until water/sediment flows from the
drain connection. When all water/sediment is drained and
The filter is situated at the rear right hand side of the the fuel flow is clear, retighten sensor and reconnect
vehicle. sensor lead.
The indicator must be checked with the engine running at

idle.
Oil Grade
Dexron III

Maintenance Amended:
Drive Belt Air Cleaner Restriction Indicator

The restriction indicator is situated at the rear of the
Inspection vehicle, above the air cleaner. The indicator is operated by
Visually inspect the belt. Check the belt for intersecting the depression between the air cleaner and the engine,
cracks. Transverse cracks (across the belt width) are and at a preset figure, the red warning indicator will remain
acceptable. Longitudinal cracks (direction of belt length) locked up in a visible position after the engine has stopped
intersecting with transverse cracks are NOT acceptable. running.
Renew the belt if it is frayed or has pieces of material When the red indicator band (1) appears, the air cleaner
missing. element must be removed and renewed. After the
element has been renewed, reset the indicator by pushing
on the diaphragm (2) at the top of the indicator.
Not acceptable
Acceptable
2
Renewing the Drive Belt Line Filter - Air Suspension

1. Check that the master switch is at OFF with the Check A, B & C
engine stopped.
2. Using a bar from a socket set in the square hole in The line filter for the air suspension system is located on
the arm, turn the automatic belt adjuster clockwise the front auxiliary air reservoir (top) situated on the front,
to remove belt tension. right-hand side of the vehicle.
3. Holding the adjuster in this position, remove the The line filter should be checked every 3 to 4 months,
old belt and fit the new one, ensuring that the belt depending on the operating conditions. The filter should
seats correctly in the grooves in the pulleys. be removed and blown through with compressed air. If the
filter is damaged the element should be replaced.
4. Lower the adjuster on to the belt and see that the
belt is adequately tensioned.
ISBe-Euro4

Maintenance - Chassis Support Amended:
Supporting Vehicle for Maintenance

Purposes
When it is necessary to elevate the vehicle to carry out
maintenance it is strongly recommended that the wheel
type lifts are used and that they remain in position to
provide a stable and safe platform whilst carrying out
maintenance / inspection tasks beneath the vehicle.
Only under certain circumstances such as axle removal /
replacement which require the wheel type lifts to be
removed to gain access to components, should the vehicle
be supported on stands. Adaptors may be required to
support the chassis from the top of the axle stands, Please
contact the axle stand manufacturer for details of stand
adaptors. When supporting the vehicle in this manner it is
important that the safety guidelines below are followed in
addition to all normal workshop safety procedures:
• The recommended support stand positions should
be used (refer to illustration opposite for positions).
• On vehicles with air suspension, do not attempt
the support the vehicle using suspension
components or a combination of chassis and
suspension points.
• Only use stands that are in a safe condition and
with a capacity that is rated to support the vehicle.
• Do not use packing between stand tops and the
chassis as movement may cause the vehicle to
become unstable.

Towing Amended:
Towing Releasing Spring Brake Actuators

The vehicle should only be towed from the towing eyes. • Place chocks behind and in front of the wheels.
The towing eyes should be screwed into both of the the
tapped sockets in the rear or front crossmember. A rigid • Remove the cap from the end of both rear spring
tow bar should be used, utilising both towing eyes. actuators.
• Unscrew the release bolts of both actuators until
the brake shoes release from the drums.
 CAUTION
• When resetting release bolts, tighten to 35ft lbs
(47Nm) in a clockwise direction.
It is essential to disconnect and support the • Replace the spring brake actuator caps.
propshaft at the rear axle before attempting to
tow the vehicle. Where there is no means of
supplying air to the vehicle being towed the
parking brake (spring brake) must be released.
An air coupling is located on the front of the vehicle to

provide a means of supplying air to the braking system
while the vehicle is being towed.
Where there is no means of supplying air to the vehicle
being towed the parking brake (spring brake) must be
released.
 CAUTION
In this condition the brakes are completely
inoperative. Towing must be carried out using
a rigid tow bar.

Lubricants and Fluids Amended: 12/11/07
Lubrication Chart
5 6
7 8 3 9 2 1 4
Ref Vehicle Capacity Specification Recommended

No Component in litres Brand*
1 Engine 4 cylinder 11 API CH-4SL Fuchs Titan HPE

Engine 6 cylinder 17.5 ACEA E5 15W/40
CES 20077 Texaco Ursa Super Premium
2 Gearbox - Allison 2100 series
Initial fill 14 Castrol Transynd Castrol Transynd
Oil change 10 or TES 295 equivalent
Gearbox - Voith DV500
Oil change 19.5 or TES 295 equivalent
Gearbox - Allison T280R
Oil change 15 or TES 295 equivalent
3 Rear Axle 4 cylinder 16 API-GL5 Texaco Geartex
Rear Axle 6 cylinder 85W/140 EPB 140
) 4 Cooling System 4 cylinder 20 To Cummins 14603 Valvoline HD Extended Life RTU

Cooling System 6 cylinder 22 Pre-diluted DO NOT ADD WATER
5 Power Steering Reservoir 6 Dexron III Texaco Texamatic 7045
6 Fan Drive Resevoir 7 Dexron III Texaco Texamatic 7045
7 Steering Column Bevel Box 0.05 Dexron III Texaco Texamatic 7045
8 Grease: King pin swivels, a/r Multipurpose Texaco Multifak EP2
Battery carrier pivot, Steering relay shaft
9 Propshaft a/r Lithium Based Texaco Starplex
* When using products other than those recommended, consult your supplier to confirm compatibility.

Special Tools and Diagnostic Equipment Amended:
Braking System
Wabco ABS diagnostic controller . . . . . . . . . . . . . . . . . . . . . . . 446 300 331 0(DI)
Diagnostic cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894 604 303 2
Smart Card Wabco ABS ‘D’ generation . . . . . . . . . . . . . . . . . . 446 300 732 0
Wabco SAE/ISO adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WA - 08500
Brake tube cutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610224
Pressure gauges 0 - 1 0 bar * 4 . . . . . . . . . . . . . . . . . . . . . . . . local supply
Test hoses with ISO test connectors * 4 . . . . . . . . . . . . . . . . . . local supply
ISO test nipple nut - 2 off (to make above) . . . . . . . . . . . . . . . . SC1006
Engine - Cummins ISBe4

Engine barring tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3824591 *101
Chassis Electrics
Multiplex diagnostic equipment . . . . . . . . . . . . . . . . . . . . . . . . Multitool
Steering - ZF
Pressure test point hose adaptor . . . . . . . . . . . . . . . . . . . . . . . SMA-3-2000
Hose to gauge adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAV114-MA3
Pressure gauge 0 - 250 bar . . . . . . . . . . . . . . . . . . . . . . . . . . . local supply
Pressure test point adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . HP478
Gearbox
Allison 2100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allison DOCTM for PC Service Tool
Miscellaneous
Towing eye . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656556

Standard Torque Figures Amended:
Standard Torque Figures

Torque values quoted are standard figures for Standard Torques For Grade 'S' thread imperial
general non-specific applications and assume the bolts and screws, zinc plated
application is generally in line with the test fixture
outlined in BS 7371 : Part 2 : 1993.
Any specific requirements will supersede the
B.S.W. Torque Nm
figures quoted on these tables and will be identified 3/16" 4-6
elsewhere in these manuals. 1/4" 13 - 15
3/8" 47 - 53
Table 1 - Standard torques for Grade 8.8 course 7/16" 78 - 86
thread metric bolts and screws, zinc plated 5/8" 233 - 257
Table 2 - Standard torques for Grade 8.8 fine
thread metric bolts and screws, zinc plated
B.S.F Torque Nm
TABLE 1 - METRIC COURSE THREAD
1/4" 8 - 10
5/16" 29 - 33
Size / Pitch Torque Nm
3/8" 51 - 57
M4 x 0.7 3-5
1/2" 124 - 138
M5 x 0.8 7-9
M6 x 1.0 12 - 14
M8 x 1.25 28 - 32
U.N.C. Torque Nm
M10 x 1.5 57 - 63
1/4" 13 - 15
M12 x 1.75 101 - 111
5/16" 26 - 30
M14 x 2.0 160 - 174
3/8" 47 - 53
M16 x 2.0 249 - 275
7/16" 77 - 85
M18 x 2.5 354 - 392
1/2" 119 - 131
M20 x 2.5 469 - 519
5/8" 236 - 260
M24 x 3.0 869 - 961
TABLE 2 - METRIC FINE THREAD
Size / Pitch Torque Nm U.N.F. Torque Nm

M4 x 0.5 3-5 1/4" 15 - 17
M5 x 0.5 7-9 5/16" 27 - 29
M6 x 0.75 13 - 15 3/8" 48 - 54
M8 x 1.0 31 - 35 7/16" 77 - 85
M10 x 1.25 61 - 67 1/2" 119 - 131
M12 x 1.25 109 - 121 5/8" 236 - 260
M14 x 1.5 173 - 191 3/4" 418 - 462
M16 x 1.5 265 - 293 1" 1007 - 1113
M18 x 1.5 399 - 441
M20 x 1.5 557 - 605
M24 x 2.0 946 - 1046

Non Standard Torque Figures Amended:
Non Standard Torque Figures -

Dacromet Bolts
As of Chassis serial no. 7285, all grade 10.9 bolts

specified are coated in Dacromet. This is a
corrosion preventative finish. (Dacromet 500,
Natural Colour, Grade B).
Table 1 - Standard torques for Grade 10.9 course

thread metric bolts and screws, Daromet plated
Table 2 - Standard torques for Grade 10.9 fine

thread metric bolts and screws, Dacromet plated
TABLE 1 - COURSE THREAD TABLE 2 - FINE THREAD
Size / Pitch Torque Nm Size / Pitch Torque Nm

M3 x 0.5 1.4 - 1.9
M4 x 0.7 3.7 - 4.5 M4 x 0.5
M5 x 0.8 7.2 - 9.2 M5 x 0.5
M6 x 1.0 12.1 - 15.6 M6 x 0.75
M8 x 1.25 29 - 35 M8 x 1.0
M10 x 1.5 59 - 72 M10 x 1.25
M12 x 1.75 102 - 132 M12 x 1.25 157 - 173
M14 x 2.0 161 - 201 14 x 1.5 246 - 272
M16 x 2.0 250 - 316 M16 x 1.5 379 - 419
M18 x 2.5 353 - 438 M18 x 1.5 552 - 610
20 x 2.5 491 - 613 M20 x 1.5 770 - 850
M24 x 3.0 857 - 1096 M24 x 2.0 1308 - 1446
M27 x 3.0 1250 - 1565 M27 x 2.0
M30 x 3.5 1700 - 2130 M30 x 2.0

Engine Amended:
Contents
Air Cleaner Hydraulic System
Air Cleaner Diagram . . . . . . . Page 2.2 System diagram . . . . . . . . . . Page 2.14
Description . . . . . . . . . . . . . . Page 2.3 Description . . . . . . . . . . . . . . Page 2.15
Maintenance . . . . . . . . . . . . . Page 2.3 Specification . . . . . . . . . . . . . Page 2.15
Vehicle Checks . . . . . . . . . . . Page 2.3 Maintenance . . . . . . . . . . . . . Page 2.16
Restriction Indicator . . . . . . . Page 2.3 Hydraulic fan system filter . . . Page 2.16
Bleeding hydraulic system . . . Page 2.16
Cooling System Steering reservoir . . . . . . . . . Page 2.17
Diagram . . . . . . . . . . . . . . . . Page 2.4 Fan motor diagram . . . . . . . . Page 2.18
Description . . . . . . . . . . . . . . Page 2.5 Fan Motor . . . . . . . . . . . . . . . Page 2.19
Specification . . . . . . . . . . . . . Page 2.5 Maintenance . . . . . . . . . . . . . Page 2.19
Maintenance . . . . . . . . . . . . . Page 2.5 Fitting new seals . . . . . . . . . . Page 2.19
Hoses . . . . . . . . . . . . . . . . . . Page 2.5 Tandem hydraulic pump . . . . Page 2.21
Radiator . . . . . . . . . . . . . . . . Page 2.5
Coolant . . . . . . . . . . . . . . . . . Page 2.5
Draining . . . . . . . . . . . . . . . . Page 2.5 Engine and Mountings
Low coolant alarm . . . . . . . . . Page 2.5 Engine mounting diagram . . . Page 2.24
Radiator and intercooler cleaning Page 2.5 Description . . . . . . . . . . . . . . Page 2.25
Specification . . . . . . . . . . . . . Page 2.25
Exhaust Gas Processor System Maintenance . . . . . . . . . . . . . Page 2.25
Diagram . . . . . . . . . . . . . . . . Page 2.6 Service intervals . . . . . . . . . . Page 2.26
Description . . . . . . . . . . . . . . Page 2.7 Troque settings . . . . . . . . . . . Page 2.27
Exhaust gas processor . . . . . Page 2.7 Oil drain interval procedure . . Page 2.28-29
Dosing unit . . . . . . . . . . . . . . Page 2.7 Engine fault code readout . . . Page 2.30-31
Urea spray nozzle . . . . . . . . . Page 2.7 Cummins ISBe4 fault codes . Page 2.32-44
Urea storage tank . . . . . . . . . Page 2.7 Injector supply lines - removal and
Urea - Adblue . . . . . . . . . . . . Page 2.8 installation . . . . . . . . . . . . . . . Page 2.45-46
Maintenance . . . . . . . . . . . . . Page 2.8 Fuel injector - removal and
Removal . . . . . . . . . . . . . . . . Page 2.8 installation . . . . . . . . . . . . . . . Page 2.47-49
Refitting . . . . . . . . . . . . . . . . Page 2.9 Overhead set - adjustment . . Page 2.49-50
Air Conditioning System . . . . Page 2.51
Fuel System
Diagram . . . . . . . . . . . . . . . . Page 2.11
Description . . . . . . . . . . . . . . Page 2.11
Tank maintenance . . . . . . . . . Page 2.11
Filler Cap . . . . . . . . . . . . . . . Page 2.11
Specification . . . . . . . . . . . . . Page 2.11
Troubleshooting . . . . . . . . . . Page 2.12
Water-in-fuel sensor . . . . . . . Page 2.12
Priming the fuel system . . . . . Page 2.12
Changing the element . . . . . . Page 2.13 Section 2

Air Cleaner Amended:
Restriction Indicator
Element
Retaining Nut
End Cover
Air Intake - 4 Cylinder Engine Configuration
Restriction Indicator
Element
Retaining Nut
End Cover
Air Intake - 6 Cylinder Engine Configuration

Air Cleaner Amended:
Description Restriction Indicator

The air cleaner is fitted on the nearside of the vehicle. The restriction indicator gives a warning that the air
The cleaner encloses a pleated filter element which is cleaner filter is too clogged for further service. The
treated to combat premature blockage by exhaust carbon. indicator is operated by the depression between the air
A remote restriction indicator is connected to the outlet to cleaner and the engine, and at a preset figure, the red
indicate clogging. warning indicator will remain locked up in a visible position
after the engine has stopped running.
Maintenance When the red indicator band appears, the air cleaner
element must be removed and renewed. After the element
Access is obtained through the rear engine door. has been renewed, reset the indicator by pushing on the
The element should be changed if the restriction indicator diaphragm at the top of the instrument.
(fitted adjacent to the rear EDC) shows red. It is not Blank off the connection if the indicator is not fitted.
recommended that treated elements should be washed as
this removes the active chemical. In a case of necessity
the element can be cleaned by blowing through with air at
a max 100 p.s.i. (7 bar) in the reverse direction.
To remove the element, undo the centre hand nut on the 3
cleaner casing lid. Pull out the element and wipe out the
inside of the casing with a damp cloth. Check that the
gaskets are in good condition and that the casing and lid
are undamaged. Fit the new element, position the lid and
tighten the hand nut. If necessary reset the restriction 2
indicator by pressing down on the top.
Vehicle checks
After reassembly but before restarting engine, the 1
following system checks must be carried out.
a. Check all cleaner to engine pipe work for defects
to ensure good and leak free condition.
b. Check that all rubber hose connections are tight 1. Transparent panel (no restriction)
and leak free. Renew any worn or damaged parts.
2. Red panel (service the filter)
c. Check that the cleaner mounting fixtures are
3. Resetting button
secure.

Cooling System Amended:
Coolant
Header
Tank
Level
Sight
Gauge
ENGINE GEARBOX
RADIATOR
Gearbox Oil Cooling system - Allison 2100 Gearbox

Cooler
Coolant
Header
Tank
Level
Sight
Gauge
ENGINE GEARBOX
RADIATOR
Cooling system - Voith Gearbox

Cooling System Amended: 12/11/07
Cooling System Engine Operation & Maintenance Manual.

A refractometer must be used to measure the freezing
Description point of the coolant accurately. Do not use a floating ball
hydrometer, this may give an incorrect reading.
The engine is cooled by water passing through a radiator
on the offside beside the engine. The engine water pump It is recommended that the system is drained and refined
draws water from the bottom of the radiator through a pipe with new solution every two years. After filling completely,
run which includes the gearbox oil cooler. After circulating run the engine at fast idle speed to remove any trapped air
through the engine, the water passes back to the the and top up to the correct level.
radiator via the engine thermostat. A header tank, is
mounted above the radiator and connects to the engine
feed pipe.A pressure cap (50 KPa) is fitted to a remote Draining
filler accessible from the outside of the vehicle. A drain plug is located in the bottom of the radiator.
The radiator cooling fan is driven by a hydraulic fan motor Low coolant alarm
which is powered by the engine driven tandem pump. The
fan motor is controlled by the Cummins engine control The low level alarm system offers protection against
module. resulting from loss of coolant, by warning the driver with a
light and an audible alarm when the coolant level in the
header tank drops below a predetermined level.
Specification
Coolant capacity - 4 cylinder . . . . . . . . . . . . . . .22 litres
Maintenance - low coolant alarm
Coolant capacity - 6 cylinder . . . . . . . . . . . . . .23.5 litres It is recommended that a periodic check every three
Engine coolant capacity - 4 cylinder . . . . . . . . . .8 litres months be made of the operation of the 'Actia' system by
either draining the coolant so that the level drops below the
Engine coolant capacity - 6 cylinder . . . . . . . . . .10 litres tip of the probe or by disconnecting the wire to the probe.
A visual warning should then be given. The probe should
) Coolant Specification . . . . . . . . . . .Cummins Spec 14603
also be examined and if coated with deposits, should be
Thermostat modulating range . . . . . . . . . . .82°C - 92°C cleaned using emery paper, wire wool, etc. Examine
wiring to ensure there are no frayed areas and all
) NOTE : Recommended Coolant - connections are clean and sound.
Valvoline HD Extended Life RTU is a Pre-mix
coolant. DO NOT ADD WATER. Radiator and intercooler cleaning
During the normal running of the chassis the radiator and
Maintenance intercooler are likely to become coated with a layer of dust,
Failure to observe the correct maintenance procedures dirt and grime. The amount of dirt that is sucked through
may invalidate warranty. these assemblies will vary depending on the operating
conditions.
Check operation of coolant level alarm . . . . . .3 monthly
Radiator flushing . . . . . . . . . . . . . .40,000 miles/2 yearly The radiator and intercooler should not be allowed to clog
up as this will reduce the cooling efficiency of the system.
System coolant drained and replaced . . . . . . . .2 yearly Check the condition of the assemblies at the regular
service intervals.
Hoses The radiator and intercooler should be treated with a
Coolant and heater hoses should be regularly checked for suitable water based, soluble cleaner, to the
signs of deterioration. Any hardened, cracked,swollen or manufacturers instructions and washed off using a suitable
restricted hoses should be renewed. If any hose shows steam cleaner.
signs of chaffing the cause should be rectified immediately. CAUTION
Under no circumstances should a pressure
Radiator
washer be used on these assemblies as the
The radiator should be flushed out every 40,000 miles or 2
yearly, by passing water through it in the opposite direction pressure will damage the finning and severely
to the normal flow. affect the cooling efficiency of the system.
In very dusty conditions and where insects are numerous,
the radiator matrix should be kept clear by blowing through Cooling Pack alignment
with compressed air from rear face.
Premature failures can result when the radiator is installed
with insufficient clearance. This can contribute to reducing
Coolant the life of the radiator. Operators are reminded of the
) The recommended premixed coolant will give protection importance of correct cooling pack installation and
down to -37°C (34.6°F) and will also ensure the correct maintaining coolant quality.
degree protection against frost, corrosion and overheating.
The radiator header tank should be topped up to the To reduce the possibility of stress being applied to the
bottom of the filler neck with the pre-mixed coolant. cooling pack, periodically ensure the correct installation.
For more information refer to the relevant section in the

Exhaust System Amended:
Flexible
Flexible pipe
Urea
pipe
injection
nozzle
Flexible
mounting
Insulation
Catalyst
temperature
sensors
Tailpipe
Exhaust System - 6 Cylinder Engine Exhaust System - 4 Cylinder Engine
Dosing Unit
Air
AIR
Filter IN
UREA
OUT
MIX
OUT
Air supply UREA
from Urea IN
auxilliary injection
air reservoir nozzle
Exhaust
gas
processor
UREA Tank
Exhaust Gas Processing System Schematic Layout

Exhaust Gas Processor System - EGP Amended: 14.12.06
General Description A 24v electronically operated pump and metering system, )

The vehicle is fitted with an integrated engine and exhaust controlled by the engine control module (ECM), works in
after treatment system for Euro 4 emissions legislation. conjunction with air from the vehicle compressed air
The system optimizes the engine for particulate emissions system to propel the atomized AdBlue® charge through a
and to deal with the oxides of nitrogen (NOx) using nozzle into the exhaust system upstream of the catalyst.
selective catalytic reduction (SCR) exhaust system after-
treatment. Urea Spray Nozzle
The Doser Unit uses compressed air supplied from the
Exhaust Gas Processor (EGP) vehicle system to atomize the AdBlue® and by means of a
The exhaust gas processor (EGP) is an integrated catalyst very accurate metering and pumping system, supplies a
and acoustic unit in one sealed stainless steel housing or spray nozzle in the engine’s exhaust system.
‘can’. The three, in series, distinct elements in the EGP are
ammonia diffuser, catalyst and acoustic unit. The diffuser
acts to evenly distribute the ammonia over the catalyst
face. The catalyst performs the chemical process of NOx
conversion and the acoustic unit muffles the exhaust
system noise. The chemical process in the catalyst is
temperature dependant (200 °C min.)
There are two catalyst temperature sensors in the EGP,

one for the inlet and one for the outlet. The catalyst
Urea Storage Tank
temperature sensors are used to determine when the
The AdBlue® is stored in a chassis mounted tank. The tank
catalyst has reached the required temperature to support
supplies the solution to the Dosing Unit.
the SCR chemical reactions and hence to allow dosing of
AdBlue®.
Dosing Unit
Dosing Unit (DU) is mounted under the rear left-hand
suspension cross member. The dosing unit (DU) is a high
accuracy unit for injecting the required AdBlue® quantity
into the exhaust after-treatment system (EGP).
CAUTION
This component should be handled with
care. It may be damaged if dropped.
A continuous fluid level sensor is fitted for system

AIR REGULATOR
diagnostics, low level indication and monitoring AdBlue®
usage rates.
If the fluid level falls below a minimum level, or if the

system develops a fault, the Malfunction Indicator Lamp
(MIL) on the instrument panel will be illuminated.
On-Board Diagnostic Information )

VENT
(REAR COVER) The Engine Control Module (ECM) illuminates the
Malfunction Indicator Lamp (MIL) when the diagnostic runs
and fails.
The ECM turns OFF the Malfunction Indicator Lamp (MIL)

NOTE after three consecutive ignition cycles that the diagnostics
runs and does not fail. The MIL lamp and fault code can
Road debris may collect around the Urea also be cleared using the Cummins INSITE™ service tool.
Doser unit. It is IMPORTANT that no debris (Fault code: 1673)
enters the doser if the urea lines are
disconnected for any reason. The unit The fault code will be cleared from memory after forty
should be thoroughly cleared and cleaned of consecutive drive cycles where the diagnostic runs and
road debris before any servicing activity passes.
takes place.

Exhaust Gas Processor System - EGP Amended:11.08.06
Urea - AdBlue Maintenance

AdBlue® is a clear liquid with a weak ammonia odour. If Check security of all pipe clamps
spilled, the water evaporates and crystals are formed. A, B & C Service Intervals
The agreed industry generic trade name for this solution is Inspect anti-vibration rubber mounts for sign of
AdBlue®. Urea as a solid, or in solution with water as damage or separation
AdBlue®, is classified as non-hazardous. A, B & C Service Intervals
The amount of AdBlue® injected into the exhaust is Check for signs of exhaust leaks at all pipe joints
controlled by the ECM and matched to the NOx output of A, B & C Service Intervals
the engine at any given speed and load condition. Water Check the urea injection system pipework
evaporates quickly and the urea turns into ammonia when
A, B & C Service Intervals
in contact with hot exhaust gases. The ammonia reacts
Change urea in-line air filter
with NOx over the catalyst and the resultant tailpipe
Every 38,000 miles (60,000 km) 1500hrs or 1 yearly
emission from this process is harmless nitrogen (N2) and
water (H20). Check the doser unit air vent & air regulator are free
from debris and are not restricted in any way
A, B & C Service Intervals.
WARNING
When using or handling AdBlue® the proper Removal

Health and Safety precautions should be 1. Disconnect the Exhaust Gas Processor (EGP)
inlet pipe at the EGP.
taken. Please refer to your Adblue supplier
for the correct Material Safety Data Sheet. 2. Disconnect the two sensor wire from the EGP.
AdBlue® www.air1.info
3. Remove the pipe clamp securing the down pipe to
the exhaust manifold.
4. Support the exhaust system and then disconnect
the EGP mountings.
WARNING
5. Remove the pipe clamps.
6. Remove the components from the vehicle.
CAUTION: MAY CAUSE IRRITATION TO SKIN AND
EYES. AVOID CONTACT WITH SKIN, EYES, AND
CLOTHING. AVOID PROLONGED OR REPEATED
BREATHING OF VAPOR. USE WITH ADEQUATE
VENTILATION. DO NOT TAKE INTERNALLY.
EMPTY CONTAINERS MAY CONTAIN RESIDUAL
PRODUCT. DO NOT REUSE CONTAINER UNLESS CAUTION
PROPERLY RECONDITIONED
Cleanliness of the system must be
maintained when any repairs are being
carried out to system.
CAUTION
Brass in-line connections must not be used
It may be a criminal offence to use a vehicle
to repair damaged pipes. Brass when
that does not consume reagent (Urea) if it is
immersed in urea can attack the dosing unit.
required for the reduction of pollutant
) emissions.
The use of a reagent (Urea) is mandatory for
this vehicle in order to comply with the NOTE
certificate of conformity. Any restriction or damage to the silencer or
Emissions-Diesel Engines 2005/55/EC/6.5.2.5/6 pipework must be rectified as this will impair
engine performance.

Exhaust Gas Processor System - EGP Amended:
WARNING
creates a high risk of contamination, which creates a
serious risk to the dosing unit.
Care must be taken when removing the
exhaust gas processor (EGP) as it is Injector/Nozzle
significantly heavier than a conventional Care must be taken not to contaminate the internals. The
silencer. step on the injector creates a metal-metal seal with the
step on the boss, so these surfaces must be
completely free from dirt/swarf.
Refitting
Guidelines For Assembling Exhaust
To ensure a correct installation, components (EGP, Checks
pipework sections, clamps, supports) should firstly
be assembled in a loose fashion, so that After fiting and exhaust component, check the
adjustments may be made to the precise orientation system for any sign of exhaust leakage. If any leaks
of components before a final tightening up. This is are found they must be rectified before returning the
necessary to ensure a good fit of all components nd vehicle to service.
reduces the risk of stresses being placed on
components during assembly. Torque Values
Stepped Band Clamps Urea nozzle retaining nut . . . . . . . . . . . . . . . . . . .

Firstly, the clamp should be loosely assembled to the . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Nm
inner (unslotted) pipe, with the wider part facing the Exhaust gas temperature sensors . . . . . . . . . . . . .
joint. The inner pipe should be inserted past the . . . . . . . . . . . . . . . . . . . . . . .. . . . . 24 - 36 Nm
length of the slots (70mm overlap is an optimum, but Catalyst solution supply to injector nut . . . . . . . . .
this is not achievable for all joints). Once the whole . . . . . . . . . . . . . . . . . .. . . . . 89 in. lb. (10 Nm)
system is satisfactorily aligned, the clamp can be
tightened. Firstly, ensure that the clamp is aligned so
that bolts are easily accessible, and the outer pipe
extends to the step in the clamp but not past it –
failure to do so can deform the clamp and will
compromise its sealing ability.
V-Clamps
It is critical that the correct clamp is used on the correct
joint – care should be taken to ensure this is so.
Spiralwound Flexible Section
NOTE
Ensure that the flexible pipe is not fully compressed
or extended in the installed condition, as this may
lead to premature failure.
Recommended installation is for the flex to be installed

straight, and at a length half way between fully
compressed and fully extended. Incorrect installation may
affect service life/warranty.
Urea Pipework
It is highly critical that the internals of the urea system are
kept free from contamination. If lines are disconnected for
any reason, dust caps must be fitted. When new lines are
supplied they are fitted with dust caps, these should not be
removed until the moment of connection. failure to do so

Fuel System Amended:
Fuel Tank
Heat Sheild
Filler Cap
Breather
2 12 Valve
To Fuel
Filter (24)
From Fuel
Pump (23)
Outlet Elbow
Fuel Filter
Return Elbow (Frame Mounted)
17
Feed
pipe 21
From fuel 18
tank
Return
pipe
To fuel
tank
Fuel Pump
Engine
Mounted
Filter

WARNING Fuel tank maintenance

The fuel pump, high-pressure fuel lines, Maintenance should be confined to repairing leaks, or, if
the fuel has become contaminated, cleaning the fuel tank
and fuel rail contain very high pressure
internally.
fuel. Do not loosen any fittings while the
engine is running. Wait at least 10 If contaminated fuel is detected it should be dealt with in
the following manner.
minutes after shutting down the engine
before loosening any fittings in the high- 1. Drain the fuel tank.
pressure fuel system to allow pressure to 2. Remove tank from chassis.
decrease to a lower level. 3. Clean the tank interior by pouring about 2 litre (½
gallon) of fuel into the tank, and whilst swirling the
fuel from side to side, flush the contents out of the
tank to remove any sludge or debris. Blow out the
Description fuel tank with compressed air.
Fuel is carried in a 225 litre tank on the nearside, at the
rear of the vehicle. Fuel is drawn through a remote filter Filler Cap
mounted on the rear frame adjacent to the radiator. From
If a new filler cap has to be fitted, ensure that Loctite 572
the remote filter the fuel travels through the engine control
sealant is applied to the threads on the filler cap and collar,
module mounted on the engine compartment firewall
prior to the filler cap being screwed on for assembly.
before entering the engine fuel filter Excess fuel from the
engine pump is returned directly to the tank.
The remote fuel filter incorporates a water-in-fuel sensor in
the base of the filter element which is linked to a
dashboard mounted warning light.
Fuel is carried in flexible pipes with quick release Specification
connections.
Fuel pressure at filter . .300-1100 kpa - engine cranking
Fuel pressure at filter . . .500-1300 kpa - engine running
Fuel rail pressure . .25000-140000 kpa - engine running
IMPORTANT Minimum cranking speed . . . . . . . . . . . . . . . . .150 RPM
The engine has fuel pipe quick release locking Engine idle speed . . . . . . . . . .Min.600 - max 800 RPM
devices.
Firing order - 4cyl. . . . . . . . . . . . . . . . . . . . . . . .1-3-4-2
Firing order - 6cyl. . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4

Non start / stopped troubleshooting tree Water-in-Fuel Sensor

Check power supply The water-in-fuel sensor is located in the base of the fuel
filter element, if it becomes necessary to replace it, remove
Do the engine warning lights come on and go the sensor connection and unscrew the sensor from the
out in sequence? filter element, use a suitable container to catch the
NO contents of the filter element.
Check emergency stop.
Check ECM fuses.
Check power supply from Aladin.
Water-in-fuel
YES sensor
Check fuel supply from tank.
Check pressure at hand priming pump (resistance when
pumping, do not over pump)
YES
Connect Insite and check fault codes.
Flash out fault codes with diagnostic switch. To drain the filter of accumulated water and sediment, a
Is there smoke from the exhaust? length of suitable diameter piping can be pushed on to the
drain connection to prevent spillage. Slacken the sensor
NO slightly by unscrewing until water/sediment flows from the
Check fuel supply. Check battery voltage. drain connection. When all water/sediment is drained and
the fuel flow is clear, retighten sensor and reconnect
YES sensor lead.
Check engine crank speed too slow.
Air heater not working in cold weather. Priming the Fuel System
Engine speed / position sensor not working. After the fuel filter has been changed or the system has
been opened for any other reason the fuel system will
Fuel leak at high pressure connector need to be primed.
NOTE Operate the plunger several times until a resistance is felt.

Do not use “easy start” as the engine uses a DO NOT over-pressurise the system as this can cause a
grid heater in the inlet manifold. failure of the ECM sealing gasket.
Fuel primer Locking ring
Runs rough / misfires / stalls

troubleshooting tree.
Is there pressure at the priming pump?
NO
Air in fuel. Fuel leak before high pressure pump.
YES
Fuel filter blocked. Supply line from tank blocked. Return
line to tank blocked. Pipes connected incorrectly. Check
for moisture in wiring harness connectors.
NOTE
For ECM fault codes refer to Engine and
Mountings section.
Water-in-fuel sensor

Changing the Element

To change the element on vehicles fitted with the later type
of fuel filter, disconnect the plug from the water-in-fuel
sensor located on the bottom of the filter element. Rotate
the locking ring anti-clockwise to unlock and remove the
element. Refitting is reverse of removal. The element has
a keyway which must be correctly aligned. Ensure the
locking ring is fully tightened, it will click when the central
locked position is reached.
Prime the fuel system as described on the previous page.
NOTE:
For removal of fuel injector and injector supply
lines see Engine and Mountings section.

Hydraulic System Amended:
TEST
POINT
STEERING
BOX
STEERING
RESERVOIR FAN
RESERVOIR
OIL FILTER
TEST
POINT
FAN
OIL COOLER
MOTOR
STEER FAN
PUMP PUMP

Description
The hydraulic system provides the power for the steering NOTE
system and the radiator cooling fan. An engine driven Each fan motor has a 'Trim Speed' which is
tandem pump draws oil from a reservoir mounted at the reached before the engine reaches its maximum
rear offside of the vehicle. The pump nearest the rated speed. Once this speed is reached any
compressor supplies the cooling fan, the oil returning via increase in engine revolutions will have no
an oil cooler and in-line filter. further effect on the fan. The trim speed will only
vary with hydraulic oil temperature and may
The adjacent pump supplies the steering system from a reduce by up to 10% as the oil heats up.
seperate reservoir. The reservoir incorporates an integral
oil filter. The fan speed is to be checked with the engine
at working temperature or with the plug removed
The hydraulic system is fitted with two pressure test points, from the solenoid valve on the fan motor.
one situated on the fan motor and the other at the steering
box.
Specification
Tandem pump (658697) - 6 cylinder
Tandem pump (660742) - 4 cylinder
Rotation anti-clockwise when viewed on driveshaft.
Rotation anti-clockwise when viewed on driveshaft.
Maximum speed . . . . . . . . . . . . . . . . . . .2850 revs/min
Maximum speed . . . . . . . . . . . . . . . . . . .2850 revs/min
Steering pump - Nominal output . . . . . .15.2cc/1000rev
Steering pump - Nominal output . . . . . .15.2cc/1000rev
Maximum pressure . . . . . . . . . . . . . . . . . . . . . .170 bar
Maximum pressure . . . . . . . . . . . . . . . . . . . . . .160 bar
Fan pump - Nominal output (front) . . . . .15.2cc/1000rev
Fan pump - Nominal output (front) . . . . .15.2cc/1000rev
Maximum pressure . . . . . . . . . . . . . . . . . . . . . .210 bar Maximum pressure . . . . . . . . . . . . . . . . . . . . . .210 bar
Flow control valve Flow control valve

Controlled flow . . . . . . . . . . . . . . . . .12 litres per minute Controlled flow . . . . . . . . . . . . . . . . .12 litres per minute
(hydraulic fluid of viscosity 20 cst at 50° - 55°C) (hydraulic fluid of viscosity 20 cst at 50° - 55°C)
Fan motor (658057) - 4 cylinder Fan motor (659147) - 6 cylinder

Swept volume . . . . . . . . . . . . . . . . . . . . . . . .10.8cc/rev Swept volume . . . . . . . . . . . . . . . . . . . . . . . .19.2cc/rev
Maximum system pressure . . . . . . . . . . . . . . .192.5 bar Maximum system pressure . . . . . . . . . . . . . . . .210 bar
Fan trim speed .1600 rpm @ engine speed of 1330 rpm Maximum speed . . . . . . . . . . . . . . . . . . . . . . .3000 rpm
Min fan speed . . . . . . . .852 rpm @ engine idle 700 rpm
Min fan speed . . . .1551 rpm @ engine speed 1394 rpm
Max fan speed . . .1643 rpm @ engine speed 1337 rpm

Steering box Oil Level

Maximum pressure . . . . . . . . . . . . . . . . . . . . . .100 bar Thoroughly clean the oil reservoir and area around it
Fluid capacity before removing its cap. This precaution is
6.0 litres necessary to prevent dirt getting into the hydraulic
Fluid type oil.
Dexron llD or III A high engine speed or powerful suction would
cause small air bubbles to be sucked into the pump
Maintenance and these would be broken down into microscopic
Check hydraulic fluid level . . . . . . . .First, Daily, A B & C bubbles as they pass through the pump; this can
Check security of all components as shown on the
result in frothing and would make the time required
hydraulic system diagram . . . . . . .B & C service intervals for bleeding unacceptably long.
Check all pipework and connections for leaks and chaffing The oil level should be checked with the engine at
. . . . . . . . . . . . . . . . . . . . . . .A, B & C service intervals idle speed. The level must be maintained mid way
between the upper and lower marks on the sight
Change hydraulic oil . . . . . . . .2 yearly or 100,000 miles
glass.
Change return line filter .First, 2 yearly or 100,000 miles
Service Intervals
First . . . . . . . . . . . . . . . . . . . . . .1,000miles (1,600km)
A service interval . . .6,000miles (10,000km) / 3months *
B service interval . . .12,000miles(20,000km) / 6months *
C service interval .24,000miles(40,000km) / 12months *
* whichever is sooner
Hydraulic Fan System Filter
Maintenance
The filter indicator should be checked at each service
interval and the filter should be changed, along with the
hydraulic oil, 2 yearly or at 100,000 miles whichever is
sooner. Bleeding the Hydraulic System
The return line filter is of the canister type and incorporates
After refilling it is necessary to bleed the system to remove
an indicator in the filter head. The indicator should be
any air locks.
checked at the recommended intervals and the cartridge
changed when the indicator changes from Green to Red. Run the engine at idle speed while topping up the
The indicator must be checked with the engine running at reservoir, this process can be accelerated by jacking up
idle. The filter is mounted in the engine bay at the rear right the front axle and turning the steering wheel from lock
hand rear of the vehicle. several times until all air bubbles are expelled.
The oil level should be checked at normal

operating temperature.
CAUTION
Too low an oil level can cause the system to
malfunction. If the system is losing oil,
locate the leak and rectify it immediately.
Repairs to the steering gear should be
carried out at a Alexander Dennis Service
Centre.

Hydraulic Steering Oil Reservoir

The Steering Oil reservoir is situated at the rear right
hand side of the vehicle and incorporates a filler and
dipstick. Do not overfill reservoir. Check level with
engine on tick-over.
Changing the Filter
The filter element in the oil reservoir should be
changed at the intervals given in the servicing
schedule or if the system has been broken into to
carry out repairs.
To remove the filter first remove the filler cap, release

the filter locking handle by pressing down and
turning through 90°. Withdraw the filter. Replace with
new filter and refit locking handle.
IMPORTANT
When withdrawing the old filter hold the
lower bore closed to prevent old oil flowing
out of the element into the reservoir and oil
circuit. Lubricate the filter carrier with oil
before fitting.

Hydraulic System - Fan Motor Amended:
1. Bearing 10. Circlip

2. Drive shaft 11. Backing washer
3. Cover 12. Shaft seal
4. Body 13. Bolt
5. Gear 14. Key
6. Sealing ring 15. Dowel
7. Mounting flange 16. Solenoid valve
8. Backing ring 17. Cover
9. Pressure loading ring

Fan Motor Torque Settings

The two shafts carrying the gears are supported in Fan retaining nut . . . . . . . . . . .35 - 50 Nm (25 - 36 lb.ft)
pressure loaded bearings, enclosed in a machined body.
Fan motor coil lock nut . . . . . .6 - 10 Nm (4.4 - 7.3 lb.ft)
The drive end is closed by a mounting flange while the
opposite end is closed by a cover which encloses a relief Bolt (item 13) . . . . . . . . . . . . . .50 - 60 Nm (36 - 44 lb.ft)
valve. A solenoid valve is fitted to the inlet.
Solenoid valve stem (item 16) .25 - 30 Nm (18 - 22 lb.ft)
Maintenance Screw - cover retaining . . . . . .8 - 11 Nm (5.9 - 8.11 lb.ft)
The only maintenance permitted is the replacement of the

seals at each end of the body and the shaft seal on the fan
spindle. The number of the appropriate seal kit will be
found in the Parts Manual.
Fitting new seals to fan motor

1. Remove bolts (13).
2. Separate the flange (7) and the cover (3) from the
body (4), gears (2 and 5) and bearings (1).
3. Remove the circlip (10), the backing washer (11)
and the shaft seal (12).
4. Remove the pressure loading rings (9) and their
backing rings (8).
5. Remove the sealing ring (6).
6. Fit the shaft seal (12) with the spring side
innermost. Pack with grease, insert backing
washer (11) and fit circlip (10).
7. Fit the pressure loading rings (9), backing rings (8)
and sealing rings (6) to the flange (7) and cover
(3), using a little grease to retain them in the
grooves.
8. Hold the flange (7) in a soft-jawed vice, with the
sealing rings facing upwards, and assemble the
body (4). Ensure that the body cut in track
corresponds to the inlet side of the flange.
9. Assemble the gears (2 and 5) and bearings (1)
separately into a pack. It is important that the
flange end bearing goes next to the flange,
otherwise internal leakage can occur due to
bedding in. Ensure the bearing face recesses are
adjacent to the gear faces.
10. Fit a protective sleeve over the gear shaft (2) or
cover the key way sharp edges with a thin tape.
Lightly lubricate the body bore and the gear lobes.
Push the assembled pack into the body and the
flange. Remove the tape or sleeve.
11. Fit the cover (3), ensuring that the inlet side is in
the correct position.
12. The threads on the bolts (13) should be cleaned
and flange (7) and apply Loctite adhesive to the
end 3 or 4 threads of the bolts before assembly.
13. Screw solenoid valve stem (16) into cover (17) and
tighten.

Hydraulic System - Tandem Hydraulic Pump Amended:
SECTION A - A
SECTION B - B
SECTION C - C

Tandem Pump Fitting new seals to the twin pump

1. Carefully mark all parts to ensure that they are
Key to Diagram refitted in exactly the place from which they were
1. Shaft coupling removed.
2. Flange 2. Remove the drive coupling (1).
3. 'O' ring 3. Remove the four bolts (26) and separate the inner
and outer pumps. The outer cover (13) and the
4. Pressure loading ring (1 off) sandwich plate (15) will also separate.
5. Sealing ring (4 off) 4. The cover (9) is held by the dowels (23) and can
be tapped off.
6. Bearing (4 off)
5. Remove gears and bearings.
7. Driven gear (2 off)
6. Remove the circlip (18) and the shaft seal (17).
8. Cover, inner pump
7. Remove all 'O' rings and seals and pressure
9. Inner cover, outer pump
loading rings.
10. Pressure loading ring (3 off)
8. Repeat Step 4 to Step 7 for the inner pump.
11. Body, outer
9. Fit the pressure loading ring (4) and its back up
12. 'O' ring ring (27) into the flange (2) noting that it differs
from the other three rings (10).
13. Outer cover, outer pump
10. Fit the pressure loading rings (10) and back up
14. 'O' ring rings (28).
15. Sandwich plate 11. Fit the rings (3), (5), (12), (14) and (19). A little
16. Driving gear outer pump grease in the grooves will help to retain the seals.
17. Oil seal, outer pump 12. Pack the shaft seals (17) and (23) with grease and
fit. Fit circlip (18).
18. Circlip
13. Hold the flange (2), face up, in a soft, jawed vice
19. 'O' ring and assemble the body (22).
20. Drive couple 14. Fit a protective sleeve over the gear shaft (21) or
21. Driving gear, inner pump cover the sharp edges with a thin tape.With the
gears (7 and 21) and bearings (6) assembled into
22. Body, inner a pack, lubricate lightly and place in the body (22).
23. Shaft seal It is important that the flange end bearing goes
next to the flange, otherwise internal leakage can
24. Hollow dowel occur due to bedding in. Ensure that the bearing
25. Spring washer face recesses are adjacent to the gear faces.
Remove the tape or sleeve.
26. Bolt
15. Fit the cover (8).
27. Backing ring
16. Assemble the outer pump in a similar fashion,
28. Backing ring position the coupling (20) and place on the inner
pump.
Tandem hydraulic pump 17. Position the sandwich plate (15) and the cover
(13).
The twin pump consists of two gear pumps each
consisting of a body and end covers enclosing meshing 18. Fit the bolts (26) and washers (25). Tighten to 34
gears supported in bearings. The inner pump, driven by - 41 Nm.
the engine is connected to the outer pump by a coupling
sleeve. The outer end cover incorporates a pressure relief
valve.
Maintenance
The only maintenance permitted is the replacement body
seals and the seals on the gear shafts. The number of the
appropriate seal kit will be found in the Parts Manual.

Refitting Tandem Pump to Compressor Bleeding the System

It is recommended that the following procedures are Once the steering system has been filled to a point where
followed if it is found necessary to remove and refit the the oil level does not drop below the upper mark on the
hydraulic tandem pump. dipstick, allow engine to run for a short while at low rpm.
This enables most of the air to be expelled from the
1. It must be ensured that the lubrication hole
cylinder spaces. Observe the oil level during this process
between the compressor and the tandem pump is
and add oil immediately if the level drops. The bleeding
clear from sludge or debris.
process can be accelerated by turning the steering wheel
2. Renew the gasket between tandem pump and from lock to lock several times with the steering axle
compressor jacked up. Do not apply any more effort than necessary to
turn the steering wheel in its end positions. Add oil as
Failure to adhere to these recommendations may result in
necessary until level remains constant at the upper mark
premature failure of the tandem pump drive.
on the dipstick and no further air bubbles can be seen in
Occasionally these bolts have been found to loosen and the reservoir when the steering wheel is turned.
require re-tightening. The recommended procedure when
changing the tandem pump is to thoroughly degrease the
bolts and the thread of the holes to which they go in. Apply
Loctite 242 to the thread and tighten bolts to 43 ± 3 Nm.
Torque Settings - Tandem Pump

Adaptor - steering inlet . . . . . . . . . . . . . . . .55 - 65 Nm
Adaptor - steering outlet . . . . . . . . . . . . . . .35 - 45 Nm
Adaptor fan inlet . . . . . . . . . . . . . . . . . . . . .80 - 90 Nm
Adaptor fan outlet . . . . . . . . . . . . . . . . . . . .35 - 45 Nm
Checking Oil Level

The oil level should be checked with the engine at idle
speed. The level must be maintained mid way between
the upper and lower marks on the reservoir dipstick.
Thoroughly clean the oil reservoir and area around it
before removing its cap. This precaution is necessary to
prevent dirt getting into the hydraulic oil.
A high engine speed or powerful suction would cause
small air bubbles to be sucked into the pump and these
would be broken down into microscopic bubbles as they
pass through the pump; this can result in frothing and
would make the time required for bleeding unacceptably
long.
CAUTION
Too low an oil level can cause the system to
malfunction. If the system is losing oil, locate
the leak and rectify it immediately. Repairs to
the steering gear should be carried out at a
Alexander Dennis Service Centre.

NOTES Amended:


Engine and Mountings Amended:
13
12
15
16
17
18
10
14
11
9
1
3
Key to Engine Mounting Diagram

2
1. Cradle - engine mounting
5 2. Screw - cradle to engine block
3. Washer - spring
4
4. Mounting - rear
5. Screw
Rear Crossmember 6. Washer - plain
7. Nut
8. Mounting - side
9. Bolt
10. Nut
11. Bolt - mounting to bracket
12. Washer - plain
6
13. Nut
7 14. Washer
15. Bracket - to flywheel housing (4 cyl. shown)
16. Screw
19 17. Washer - spring
18. Ring - on top of side mounting
19. Snubber assembly

Description Maintenance
The vehicle is powered by a Cummins ISBe4 electronically Carry out all service and routine maintenance
controlled turbo-charged diesel engine in either 4 or 6 requirements according to the engine
cylinder form. It drives the rear axle through a 4-speed manufacturer's operator's manual.
automatic gearbox manufactured by Allison or Voith,
dependant on the engine fitted.
Engine data plate
The engine is mounted at three points. Two brackets (15) The engine data plate is attached to the top of the
are screw mounted to the sides of the flywheel housing. valve rocker cover on top of the engine.
Anti-vibration blocks (8) are bolted to the main frame
members. At each side a bolt (11) passes up through the 1. Engine Serial Number (E.S.N.)
bracket and the block, with a mounting ring (18) on top of
the block and a washer (14) below it. The whole assembly 2. Model
is clamped by a nut (11). 3. Power rating.
At the rear, an anti-vibration mounting (4) is bolted to the
chassis rear crossmember. A bolt which is part of the
snubber assembly (19)passes up through the mounting, 3
where it is clamped by a nut.
MADE IN GREAT BRITAIN
BY CUMMINS INC
www.cummins.com
E11 1.36
Displacement . . . . . . . . . . . . . . . . .6.7 litres E.C Type Approval Numbers

Specification Gross Power . . . . . . . . 184 kW @ 2500rpm
Valve lash (cold) int .254mm Exh .508mm
XX
XX
Low idle speed . . . . . . . . . . . . 600-800 rpm Model:- ISBE4 250B
Type
Warning : Injury May Result And
4 cylinder - Cummins ISBe4 140 or 160PS Engine serial number . . . . . . . . . . 11223344 Warranty Is Voided If Fuel Rate
Date of mfg . . . . . . . .. . . . . . . . . . 25-10-05 RPM Or Altitudes Exceed
Customer spec . . . . . . . . . . . . . . .PN123456 Published Maximum Values For
Capacity This Model And Application
4.5 litres
Type 1 2
6 cylinder - Cummins ISBe4 205PS
Capacity Location
6.7 litres
Valve clearance check limits (cold) - inlet
0.254mm (0.010in)
Valve clearance check limits (cold) - exhaust
0.508mm (0.020in)
Firing order 4 cylinder
1-3-4-2
Firing order 6 cylinder
1-5-3-6-2-4
Idle speed
Min. 650 rpm - Max.850 rpm
Oil pressure at idle (min)
10 p.s.i.
Oil pressure at rated (min)
30 p.s.i.
Oil capacity 4 cylinder
11 litres
Oil capacity 6 cylinder
18.0 litres

WARNING
Fuel is flammable. Keep all cigarettes, flame, pilot lights, arcing equipment, and switches out of the
work area and areas sharing ventilation to avoid severe personal injury or death when working with
the fuel system.
WARNING
The pressure of the fuel line is sufficient to penetrate the skin and cause serious bodily harm.
WARNING
Do not bleed a hot engine as this could cause fuel to spill onto the hot exhaust manifold creating a
danger of fire.
WARNING
Before starting the engine, ensure that all spilt fuel is completely removed and the area cleaned.
NOTE
Carry out all service and Routine maintenance requirements according to the engine manufacturers
operation and maintenance manual.
ISBe4 Engine and Ancillaries NOTE DAILY FIRST A B C

Carry out all service requirements indicated in the engine manufacturer's literature For all engine information
consult the relevant routine maintenance section in the engine manufacturer's service manual.
Check oil level
Check the security and integrity of silencer and pipes
Check for leaks in oil, water and fuel systems
Check charge air piping for leaks, cracks, and loose connection
Inspect the crankcase breather tube
Check the security of engine and gearbox in chassis
Change oil and filter Refer to Engine and Mountings Section
Inspect water in fuel sensor Refer to Engine and Mountings Section
Check alternator drive belt condition & Tensioner Every 30,000 miles (48,000 km) 1000hrs or 1 yearly
Check air compressor carbon build-up Every 30,000 miles (48,000 km) 1000hrs or 1 yearly
Change fuel filters (engine and remote) Every 38,000 miles (60,000 km) 1500hrs or 1 yearly
Change Urea in-line air filter Every 38,000 miles (60,000 km) 1500hrs or 1 yearly
Inspect vibration damper condition Every 60,000 miles (96,000 km) or 2000 hrs or 2 years
Adjust valve clearances First adjustment at 150,000 miles (241,401 Km) or I5000 hrs 4 years

Engine and Mountings Amended: 16/02/07
Oil Drain Interval Procedure

) Refer to Page 2.28 - 2.29.
NOTE
When a ring of bolts is to be torqued up the
Torque Settings sequence below should be followed.
Bolt - snubber assembly.
106 Nm (78 lbf.ft)
Screw - snubber assembly to crossmember (item 5)
54 Nm (39 lbf ft)
Bolt - rear engine mounting to sidemember (item 9)
53 Nm (39 lbf ft)
Setscrew - rear engine mounting bracket to
bellhousing (item 16)
44 Nm (32 lbf.ft)
Bolt - rear engine mounting (item 11)
92 Nm (67 lbf.ft)
Setscrew - engine cradle to block (item 2)
47 Nm (34 lbf.ft)
Bolt - starter motor
40 - 46 Nm (29-33 lbf.ft)
Bolt - alternator mounting
40 Nm (29 lbf.ft)
Bolt - air con pulley to crankshaft damper
44 Nm (32 lbf.ft)
Bolt - air con mounting to engine cradle
19-27.5 Nm (14-20 lbf.ft)
Bolt - tandem pump to compressor
43 ± 3 Nm (31 ± 2.2 lbf.ft)
Setscrew - ECM to mounting bracket
20.5 Nm (15 lbf.ft)

Engine and Mountings Amended: 21/08/07
Oil & Filter Drain Interval Procedure

CAUTION
Maintaining the correct oil and filter change intervals
is a vital factor in preserving the integrity of an Fuel sulphur content to be less than or equal to
0.05 mass percent sulphur. If the fuel sulphur
engine. Oil filters must be changed when the oil is content is greater than 0.05 mass percent
changed. The appropriate Operation and sulphur, seek advice from your local Cummins
Maintenance manual must be consulted for detailed distributor.
instructions and specific tables or charts on oil and Extending the oil and filter change interval
filter change intervals. beyond the recommendations will decrease
engine life due to factors such as corrosion,
The maximum recommended oil and filter change deposits and wear.
intervals for ISBe Euro 4 engine powered Buses can The use of ACEA,API & CES formulation oils,
be determined by carrying out the following which do not attain one or more of the following
procedure: lubricant qualifications: A.P.I.CH-4,CH-I A.C.E.A.
E5, E7. C.E.S. 20071, C.E.S. 20072, C.E.S. 20076,
1. Determine the appropriate oil drain interval, C.E.S. 20077 and C.E.S 20078 .
refer to the table on the following page,
Oils which do not comply with the specification
Table 1.
listed above, are used in Cummins automotive
2. Determine the vehicle(s) average speed engines, problems such as wear to overhead,
category(s), representative of the vehicles(s) sliding tappets, camshaft and crankshaft
operation, determined within the appropriate bearings may be experienced. Cylinder bore
table. glazing may also be experienced.
3. If the operation of the vehicle(s) encroaches The responsibility is with the owner if the
recommendations are ignored, and warranty
across the specified average speed category
could be affected.
boundaries, then the lesser vehicle speed
category should be used. Any Warranty claims which could be oil related,
must be accompanied by complete service
4. Ensure lubricant selection (ACEA, API, or
history details of the following, prior to any
CES) conforms to the specifications detailed in warranty assessment being undertaken:
the table.
1. The oil type, specification and supplier.
5. Determine the appropriate drain interval,
2. Oil drain intervals.
defined by your selection of oil quality and
vehicle average operational speed. 3. Injector, valves, and engine brake, lash
adjustments.
4. Oil filter type and supplier.
5. Application duty cycle.
NOTE
A change in vehicle application/duty
cycle will require a reassessment of the
established oil drain interval.

OIL DRAIN INTERVAL PROCEDURE (Continued)
TABLE 1
Maximum Oil Drain Intervals for

ISBe4 - 4 Cylinder (GVW up to 12 tonne) & ISBe4 - 6 Cylinder (GVW up to 15 tonne)
Vehicle Speed Category
Oil Type Drain Interval < 10 kph 10 - 15 kph 15 - 20 kph 20 - 25 kph 25 - 30 kph
whichever (6.2 mph) (6.2 - 9.3 mph) (9.3 - 12.5 mph)(12.5 - 15.5mph) (15.5-18.6 mph)
occurs first
ACEA E5 km 11,000 km 15,000 km 22,500 km 30,000 km 37,500 km
ACEA E7 Miles 6213 miles 9320 miles 13980 miles 18641 miles 23301 miles
API CH4, CI4 hours 1500 hrs 1500 hrs 1500 hrs 1500 hrs 1500 hrs
CES 20071 months 6 6 6 6 6
CES 20072 Oil filters MUST be changed when the oil is changed.
CES 20076 The inline air and fuel filters MUST also be changed at the relevant intervals.
CES 20077
CES 20078
NOTE 1
If CG4/SH oil is used within a vehicle, with a GVW in excess of the tabulation limit, then the oil change
interval must be reduced to one quarter of the interval given in the maintenance schedule.
NOTE 2
CG4/SH oils can be used in areas where none of the recommended oils are available, but the oil
change interval must be reduced to one half the interval given in the maintenance schedule.
NOTE 3
If the vehicle GVW is in excess of the tabulation limit, the oil change interval must be reduced to one
half of the interval given in the maintenance schedule.
NOTE 4
A.C.E.A = Association des Constructeurs Européen d’Automobiles.
A.P.I. = American Petroleum Institute.
C.E.S. = Cummins Engineering Standard.
NOTE 5
Use of “synthetic oils” (those made with API group 3 or group 4 base stocks) is permitted subject
to the same performance and viscosity limitations of petroleum (mineral) based engine oils. The
same oil change intervals must be applied to synthetic oils that are applied to petroleum (mineral)
based engine oils.

Engine and Mounting - Cummins ISBe4 Fault Codes Amended:
Cummins Engine - Fault Code Readout Fault Code Sequence

Should the engine management warning lamps (Red or The yellow lamp will flash once signalling the start of the
Yellow) on the instrument panel fail to go out on start up or sequence, followed by a 2 second pause.
come on whilst driving, the ECU has detected an ACTIVE
The red lamp flashes the first digit of the fault code,
fault in the engine management system and logged an
followed by a 2 second pause, then second and third digits
appropriate fault code in its fault memory.
each separated by a 2 second pause.
(See overleaf for example).
STOP The yellow lamp will flash, once, at the end of the
sequence. The sequence will be repeated as long as the
diagnostic switch remains closed.
Viewing INACTIVE (non current) codes and erasing the
fault memory can only be performed using the Cummins
'INSITE' diagnostic tool.
NOTE
If the engine control module is disconnected,
the throttle potentiometer may need re-
calibrating.
The fault code can be displayed by activating the Engine

diagnostic switch mounted on the EDC and counting the
flashing sequence of the (Red) engine management lamp.
All fault codes comprise a three digit code.
Turn the ignition switch on and close the diagnostic blink

code switch, the lamp will begin to flash-out the stored fault
code.
Cummins
Diagnostic Socket
RETARD BLINK ENG DIAG

ON/OFF CODE ON/OFF
Engine Diagnostic
Switch
Fault Code 254 - Example
1 BLINK - PAUSE - 2 BLINKS - PAUSE 5 BLINKS - PAUSE - 4 BLINK - PAUSE - 1 BLINK
START 2 3 4 STOP
NOTE Types of Fault

Switch off the diagnostic switch when all faults There are two types of fault codes stored by the system:
have been displayed.
Engine electronic fuel system codes
Maintenance system codes
The instrument panel houses three lamps used by the
engine management system to inform the operator of The Engine electronic fuel system faults codes use both
system status and system faults. the YELLOW WARNING and RED STOP lamps
If the RED STOP lamp lights the vehicle must be driven
safely to the side of the road, handbrake applied and the
engine stopped. The vehicle must not be driven until the
fault is rectified.
If the YELLOW WARNING lamp lights the vehicle can be
driven safely; with the fault corrected as soon as possible
NOTE
This can be accompanied by rough running or a
gradual reduction in engine power and speed.
STOP engine fault lamp - RED System Status Check

WARNING engine fault lamp - YELLOW When the ignition is turned on the system performs a self
WAIT-TO-START lamp - YELLOW test; all three lamps will light together and after approx.
3 seconds will be switched off in sequence.
If a fault is present (ACTIVE) on power up; one or two of
the lamps will stay on.

FAULT CODE: 111 Lamp: Red

Reason: Internal hardware error.
Effect on Engine: Possible no effect or engine will die or hard starting

Reason: Engine speed & backup speed sensor, signals reversed.
Effect on Engine: Fuelling to injectors disabled - no start
FAULT CODE: 122 Lamp: Yellow

Reason: High voltage detected at the intake manifold pressure circuit
Effect on Engine: Engine power derate.
Reason: Low voltage or open circuit detected at the intake manifold pressure circuit
Reason: High voltage detected at the accelerator position signal circuit .
Effect on Engine: Severe derate in power output - Limp home power only.

Reason: Low voltage detected at the accelerator position signal circuit .
Effect on Engine: Severe derate in power output - Limp home power only.

Reason: High voltage detected at the remote accelerator position circuit.
Effect on Engine: Remote accelerator will not operate. position set to 0.

Reason: Low voltage detected at the remote accelerator position circuit.
Effect on Engine: Remote accelerator will not operate. position set to 0.

Reason: High voltage detected at oil pressure circuit.
Effect on Engine: None on performance. No engine protection for oil pressure.

Reason: High signal voltage or open circuit detected at engine coolant temperature circuit.
Effect on Engine: Possible white smoke.Fan will stay on if ECM controlled. No engine protection for
coolant temperature.

Reason: Low signal voltage or open circuit detected at engine coolant temperature circuit.
coolant temperature.

Reason: Coolant temperature signal indicates coolant temperature above engine protection
critical limit.
Effect on Engine: Power and/or speed derate. If engine shutdown feature is enabled, engine will
shutdown in 30 seconds after red stop light stops flashing.

Reason: High voltage or open circuit detected at the intake manifold air temperature circuit.
intake manifold air temperature.


Reason: Low voltage or shorted to low source detected at the intake manifold air temperature
circuit.
intake manifold air temperature.

Reason: Intake manifold air temperature signal indicates intake manifold air temperatures
above the engine protection critical limit .
Effect on Engine: Progressive power derate increasing from time of alert. If engine shutdown feature is
enabled, engine will shutdown in 30 seconds after red stop light stops flashing.
Reason: Low voltage detected at thesupply number 2 circuit.


Reason: High signal voltage detected at engine coolant level circuit.
Effect on Engine: None on performance

Reason: Low signal voltage detected at engine coolant level circuit.

Reason: Coolant temperature signal indicates coolant level is at a moderately severe low level.
Reason: High signal voltage detected at the barimetric pressure circuit.


Reason: Low signal voltage detected at the barimetric pressure circuit.

Reason: High voltage detected at sensor supply number 2 circuit.

Reason: Engine speed signal indicates engine speed has exceeded the overspeed limit.
Effect on Engine: Fuel injection disabled until engine speed falls below the overspeed limit.

Reason: Coolant level signal indicates coolant level is low.
Effect on Engine: Progressive power derate. If engine shutdown feature is enabled, engine will
shutdown in 30 seconds after red stop light stops flashing.
Reason: Low voltage detected on the +5 sensor supply circuit line to the engine harness.
Effect on Engine: Default value used for oil pressure sensor connected to this + 5 VDC supply and no
engine speed sensor.


Reason: The vehicle speed signal has been lost.
Effect on Engine: Engine speed limited to "Max Engine Speed without VSS", Cruise control, gear-down
protection and the road speed governor will not work.

Reason: The vehicle speed signal is intermittent.
Effect on Engine: Engine speed limited to "Max Engine Speed without VSS", Cruise control, gear-down
protection and the road speed governor will not work.

Reason: Error detected on one or more of the lamp circuits. Error could be open circuits, or
short circuits to battery or ground on any lamp except diagnostic lamp.
Effect on Engine: Lamp will not come on during the key on bulb test if there is an open circuit or short
circuit to battery. Lamp will stay on if shorted to ground.

Reason: Low signal voltage detected at the fan control circuit when commanded on.
Effect on Engine: Fan may stay on continuously or may not run at all.

Reason: Very low oil level has been detected by the oil level sensor. Most severe level.
. Effect on Engine: The engine may derate possible low oil pressure, possible severe engine damage.

Reason: Engine ignition attempt when the vehicle anti-theft feature is active.
Effect on Engine: The engine will not start.
Reason: Low voltage or short circuit detected on the electronic fuel control actuator circuit.
Effect on Engine: Runs poor at idle, low power. higher fuel presure than commanded.

Reason: Open circuit detected on the electronic fuel control actuator circuit
Effect on Engine: Power derate to calibrated value.

Reason: A pumping imbalance between the front & rear pumping plungers has been detected.
Effect on Engine: Engine will not run or possible low power.

Reason: SAE J1939 Multiplexing PGN time out error. Multiplexed device did not receive
information soon enough or did not receive it at all
Effect on Engine: At least one multiplexed device will not operate properly.

Reason: SAE J1939 Multiplexing accelerator pedal of lever sensor error. Multiplexed device
only received a portion of the necessary information.
Effect on Engine: At least one multiplexed device will not operate properly.

Reason: SAE J1939 Multiplexing configuration error. VECU has detected a fault with the
accelerator pedal.
Effect on Engine: Engine may only idle or engine will not accelerate to full speed.


Reason: The OEM vehile ECU has detected a fault with the remote accelerator.
Effect on Engine: The engine will not respond to the remote throttle. Engine may only idle.

Reason: The ECM cannot communicate with the immobilizer anti-theft system.
Effect on Engine: Immobilizer anti-theft system will not operate properly. The engine may not start

Reason: The ambient air pressure sensor is reading erratic value at initial key-on.
FAULT CODE: 319 Lamp: Maintenance

Reason: Real Time Clock lost power. Unswitched battery power to the electronic control
module (ECM) has been interrupted.
Effect on Engine: None on performance. Data in ECM may not have accurate time and date
information.

Reason: Injector solenoid driver cylinder 1 circuit - current below normal or open circuit. High
resistance or no current detected at number 1 injector driver or return pin.
Effect on Engine: Engine can possibly misfire or run rough

AULT CODE: 332 Lamp: Yellow
Reason: The engine coolant temperature is not changing with engine operating conditions.
Effect on Engine: The ECM will estimate the engine coolant temperature.

Reason: Internal ECM failure.
Effect on Engine: None on performance or severe derate.


Reason: The ECM measured injector boost voltage is low.
Effect on Engine: Possible smoke, low power, engine misfire, and/or engine will not start.

Reason: Sensor supply circuit 1 - voltage below normal or shorted to low source. Low voltage
detected at sensor supply number 1.

Reason: Sensor supply circuit 1 - voltage above normal or shorted to high source. High voltage
detected at sensor supply number 1.

Reason: Oil pressure signal indicates oil pressure below the very low engine protection limit.
Most Severe level
Effect on Engine: Progressive power derate increasing from time of alert. If engine shutdown feature is
enabled, engine will shutdown in 30 seconds after red stop light stops flashing.

Reason: Water-in-fuel signal. Water has been detected in the fuel system.
Effect on Engine: Possible white smoke loss of power or hard starting.
FAULT CODE: 427 Lamp: None

Reason: Communication between the ECM and another device on the J1939 datalinkhas been
lost.
Effect on Engine: Engine will ramp down and remain at idle.

Reason: Error detected in the water-in-fuel signal. Voltage above normal or shorted to high
source. High voltage detected in water in fuel circuit.
Effect on Engine: None on performance. No detection capability for water-in-fuel.

Reason: Error detected in the water-in-fuel signal. Voltage below normal or shorted to low
source. Low voltage detected in water in fuel circuit.
Effect on Engine: None on performance.No detection capability for water-in-fuel.

Reason: Accelerator pedal or lever Idle validation switch. Data erratic, intermittent or incorrect.
Voltage detected simultaneously on both idle & off-idle validation switches.
Effect on Engine: Engine will only idle.

Reason: Idle validation signal indicates the accelerator is at the idle position when the
accelerator position signal indicates the accelerator is not at the idle position. OR idle
validation signal indicates the accelerator is not at the idle position when the
accelerator is at the idle position.

Reason: Power supply lost with ignition on. Data erratic, intermittent or incorrect Supply voltage
to ECM fell below 6.2 volts momentarily. ECM was not allowed to power down
correctly.
Effect on Engine: None on performance. possible dying or hard starting. Fault & trip information data
and maintenance monitor data can be inaccurate.


Reason: An error in the engine oil pressure switch was detected by the ECM.
Effect on Engine: None on performance. No protection for engine oil pressure .

Reason: Th engine intake manifold temperature sensor is reading an erratic value at key-on.
Effect on Engine: The ECM will estimate the the engine intake manifold temperature .

Reason: Battery 1 Voltage. Moderately Severe level.ECM supply voltage is below the minimum
system voltage.
Effect on Engine: Engine may stop running or be difficult to start.

Reason: Battery 1 Voltage. Moderately Severe level. ECM supply voltage is above the
maximum system voltage.
Effect on Engine: Possible damage to all electrical components.

Reason: High voltage detected at fuel pressure sensor signal pin 12 of the engine harness.
Effect on Engine: Power and/or speed derate.

Reason: Low oil level has been detected. by the oil level sensor.
Effect on Engine: The engine may derate. possible low oil pressure. Possible Severe engine damage.

Reason: Engine oil level sensor circuit. Voltage above normal or shorted to high source. High
voltage detected at engine oil sensor circuit.
Effect on Engine: No protection for low engine oil level.

Reason: Engine oil level sensor circuit. Voltage below normal or shorted to low source. Low
voltage detected at engine oil sensor circuit.
Effect on Engine: No protection for low engine oil level.

Reason: Intake manifold pressure has exceeded the maximum limit for the given engine rating.

Reason: No voltage detected simultaneously on both the idle validation off-idle and on-idle
circuits.
Reason: The ECM has detected a fuel pressure higher than the commmanded pressure.
Effect on Engine: Engine noise associated with high injection pressure. Engine power reduced.
Reason: The ECM has detected a fuel pressure lower than the commmanded pressure.
Effect on Engine: Possibly hard to start, low power or engine smoke.
Reason: Open circuit or high voltage detected at starter lockout circuit.
Effect on Engine: Engine will not start or will not have starter lock out protection.


Reason: Low voltage detected at starter lockout circuit.
Effect on Engine: The engine will have no starter lockout protection.

Reason: High battery voltage detected by the battery voltage monitor feature.
Effect on Engine: Yellow lamp will light until high battery voltage condition is corrected.

Reason: Low battery voltage detected by the battery voltage monitor feature.
Effect on Engine: Yellow lamp will light until low battery voltage condition is corrected.

Reason: Very low battery voltage detected by the battery voltage monitor feature.
Effect on Engine: Red lamp will light until very low battery voltage condition is corrected.

Reason: Engine oil change interval Change engine oil and filter.
Effect on Engine: None on perfomance.

Reason: Most severe level. High oil level has been detected by the oil level sensor.
Effect on Engine: Possible low power, excessive smoke, oil dilution, contamination or svere engine
damage. The engine may derate.

Reason: Loss of signal for the crankshaft level sensor.
Effect on Engine: Rough running, possible poor starting. Engine runs using back up speed sensor.
Engine power reduced.

Reason: Mechanical misalignment of the camshaft and the crankshaft engine speed sensors.
Effect on Engine: Engine will run derated. excessive back smoke. Hard start and rough idle.

Reason: The ECM has detected an error in the camshaft position sensor signal.
Effect on Engine: Possible poor starting. Engine power derate.

Reason: Power Supply Lost With Ignition On -Data Erratic intermittent or incorrect.
Effect on Engine: Possible no effect or engine dying or hard starting. Fault & Trip information and
maintenance data maybe in accurate..

Reason: Injector Solenoid Driver Cylinder 1. Mechanical System Not Responding Properly or
Out of Adjustment. Unintended fueling detected in cylinder number 1
Effect on Engine: Engine will shutdown.







Reason: Engine Misfire Cylinder 1 - Condition Exists. Engine misfire has been detected in
cylinder number 1.
Effect on Engine: Possible low power, rough idle, or misfire.

cylinder number 1.

cylinder number 2.

cylinder number 3.

cylinder number 3.

cylinder number 4.

cylinder number 5.

Reason: Catalyst Inlet Temperature Sensor Swapped with The inlet and outlet cataIyst
temperature sensor connections are swapped.
Effect on Engine: Catalyst solution injection into the aftertreatment.system is disabled


Reason: Catalyst Sensor Swapped with outlet condition exists. The inlet and outlet. The inlet
and outlet cataIyst temperature sensors connections are swapped.
Effect on Engine: Catalyst solution injection into the aftertreatment system is disabled.

Reason: Catalyst missing. Condition exists. The inlet and outlet cataIyst temperature sensor
connections are swapped.
Effect on Engine: Catalyst solution injection into the aftertreatment system is disabled

Reason: Exhaust Gas Temperature 1 Circuit . Voltage Below Normal, or Shorted to Low
Source. Low signal voltage detected at the catalyst inlet temperature sensor circuit
Effect on Engine: Possible emissions non-compliance. Default temperature used for catalyst inlet
temperature.

Reason: Exhaust Gas Temperature 1 Circuit . Voltage above Normal, or Shorted to high
Source. High signal voltage detected at the catalyst inlet temperature sensor circuit
Effect on Engine: Possible emissions non-compliance. Default temperature used for catalyst inlet
temperature.

Reason: Exhaust Gas Temperature 1 Circuit. Data Erratic, Possible Intermittent, or Incorrect.
The catalyst inlet temperature sensor is not changing with engine operating con-
ditions.
Effect on Engine: Possible emissions non-compliance. Default temperature value used for catalyst inlet
temperature.
Reason: Catalyst Tank Level Sensor Circuit Voltage Below Normal, or Shorted to Low
Source.Low signal voltage detected at the catalyst tank level sensor circuit.
Reason: Catalyst Tank Level Sensor Circuit Voltage above Normal, or Shorted to high Source.
High signal voltage detected at the catalyst tank level sensor circuit.
Reason: Catalyst Tank Level . Data Valid but Below Normal Operational Range -Moderately
Severe Level. Low catalyst solution level has been detected in the catalyst solution
tank.
Effect on Engine: None on performance.
Reason: Catalyst Tank Level . Data Valid but Below Normal Operational Range -most severe
Level. No catalyst solution has been detected in the catalyst solution tank.
Reason: Exhaust Gas Temperature 2 Circuit -Voltage Below Normal, or Shorted to Low
Source. Low signal voltage detected at the catalyst exhaust temperature sensor
circuit.
Effect on Engine: Possible emissions non-compliance. Default temperature used for catalyst exhaust
temperature sensor circuit.


Reason: Exhaust Gas Temperature 2 Circuit - Voltage above Normal, or Shorted to high
Source. High signal voltage detected at the catalyst outlet temperature sensor circuit.
Effect on Engine: Possible emissions non-compliance. Default temperature used for catalyst outlet
temperature sensor circuit.
Reason: Exhaust Gas Temperature 2 Circuit - Data Erratic, Possible Intermittent, or Incorrect.
The catalyst outlet temperature sensor is not changing with engine operating
conditions.
Effect on Engine: Possible emissions non-compliance. Default temperature value used for catalyst
outlet temperature.
Reason: Catalyst tank Temperature - Voltage below Normal, or Shorted to low Source. Low
signal voltage detected at the catalyst tank temperature circuit.
Effect on Engine: Default temperature value used for catalyst outlet temperature.
Reason: Catalyst tank Temperature - Voltage above Normal, or Shorted to high Source. High
signal voltage or open circuit detected at the catalyst tank temperature sensor circuit.
Reason: Catalyst tank Temperature - Data Erratic, Possible Intermittent, or Incorrect. The
catalyst tank temperature sensor is not changing with engine operating conditions.
Reason: Catalyst Dosing Control Unit -Bad Intelligent Device or Component. An internal error
has been detected in the catalyst dosing control unit. .
Reason: Catalyst Reagent Dosing Unit Input Lines -Condition Exists. An error has been
detected by the cataIyst dosing control unit.
Reason: Catalyst Tank Heater Circuit -Voltage Above Normal, or Shorted to High Source. High
signal voltage or open circuit has been detected at the catalyst tank heater relay
sensor circuit.
Effect on Engine: Catalyst tank heater will be disabled.
Reason: Catalyst Tank Heater Circuit -Voltage below Normal, or Shorted to low Source. Low
signal voltage or open circuit has been detected at the catalyst tank heater relay
sensor circuit.
Effect on Engine: Catalyst tank heater will be disabled.
Reason: Catalyst Over Temperature -Data Valid but Above Normal Operational Range -Most
Severe Level. Very high temperatures have been detected in the aftertreatment
system.
Reason: Real Time Clock Power Interrupt -Data Erratic, Intermittent, or Incorrect. The real time
clock power has been interrupted.
Effect on Engine: None on performance. Data in the ECM will not have accurate time and date
information.


Reason: Air Supply Actuator -Voltage above Normal, or Shorted to high Source. Hogh signal
voltage has system detected at the dosing control unit air solenoid circuit.
Reason: Air Supply Actuator -Voltage below Normal, or Shorted to low Source. Low signal
voltage has system detected at the dosing control unit air solenoid circuit.
Reason: Catalyst Tank Level Sensor -Data Erratic, Intermittent, or Incorrect. Catalyst solution
level is not changing with engine operating conditions.
Reason: Dosing Control Unit Datalink -Abnormal Update Rate. Datalink communications
between the ECMand the catalyst dosing unit has been interrupted.
Reason: Catalyst Tank Heater Circuit -Data Valid but Below Normal Operating Range -
Moderately Severe Level. The catalyst solution temperature did not increase when
the catalyst tank heater was commanded ON.
Effect on Engine: None on performance. Catalyst solution injection into the aftertreatment system may
be disabled if the catalyst solution is frozen.
Reason: Catalyst Tank Heater Circuit -Data Valid but Above Normal Operating Range -
Moderately Severe Level. The catalyst tank heater is continuously in the ON position.
Effect on Engine: None on performance.
Reason: Auxiliary Temperature Sensor Input 1 Circuit - Root Cause Not Known. High
temperature detected by the OEM temperature sensor.
Effect on Engine: Possible engine power derate.
Reason: Exhaust Gas Temperature 1 - Data Valid but Above Normal Operational Range - Least
Severe Level.
Effect on Engine: Possible engine derate.
Reason: Engine Misfire for Multiple Cylinders -Condition. Engine misfire has been detected in
multiple cylinders.
Reason: Intake Manifold 1 Temperature -Abnormal Rate of Change. The intake manifold
temperature sensor is not responding to a change in engine operating conditions
Effect on Engine: The ECM will estimate engine intake manifold temperature.
Reason: Exhaust Gas Temperature 1 -Abnormal Rate Change. The catalyst inlet temperature
sensor is not responding to a change in engine operating conditions.
Effect on Engine: Possible emissions non-compliance. Default temperature value used for catalyst inlet
temperature.
Reason: Exhaust Gas Temperature 2 -Abnormal Rate of Change. The catalyst outlet
temperature sensor is not responding to a change in engine operating conditions
Effect on Engine: Possible emissions non-compliance. Default temperature value used for catalyst
outlet temperature.


Reason: Wheel-Based Vehicle Speed -Data Valid but Below Normal Operational Range -
Moderately Severe Level. The ECM lost the vehicle speed signal.
Effect on Engine: Engine speed limited to Maximum Engine Speed without VSS parameter value.
Cruise control, gear down protection, and road speed governor will not work.

Reason: Injector Metering Rail 1 Pressure -Data Valid but Above Normal Operational Range -
Most Severe Level. Fuel pressure signal indicates that fuel pressure has exceeded
the maximum limit for the given engine rating.
Effect on Engine: None or possible engine noise associated with higher injection pressures (especially
at idle or light load). Engine power is reduced.
Reason: Engine Brake Actuator Driver 1 Circuit -Voltage Below Normal, or Shorted to Low
Source. Low voltage detected at the engine brake solenoid number 1 signal circuit.
Effect on Engine: The exhaust brake will not operate.

Reason: Sensor Supply 4 Circuit -Voltage Above Normal or Shorted to High Source. High
voltage detected at + 5 volt sensor supply circuit to the accelerator pedal position
sensor
Reason: Sensor Supply 4 Circuit -Voltage below Normal or Shorted to low Source. Low voltage
detected at + 5 volt sensor supply circuit to the accelerator pedal position sensor
Reason: Engine Control Module Calibration Program Memory (RAM) Corruption - Condition
Exists. Severe loss of data from the ECM.
Effect on Engine: Possible no performance effects or engine dying or hard starting. Fault & Trip
information and maintenance monitor data maybe in accurate.

Reason: Engine Crankshaft Speed/Position Sensor -Data Erratic, Intermittent, or incorrect.
Crankshaft engine speed sensor Intermittent synchronization.
Effect on Engine: Possible low power.
Reason: Engine Camshaft Speed/Position Sensor -Data Erratic, Intermittent, or incorrect.
Camshaft engine speed sensor Intermittent synchronization.
Effect on Engine: Possible low power.
Reason: Fan Control Circuit -Voltage Above Normal,Shorted to High Source. Open circuit or
high voltage detected at the fan control circuit. Open circuit or high voltage detected
at the fan control circuit.
Effect on Engine: The fan may stay on continuously or not at all.

Reason: Intake Air Heater 1 Circuit -Voltage Above Normal, or Shorted to High Source. High
voltage detected at the intake air heater signal circuit.
Effect on Engine: The intake air heaters may be ON or OFF all the time.

Reason: Intake Air Heater 1 Circuit -Voltage below Normal, or Shorted to low Source. Low
voltage detected at the intake air heater signal circuit.
Effect on Engine: The intake air heaters may be ON or OFF all the time.


Reason: Auxiliary PWM Driver 1 Circuit -Voltage Above Normal, or Shorted to High Source.
High signal voltage detected at the analog torque circuit.
Effect on Engine: Can not control transmission.

Reason: Auxiliary PWM Driver 1 Circuit -Voltage below Normal, or Shorted to Low Source. Low
signal voltage detected at the analog torque circuit.
Effect on Engine: Can not control transmission.

Reason: Engine Coolant Temperature -Data Valid but Above Normal Operational Range -Least
Severe Level. Engine coolant temperature signal indicates engine coolant
temperature is above engine protection warning limit.
Effect on Engine: Power derate and possible engine shutdown if Engine Protection Shutdown feature is
enabled.
Reason: Intake Manifold 1 Temperature -Data Valid but Above Normal Operational Range -
Lease Severe Level. Intake manifold air temperature signal indicates intake manifold
air temperature is above the engine protection warning limit.
Effect on Engine: Progressive power derate increasing in severity from time of alert.
Reason: Intake Manifold 1 Pressure -Data Erratic, Intermittent, or Incorrect. The ECM has
detected an intake manifold pressure signal that is too high or low for current engine
operating conditions.
Bulletin No. 4021532

Engine and Mounting Amended:
Injector Supply Lines Injector Supply Lines (High Pressure) -

Removal
WARNING
Remove the isolators and braces from the fuel line where
The injector solenoids receive high appropriate.
voltage when the engine is operating.
Disconnect and remove the high pressure fuel lines from
To reduce the possibility of personal the high pressure connectors and fuel rail. Apply counter-
torque on fuel connector retainer nuts to prevent
injury from electrical shock, do not loosening.
wear jewellery or damp clothing, and
do not touch the injector solenoids or
the solenoid wires when the engine is
operating.
WARNING
The fuel pump, high-pressure fuel
lines, and fuel rail contain very high
pressure fuel. Do not loosen any
fittings while the engine is running.
Wait at least 10 minutes after shutting
down the engine before loosening any
fittings in the high-pressure fuel Injector Supply Lines (High Pressure) -
system to allow pressure to decrease Inspect For Re-use
to a lower level.
Inspect the high pressure fuel supply line ferrules for any
signs of burrs or foreign material, rounding or cracking;
replace if necessary.
Injector Supply Lines (High Pressure) - Check for cracks, wear, or pinched areas; replace if
Initial Check necessary.
Inspect the injector high pressure supply lines for cracks, Inspect the ends of the high pressure lines for damaged
chafing , leaks, and loose or broken brackets. sealing surfaces.

Injector Supply Lines (High Pressure) -

WARNING
Installation
If flammable vapours are detected,
Note: Before installing the injector supply lines, make shut down the engine, ventilate the
sure that the fuel connector is fully and properly area, and do not restart the engine until
seated against the injector.
the source of the vapours is located
Loosen the capscrews for the fuel rail. Do not remove the and repaired.
fuel rail. This is done to allow proper alignment after
installing the new fuel line.
Injector - Removal
Install and hand tighten the fuel lines in the reverse order
of removal.
WARNING
Torque injector high pressure fuel lines 35 Nm.
Completely remove the high-pressure
Install the isolators. 24 Nm. fuel line before attempting to remove
Tighten the injector supply line brace cap screws 24 N. the fuel injector.
Operate the engine and check for leaks
Remove the isolators

Remove the high-pressure fuel line from the fuel rail to the
high-pressure connector.
WARNING
Before starting the engine, ensure that
all spilt fuel is completely removed and NOTE: The fuel connector must be removed before
the area cleaned. removing the injector or damage to the connector will
result.

Injector - Removal cont. Remove the capscrew from the rocker lever pedestal.
NOTE: When removing the fuel connector from the Remove and mark the pedestal and rocker lever assembly
cylinder head, care must be taken to make sure the one at a time as to their location and position.
connector ‘O’ring is not damaged. Remove and mark the crossheads one at a time as to their
Remove the fuel connector from the cylinder head. location and position. The crossheads and rocker
assemblies must be installed in their original location and
position.
Remove the clamps on the breather tube connection from
the rocker cover to the gear housing.
Disconnect the solenoid wires.
Remove the rocker lever cover and gasket
Remove the two injector hold-down clamp capscrews.

Remove injector hold-down clamp.
Loosen the exhaust rocker lever adjusting screw locknut.

Loosen the adjusting screw until it stops.
Using the injector remover, part no. 3823024, remove the

injector from the cylinder head.

Injector - Installation Torque value. Hold down capscrews.
Place the injector in the head in the proper orientation. Step 1. Tighten figer tight.
Make sure only one sealing washer (1.5mm thickness) is Step 2. Alternate between cap screws turning 90deg until
installed on the injector nozzle. Sealing washers may be reaching 8Nm.
flat or saucer shaped. Tighten high pressure fuel connector nut. Value 50Nm.
Using injector shipping sleave Install injector and hold

down clamp. Do not tighten.
NOTE: Rounded edge of injector hold down clamp is
positioned toward the rocker levers.The fuel inlet hole on Connect and tighten the solenoid wires.
the injector faces the intake side of the engine, lubricate
new ‘O’ ring with clean engine oil before installing injector. Torque value: 1.5 Nm.
NOTE: The injector solenoid terminals may shear if too
much torque is applied. Do not overtighten. Be sure that
the solenoid wires cannot make contact with the rocker
levers when installed
Rocker Levers - Installation

Position the rocker lever on the rocker pedestal.
CAUTION
Be sure to assemble the intake and
exhaust rocker levers in the correct
NOTE: A new high pressure fuel connector must be used
any time an injector is replaced. Install hiigh pressure location. Failure to do so will result in
connector ensuring the end is in the injector inlet port. Start engine damage.
the high pressure connector retaining nut and tighten to
15Nm (not final torque).
Tighten injector hold down capscrews. Check that gap
between hold down and injector body is evenly spaced
around body.

Rocker Levers - Installation cont. Using barring tool, part no. 3824591, rotate the crankshaft
until the number 1 cylinder is at the TDC position.
Install the crossheads in their original location and
The TDC mark is on the vibration damper.
position.
If both number 1 rocker levers are loose, move to the
following steps. If both number 1 rocker levers are not
loose, rotate 360 degrees.
With the engine in this position, lash can be checked on
the following rocker arms: Four-cylinder 1I, 1E, 2I, and 3E,
six-cylinder 1I, 1E, 2I, 3E, 4I, and 5E.
Valve lash check limits
mm in.
Intake 0.152 Min. 0.006
0.381 Max. 0.015
Exhaust 0.381 Min. 0.015
Install the rocker lever assemblies and pedestals in their 0.762 Max. 0.030
original position.
NOTE: Valve lash checks are usually performed as part of
Install the pedestal mounting capscrews. a troubleshooting procedure, and resetting is not required
during checks as long as the lash measurements are
Tighten the pedestal mounting capscrews.
within the above ranges.
Torque value: 36 Nm (27 ft-lb)
Overhead Set - Adjustment Measure valve lash by inserting a feeler gauge between
the crosshead and the rocker lever socket. If the valve lash
Set the valve lash for intake and exhaust valves. measurement is out of specification, loosen the locknut,
and adjust the lash to nominal specifications.
NOTE: Engine coolant temperature must be less than 60°
C (140°F).

Overhead Set - Adjustment cont.
Valve lash specifications

mm in.
Intake 0.254 Min. 0.010
Exhaust 0.508 Min. 0.020
Tighten the locknut and remeasure.
Torque value: 24Nm (212 in-lb)
Using barring tool, part no. 3824591, rotate the crankshaft

360 degrees and measure valve lash for the following
rocker arms: Four-cylinder 2E, 3I, 4E, and 4I, six cylinder
WARNING
2E, 3I, 4E, 5I, 6I and 6E. Before starting the engine, ensure that
Reset if out of specification. all spilt fuel is completely removed and
the area cleaned.
Rocker Lever Cover - Installation

Place the rocker lever cover gasket in the cover.
Install the rocker lever cover and gasket.
Tighten the capscrews.
Capscrew monuted Torque value: 24 Nm.
Stud mounted: Torque value: 24 Nm.
Install the crankcase breather tube clamps.
WARNING
If flammable vapours are detected,
shut down the engine, ventilate the
area, and do not restart the engine until
the source of the vapours is located
and repaired.
Operate the engine and check for leaks

Air Conditioning System

WARNING
It is a criminal offence to allow the release
Weekly checks of refrigerant into the atmosphere.
The Air Conditioning & Comfort Cooling System should be
operated for at least ten (10) minutes to ensure
compressor based lubricant is passed to key system On vehicles with saloon cooling systems, oil content in the
components. compressor should be visually checked via the sight glass
The compressor and belt should be checked for correct to ensure correct level. If topping up is required use the
running/adequate belt tension throughout the operating recommended oil grade in the respective Operator
speed of the engine. Handbook.
After stopping and isolating the engine ignition, drive belts Note:- Normal Engine/Gearbox oil SHOULD NOT be
should be visually checked for good condition with pulley used)
drive faces free from damage or dirt/grease build up.
Monthly checks Twelve Monthly checks

When Conditioning & Comfort Cooling Condensers are The overall system should be serviced once per year by
positioned at low level in the vehicle where they are the manufacturer. As well as the checks previously
susceptible to picking up dust and debris, the condenser prescribed, temperature pull down, airflow and pressures
complete surface should be subject to hose-pipe wash-out should be validated. Compressor drive belts should be
to clear all the rows and fins over the complete surface. changed for new.
(Note - steam cleaning or power wash on high setting
should not be used due to risk of fin tube damage.)
Three Monthly checks

Any foam filters related to heater matrix/evaporators or fan
protection should be removed and checked for
dust/grease impregnation.
Any residue should be removed by washing the filter in
warm detergent.
Compressed air should be used to blow into the relevant
apertures as above with filters removed to displace any
particulates present. (Eye protection should be worn
during this operation)
Condensers mounted in the vehicle in other than low level
position, should have compressed air applied to the entire
finned surface to blow out any collected debris/dust such
that fin apertures are clear. (Care should be taken to
ensure that fins do not get damaged by compressed air
pressure).
Mounting points for all condenser positions should be
checked for tightness, and if hinged, the hinge mechanism
lubricated.
Where hoses and end fittings are visible, they should be
visually checked for abrasion or damage. If any visual
signs are present, a recognised Gas Handling Trained
Technician should be employed to de-gas and capture the
refrigerant prior to the hose/fitting fracturing thus allowing
gas to escape and vent to atmosphere. In the event of de-
gassing other related components will be required to be
changed.

Transmission Amended: 15/05/07

Contents
Allison 2100 series Retarder

Description . . . . . . . . . . . . . . . . . Page 3.3 Circuit Schematic layout . . . . . . . Page 3.26
Specification . . . . . . . . . . . . . . . . Page 3.3 Description . . . . . . . . . . . . . . . . . Page 3.27
Maintenance . . . . . . . . . . . . . . . Page 3.3 Maintenance . . . . . . . . . . . . . . . Page 3.27
Service intervals . . . . . . . . . . . . . Page 3.3 Diagram Retarder Installation . . . Page 3.28-29
Torque settings . . . . . . . . . . . . . . Page 3.3 Torque settings . . . . . . . . . . . . . . Page 3.29
Gearbox Installation diagram . . . Page 3.4 Washing . . . . . . . . . . . . . . . . . . . Page 3.30
Checking oil level . . . . . . . . . . . . Page 3.5 Removal procedure . . . . . . . . . . Page 3.30
Oil and filter change . . . . . . . . . . Page 3.5 Control system inspection . . . . . . Page 3.31
Gearbox breather . . . . . . . . . . . . Page 3.5 Driveline inspection . . . . . . . . . . Page 3.31
Change speed linkage . . . . . . . . Page 3.6 Service inspection check list . . . . Page 3.31
Change speed cable refitting . . . Page 3.6-7 Retarder resistance check . . . . . Page 3.32
Transmission fault light . . . . . . . . Page 3.8 Final checking of installation . . . . Page 3.32
Range inhibited light . . . . . . . . . . Page 3.8 Retarder Re-setting . . . . . . . . . . Page 3.32 )
Troubleshooting . . . . . . . . . . . . . Page 3.8
Diagnostic Software . . . . . . . . . . Page 3.9 Propshaft
Diagnostic trouble codes . . . . . . Page 3.10-3.12 Diagram . . . . . . . . . . . . . . . . . . . Page 3.34
Description . . . . . . . . . . . . . . . . . Page 3.34
Voith DV500 Inspection . . . . . . . . . . . . . . . . . Page 3.34
Gearbox . . . . . . . . . . . . . . . . . . Page 3.14 Lubrication . . . . . . . . . . . . . . . . . Page 3.34
Description . . . . . . . . . . . . . . . . . Page 3.15 Removal . . . . . . . . . . . . . . . . . . Page 3.34
Specification . . . . . . . . . . . . . . . . Page 3.15 Bearing removal . . . . . . . . . . . . . Page 3.35
Maintenance . . . . . . . . . . . . . . . Page 3.15 Assembly and refitting . . . . . . . . Page 3.35
Torque settings . . . . . . . . . . . . . . Page 3.15 Troubleshooting . . . . . . . . . . . . . Page 3.36
Filling Gearbox . . . . . . . . . . . . . . Page 3.15 Torque settings . . . . . . . . . . . . . . Page 3.36
Checking oil level . . . . . . . . . . . . Page 3.15
Rear Axle
Draining the oil . . . . . . . . . . . . . . Page 3.16
Diff. carrier assembly diagram . . Page 3.38
Replacing the Oil filter . . . . . . . . Page 3.16
Ring gear and pinion
identification . . . . . . . . . . . . . Page 3.39
Allison T280R
Lubrication . . . . . . . . . . . . . . . . . Page 3.40
Gearbox Installation diagram . . . Page 3.18
Oil change intervals . . . . . . . . . . Page 3.40
Description . . . . . . . . . . . . . . . . . Page 3.19
Specification . . . . . . . . . . . . . . . . Page 3.19 Draining and filling oil . . . . . . . . . Page 3.40
Maintenance . . . . . . . . . . . . . . . Page 3.19 Cleaning . . . . . . . . . . . . . . . . . . Page 3.41
Gearbox removal . . . . . . . . . . . . Page 3.19 Inspection . . . . . . . . . . . . . . . . . Page 3.41
Torque settings . . . . . . . . . . . . . . Page 3.19 Repair and renewal . . . . . . . . . . Page 3.41
Checking oil level . . . . . . . . . . . . Page 3.20

Displaying oil level information . . Page 3.20 continued on next page
Transmission check light . . . . . . Page 3.20
Diagnostic codes . . . . . . . . . . . . Page 3.21-25
Section 3

Transmission Amended: 09.11.06
Contents
Continued from previous page . .
Removal / Disassembly
Differential carrier assembly removal Page 3.42
Disassemble differential carrier . . Page 3.43
Disassemble drive pinion . . . . . . Page 3.44-45
Disassemble wheel differential . . Page 3.46
Installation/Assembly/Adjustment
Assemble wheel differential . . . . Page 3.47
Assemble drive pinion . . . . . . . . Page 3.48-49
Pinion bearing preload adjustment Page 3.50-52
Install drive pinion . . . . . . . . . . . Page 3.52
Install differential and ring gear
assembly . . . . . . . . . . . . . . . . . . Page 3.53
Adjust differential bearing preload Page 3.53-54
Adjust ring gear backlash . . . . . . Page 3.54
Adjust ring gear tooth contact for
standard pattern axles . . . . . . Page 3.54-56
Adjust ring gear tooth contact
for K pattern axles . . . . . . . . . Page 3.56-58
Install and adjust ring gear
thrust screw . . . . . . . . . . . . . Page 3.58
Install differential carrier assembly Page 3.58
Hub unit & disc removal . . . . . . . Page 3.59
Hub unit & disc fitting . . . . . . . . . Page 3.60
Torque settings . . . . . . . . . . . . . . Page 3.61
Fastener identification . . . . . . . . Page 3.61
Section 3

Gearbox - Allison 2100 Series Amended: 18/12/06
Description
The Allison 2100 series is a fully automatic electronically Service Intervals
controlled transmission with five forward speeds. The First . . . . . . . . . . . . . . . . . . . . . .1,000miles (1,600km)
transmission control module (TCM) processes
A service interval . . .6,000miles (10,000km) / 3months *
information received from sensors on the transmission
and sends signals to activate specific solenoids on the B service interval . .12,000miles (20,000km) / 6months *
control valve module. The transmission features C service interval .24,000miles (40,000km) / 12months *
"adaptive shifting" which helps to optimize shift quality by
monitoring critical clutch activation characteristics and * whichever is sooner
making adjustments to improve subsequent changes.
Torque Settings
Specification Bolt - flexplate to crankshaft . . . . . . .137 Nm (101 lbf.ft)
Type . . . . . . . . . . . . . . . . . . . . . . . . .Allison 2100 series Bolt - flexplate to attachment ring . . .57 - 68 Nm (42-50
lbf.ft)
Gears . . . . . . . . . . . . . . . . . . . . . .Five-speed automatic
Bolt - attachment ring to torque convertor . . . . . . . . . . . .
Retarder . . . . . . . . . . . . . . . . . . . . . . . .External - Telma 45 Nm (33 lbf ft)
Oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . . .18.9 litres Setscrew - gearbox to engine . .51 - 61 Nm (37-44 lbf.ft)
Oil change . . . . . . . . . . . . . . . . . . . . . . . . . . .15.0 litres Screw - gearchange cable bracket . . . . . . . . . . . . . . . . .
Oil specification . . . . . . . . . . . . . . . . . .Castrol Transynd 23-27 Nm (16-19 lbf.ft)
Recommended brand . . . . .Castrol Transynd (TES295) Bolt - Gearchange cable bracket . . . . . . . . . . . . . . . . . . .

51 - 61 Nm (37-44 lbf.ft)
Nut - selector lever . . . . . . . . . . .20-27 Nm (14-19 lbf.ft)
Maintenance Plug - oil drain . . . . . . . . . . . . . .30-40 Nm (22-30 lbf.ft)
Change control main oil filter Nut - dipstick tube mounting . . . . . . . . .43 Nm (31 lbf.ft)
At first 5,000 miles (8,000km) and then at every 50,000 Gearbox to cooler hose - end fitting 37 deg. 7/8 JIC . . . .
miles (80,000 km) 2 yearly. 48-55 Nm (35-40 ibf ft)
Change sump filter Gearbox to cooler hose - end fitting 37 deg 7/8-12 JIC . .
At overhaul 48-55 Nm (35-40 ibf ft)
Change oil Cooler to gearbox hose - end fitting 37 deg 7/8 JIC . . . . .
) Every 75,000 miles (120,000 km) 3 yearly. 48-55 Nm (35-40 ibf ft)
Check adjustment of shift linkage Cooler to gearbox hose - end fitting 7/8-12 JIC . . . . . . . .
C service interval 48-55 Nm (35-40 ibf ft)
Check gearbox breather
C service interval
Check tightness of fixings
First, A, B & C service intervals
Check oil level

Gearbox - Allison 2100 Series - Gearbox Installation Amended:
Dip Stick
Oil Filter
Breather
Oil Cooler

Gearbox - Allison 2100 Series Amended:
Checking Oil Level Oil and Filter Change

The dipstick and filler are situated to the left of the engine 1. Transmission should be at operating temperature
at the rear. to assist draining.
2. Remove drain plug from oil pan.
3. Remove the control main filter by unscrewing it
COLD HOT anti-clockwise using a strap type filter wrench.
4. Remove the magnet from the filter or attachment
tube, clean the magnet and report any large metal
particles to the maintenance personnel.
Cold Run 5. Replace the magnet on the attachment tube.
1. Park vehicle on level ground and apply parking 6. Replace the control main filter..
brake.
NOTE
2. Run the engine for 1 minute. Select drive then
reverse and finally neutral. The oil filter seal should be lightly oiled,
and at contact with the filter head face
3. With engine idling, check level. If the level is not in
tighten the element 2/3 to one full turn.
the cold run band, add or drain as necessary.
7. Re fit the drain plug and tighten to 30-40 Nm (22-

Hot Run 30 lb ft).
1. Operate transmission in Drive until normal 8. Refill with new oil, the refill amount is less than the
operating temperature is reached. initial fill because some of the oil remains in the
Sump temperature internal circuits and transmission cavities.
160° - 200°F (71° - 93°C) 9. After refill, check the oil level using the above
Converter-out temperature procedure.
180° - 220°F (82° - 104°C)
2. Park vehicle on level ground, select neutral, apply
parking brake and allow engine to idle.
3. Check oil level. Add or drain necessary, to bring
Gearbox Breather
the level to within the HOT run band. The breather is located at the top left of the transmission
4. Perform final check twice. If readings are main housing. It serves to prevent pressure buildup and
inconsistent, check gearbox breather and vent must be kept clean and the passage open.
hole in the dipstick.
5. The above operation may be carried out
immediately after use of the vehicle.
NOTE
The width of the "HOT RUN" band
represents approx. 1 litre of fluid at
normal operating temperature.

Change Speed Linkage 3 Position

1. If fitting a new cable remove and discard cable
nut. Position the setscrew in the end of the terminal
as shown. (fig 1). Screw the terminal onto the
threaded end of the cable until it bottoms against
the setscrew. Tighten the setscrew securely (do not
exceed 20-25in.lbs).
40
60
fig 1 fig 3
2. To fit gearchange cable attach the cable to the

shift selector, ensuring that it is mounted in the
correct spigot hole. (fig 2). 3. The cable is clamped using the top set of holes on
the hanger plate. These are marked 40 on the
CAUTION surface of the hanger plate. (fig 3).
Using the incorrect location with respect to the
cable hanger position other than shown will cause During assembly ensure that the protrusion on the
improper control operation and damage to the inside face of the clamp is correctly located in the
system. recess on the cable ferrule. Ensure that a new cable
clamp, shim and fixings are used.
Fit nuts and torque tighten (8 - 10Nm).
4. At the gearbox end the change speed cable

95°
bracket is attached to the gearbox with self tapping
screws (4) bolts (12) and a spacer (11). The selector
lever (3) is retained by a locknut (1).
Place clamp (6) ensuring engagement in recess on

cable ferrule, place shim (5) between cable hub and
gearchange cable bracket (2), secure with screws
(7) in threaded holes marked ‘D’, torque tighten (3 -
4Nm).
fig 2
Key
1. Nut - selector lever (20-27 Nm)
2. Bracket - gearchange cable
3. Shift lever
4. Screw - self tapping
11
5. Shim
2 6. Clamp
7. Screw - M5
4 8. Gearchange cable
9. Pivot
7 10. Split pin
10
5 11. Spacer
9
6 12. Bolt - M10 (51-61 Nm)
8 12
3
1 fig 4

5. Ensure the gearchange selector in drivers cab is

in the neutral position.
Cable
6. Move shift lever on gearbox to neutral position.
7. At the gearbox end, push the cable and note the Pivot
Shift lever
position of the cable end (pivot) in relation to the hole held in Neutral
in the shift lever. (fig 5). position
Cable Centre cable to mid point

between pull and push positions
fig 7
Pivot
Shift lever
held in Neutral 11. Insert pivot (9) into shift lever (3) and fit split pin
position (10) do not spread split pin at this stage. Ensure that
Push cable to move the attachment pin of the pivot does not bind in the
selector handle against shift lever hole.
end of Neutral gate
fig 5
Cable
8. Pull the cable and again note the position of the
pivot in relation to the hole in the shift lever. (fig 6). Pivot
Shift lever
held in Neutral
position
Cable
Pivot Rotate pivot on threaded end

Shift lever of cable until it is aligned with
held in Neutral hole in shift lever. Fit pivot to
position shift lever and install split pin.
Do not spread split pin at this
stage. fig 8
Pull cable to move
selector handle against Move range selector through all positions to ensure
opposite end of Neutral gate
that it is synchronised with the transmission. Adjust
fig 6
pivot if necessary, spread split pin and tighten rod
nut against pivot.
9. Centre the position of the cable at the mid point of Note: As the the lock nut is part of the cable
travel determined by the previous two stages. (fig 7). assembly, its' relative position to the pivot is
10. Holding the cable at the position determined in governed purely by the adjustment at installation.
the previous step, rotate the pivot (9) on the
Therefore, providing the lock nut 'locks' its' position
threaded section of the cable until it lines up with the
can be either side of the pivot.
hole in the shift lever.(3). (fig 8).
Verify by pulling and pushing cable to establish mid

point of travel. The pivot pin should be re aligned
with hole in shift lever.

Transmission fault light Troubleshooting when no diagnostic

codes are present
The electronic control system is programmed to tell the
operator when a problem has occurred with the
transmission system by means of the transmission fault Check the basics first.
light on the Screen Unit.
Make sure the range selector is in the appropriate position.
If the transmission fault light comes on at any time after
start up it indicates that a problem has been detected by Check that the batteries are fully charged
the transmission control module (TCM) which will register
a diagnostic trouble code (DTC). Begin by checking the transmission fluid level and the
ignition voltage. Some problems are temperature related,
While the transmission fault light is illuminated, up and so all tests should be carried out at the temperature that
the problem occurs.
down shifts may be restricted, and direction changes may
not occur.
Make sure that the throttle is closed and engine speed is
below 900 RPM.
Check that all electrical connections are properly made.
Check all support equipment for correct installation and

operation.
If the shifting process is rough, time must be allowed for

the shifts to adapt to the "converged" state before
assuming there is a problem.
Troubleshooting intermittent diagnostic

Range inhibited light codes
The range inhibited light if displayed on the Screen Unit Intermittent codes are a result of conditions which are not
tells the operator that the transmission is being inhibited always present.
and range changes requested by the operator may not
occur. When certain operating conditions are detected by When a code is logged in the memory it will remain there
the TCM the transmission will be locked in the range which until it is manually cleared or the vehicle completes forty
is in use at that time. code free warm up cycles.
When an intermittent code exists check for the following:
1. Dirt, damaged or corroded harness connectors or

terminals.
2. Terminals not fully seated in the connectors.
3. Damaged harnesses (poor routing, chafing, excessive

heat, tight bends etc).
4. Incorrectly mounted electronic control components.
5. Poor connector seals, where fitted.
6. Exposed harness wires.
7. EMI generating components and accessories.
8. Loose earth connections.
In order to locate intermittent diagnostic codes it can help

to place the tester on the suspected circuit or component
and try to simulate the operating condition, move the part
in all directions while watching the tester.

Diagnostic Software
The Allison DOCTM for PC-Service Tool software is used to
communicate with the 2100 series transmission.
Connection diagram is shown below:
Connection Kit: J 47943
J 47943-3
J 47943-1
USB Cable
Translator Device
(Part of Kit J 47943)
9 Pin
Connector
J 47943-2
6 Pin (Part of Kit J 47943)
Connector
The J1939 connection for the Gearbox diagnostics is

located on the front electrical distribution centre.
Diagnostic Socket ABS Blinkcode Switch

(Multibus)
(ABS) Retarder Switch Engine Diagnostic Switch
(Voith Gearbox)
Diagnostic Socket
(Engine)
(Allison Gearbox)
IOU

ON/OFF CODE ON/OFF
Diagnostic Connection on Front Electrical Distribution Centre

Diagnostic Trouble Codes
DTC Description Check

Light
P0122 Pedal position sensor circuit - low voltage On
P0123 Pedal position sensor circuit - high voltage On
P0218 Transmission fluid over temperature Off
P0561 System Voltage - Performance Off
P0562 System voltage - Low Off
P0563 System voltage - High Off
P0602 TCM not programmed Off
P0606 Controller internal - Performance Off
P0613 TCM Processor Off
P0614 Torque Control Data Mismatch - ECM/TCM On
P0634 TCM Internal Temperature Too High Off
P0658 Actuator Supply Voltage 1 (HSD1) - Low On
P0659 Actuator Supply Voltage 1 (HSD1) - High (batt) On
P0701 Transmission control system performance Off
P0703 Brake switch circuit -
P0706 Transmission range sensor circuit - performance On
P0708 Transmission range sensor circuit - high input On
P0711 Transmission fluid temperature sensor circuit performance Off
P0712 Transmission fluid temperature sensor circuit - low input Off
P0713 Transmission fluid temperature sensor circuit - High input Off
P0716 Turbine speed sensor circuit - performance On
P0717 Turbine speed sensor circuit - no signal On
P0719 Brake Switch Circuit Off
P0721 Output speed sensor circuit - performance On
P0722 Output speed sensor circuit - no signal On
P0726 Engine speed sensor circuit - performance Off
P0727 Engine speed sensor circuit - no signal Off
P0729 Incorrect 6th gear ratio On
P0731 Incorrect 1st gear ratio On
P0732 Incorrect 2nd gear ratio On
P0733 Incorrect 3rd gear ratio On
P0736 Incorrect reverse ratio On
P0741 Torque converter clutch system - stuck off On
P0742 Torque converter clutch system - stuck on On


Light
P0751 Shift Solenoid 1 (SS1) Valve performance - Stuck Off On
P0752 Shift Solenoid 1 (SS1) Valve performance - Stuck On On
P0776 Pressure control solenoid 2 (PCS2) stuck Off On
P0777 Pressure control solenoid 2 (PCS2) stuck On On
P0826 Up and down shift switch circuit -
P0827 Up and down shift switch circuit - Low -
P0828 Up and down shift switch circuit - High -
P0842 Transmission pressure switch solenoid 1 (PS1) circuit - low On
P0843 Transmission pressure switch solenoid 1 (PS1) circuit - high On
P0880 TCM power input signal Off
P0881 TCM power input signal - performance On
P0882 TCM power input signal - low On
P0883 TCM power input signal - high On
P0960 Pressure control solenoid main mod - control circuit open On
P0962 Pressure control solenoid main mod - control circuit low On
P0962 Pressure control solenoid main mod - control circuit high On
P0964 Pressure control solenoid 2 (PCS2) - control circuit open On
P0966 Pressure control solenoid 2 (PCS2) - control circuit low On
P0967 Pressure control solenoid 2 (PCS2) - control circuit high On
P0972 Shift solenoid 1 (SS1) - control circuit - open On
P0973 Shift solenoid 1 (SS1) - control circuit - low On
P0974 Shift solenoid 1 (SS1) - control circuit - high On


Light
P1688 Unmanaged engine torque delivered to TCM signal On
P1779 Engine torque delivered to TCM signal On
P1891 Throttle position sensor (TPS) PWM Signal - low input Off
P1892 Throttle position sensor (TPS) PWM Signal - high input Off
P2637 Torque management feedback signal - SEM On
P2641 Torque management feedback signal - LRTP On
P2670 Actuator supply voltage 2 (HSD2) - low On
P2671 Actuator supply voltage 2 (HSD2) - high (batt) On
P2723 Pressure control solenoid 1 (PCS1) - stuck off On
P2724 Pressure control solenoid 1 (PCS1) - stuck on On
P2727 Pressure control solenoid 1 (PCS1) - control circuit - open On
P2729 Pressure control solenoid 1 (PCS1) - control circuit - low On
P2730 Pressure control solenoid 1 (PCS1) - control circuit - high On
P2761 TCC PCS - control circuit - open On
P2763 TCC PCS - control circuit - high On
P2764 TCC PCS - control circuit - low On
P2771 4 wheel drive lo switch circuit -
U0010 CAN 1 Bus reset counter overrun Off
U0073 CAN 2 Bus reset counter overrun Off
U0100 Lost communication with ECM/PCM ( CAN2) Off
U0115 Lost communication with ECM/PCM ( CAN1) Off
U1016 Class 2 powertrain controller state of health failure Off
U1041 Class 2 Anti-lock brake controller (ABS) state of health Off
U1041 Class 2 Truck body controller (TBC) state of health Off
U1096 Class 2 Instrument controller (IPC) state of health Off
U1300 Serial data communication link low (Class 2) Off
U1301 Serial data communication link high (Class 2) Off

NOTES Amended:


Gearbox - Voith DV500 Amended:
Oil Filler Dipstick

Tube
Pulse
Generator

Description Torque Settings

The Voith gearbox is a 3 speed, Automatic gearbox with an Screw - gearbox to engine . . . . .51-61 Nm (37-45 lbf.ft)
integral retarder and heat exchanger (oil cooler). The
Bolt - propshaft to gearbox . . . . . . . .150 Nm (110 lbf.ft)
gearbox is electronically controlled . The main elements of
control are the Electronic Control Unit (ECU), engine load
sensor, footbrake valve and push button gear selector.
The gearbox has a full diagnostic system with the ECU Filling Gearbox with Oil - Initial Fill
storing two digit main code and two digit sub codes, five
The vehicle should be parked on level ground with
codes at a time will be stored. The diagnostic codes are
handbrake applied. Fill with oil until level shows 120mm
accessed through the push button selector.
above the maximum mark on the dip stick (engine off).
No oil should run out o the oil filling pipe (1). Approximately
20 litres are needed to reach this level.
Specification
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Voith
Gears . . . . . . . . . . . . . . . . . . . . .Three-speed automatic
Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Internal
Oil capacity . . . . . . . . . . . . . . . . . . . . . .approx. 20 litres
Oil grade . . . . . . . . . . . . . . . . . . . . . . .Castrol Transynd
Maintenance
Check oil level
Monthly.
Change oil and filters
37,500 miles (60,000 km) or every 2 years Ensure that the gearbox selector is in the neutral position.
Check idling speed of engine Start the engine, do not rev it.
B & C service intervals Press the selector button N-D-N-R-N five times, remaining
in each position for 3-5 secs.
Fill with oil to the minimum mark of dip stick. (oil cold - 30
First, B & C service intervals
deg C).
Check tightness of fixings Check oil level again when transmission is hot (approx 70-
First, B & C service intervals 80 deg C). Oil level must be between min and max marks
on dip stick.
Checking Oil Level

First = 1,000 miIes (1,600 km)
A = 6,000 miles (10,000 km) or 3 months * The vehicle should be parked on level ground with
B = 12,000 miles (20,000km) or 6 months * handbrake applied. The oil temperature should be at least
C = 24,000 miles (40,000 km) or 12 months * 60 deg C with the engine idling. The level on the dipstick
* whichever is sooner. should be between the MAX and MIN marks. The
difference between the two levels is approximately 2 litres.
If the oil level is too low, the transmission will not function
properly and there may be damage to the friction plates.
NOTE: When assembling a Voith gearbox to the
If the oil level is too high there will be loss of power and
engine, paste 660462 should be applied to both the increase in fuel consumption. Oil may also escape through
spline and mating hub. the breather filter.
The sliding surfaces should be cleaned first and the
paste should not be mixed with any grease or oil.

Draining the Oil Replacing the Oil Filter

Shut off the engine and check the temperature of the Refer to the figures below. Remove the oil drain plug (2)
transmission oil. from the oil filter cover.
Undo screws (1), remove the oil filter cover, and withdraw
NOTE
the filter.
Drain the oil at operating temperature
only (at least 60 deg. C). Otherwise, too
much oil will remain in the transmission.
Refer to the figure below. Unscrew the drain plugs (1), (2)
and (3).
Turn the drive until drain plug (4) is visible and remove to
drain the converter oil.
Drain oil fully.
Replace the magnetic drain plug (1) fitted with a new
copper sealing washer and tighten to 40Nm.
Replace drain plug (2) and tighten to 40Nm.
Replace drain plugs (3) and (4) and tighten to 10Nm.
Filter
Fit a new oil filter and replace the oil filter cover, tighten
screws to 20Nm.
Replace the oil drain plug (2) and tighten to 10Nm.
Check and refill the oil as necessary.

NOTES Amended:


Gearbox Installation - Allison T280R Amended: 08/11/06
1. Bracket - rear support 8. Solenoid

2. Leaf spring - rear support 9. Silencer
3. Clamp plate 10. Pressure protection valve
4. Mounting rubber 11. Hose elbow
5. Accumulator assembly 12. Pipe assembly - radiator to cooler
6. Hose assembly 13. Hose assembly - cooler out
7. Elbow 14. Pipe assembly - cooler to engine

Gearbox - Allison T280R Amended: 08.11.06
Description transmission serial 6510670912 and above can be

followed.
The Allison T280R World Transmission is a 4 speed
automatic gearbox with an integral retarder.
Check idling speed of engine
The gearbox is electronically controlled by the
Transmission Electronic Control (TCM). The TCM contains B & C service intervals
a microprocomputer which is the brain of the control Check gearbox breather is not blocked
system. The TCM receives and processes information
from: Shift selector, Throttle position, Sump/retarder First, B & C service intervals
temperature, pressure switch state, engine speed, turbine Check tightness of fixings
speed and tranmission output speed. The TCM uses this
First, B & C service intervals
information to control the transmission solenoids, supply
system status and provide diagnostic information. `Check for oil leaks and rectify
The shift selector is remote mounted from the TCM and First, A, B & C service intervals
communicates via the J1939 data link.
Diagnostic information is obtained by pressing the up and First = 1,000 miIes (1,600 km)
down arrow buttons at the same time. A = 6,000 miles (10,000 km) or 3 months *
B = 12,000 miles (20,000km) or 6 months *
Specification C = 24,000 miles (40,000 km) or 12 months *
* whichever is sooner.
Type . . . . . . . . . . . . . .Allison T280R - electronic control
Torque convertor type . . . . . . . . . . . . . . . . . . . . .TC 413 Gearbox Removal
Gears . . . . . . . . . . . . . . . . . . . . .Four-speed automatic
If the gearbox requires removal it is recommended that
Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Internal the vehicle is elevated on wheel lifts and that the
body/chassis is supported on stands. The rear axle
Oil capacity (including accumulator) . . . . . . . .28.2 litres
suspension beam can then be removed to provide
Oil grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Dexron Ill sufficent clearance to withdraw and lower the gearbox
using a transmission jack.
Oil grade . . . . .Castrol Transynd or TES 295 equivalent
Maintenance
Check oil level Torque Settings
Weekly, first, A, B & C service intervals Bolt - wearplate to crankshaft 137 ± 7 Nm (101 ± 5 lbf.ft)
Change oil and filter Bolt flex plate to gearbox . . . . . .63-73 Nm (46-53 lbf.ft)
T280R Hose - accumulator to gearbox . .68-81 Nm (50-59 lbf.ft)
B300R Change oil and sump filter-
Nut - gearbox to engine . . . . . . .51-61 Nm (37-44 lbf.ft)
Initial change at 5,000 miles (8,000 km),200 hrs and then
every 12,000 miles (20,000 km), 500 hrs, 6 months using Screw - tail support bracket to gearbox . . . . . . . . . . . . . .
(Non-TransyndTM/Non-TES295 Fluid). 90-110 Nm (66-81 lbf.ft)
NOTE: The oil and filter change period can be
extended to 75,000 miles (120,000 km) 3000 hrs or 36
months when using Castrol Transynd or TES 295
equivalent and Gold series filters.
T280R Change oil and sump filter-
Initial filter change at 5,000 miles (8,000 km)/200 hrs and
then every 75,000 miles (120,000 km) 36 months - use
Castrol Transynd or TES 295 equivalent and Gold Series
filters
T280R Serial numbers starting 6510670912,
6610205144 Change oil and sump filter-
No initial filter change, Change oil at 150,000 miles, 6000
hrs, 4 years. Use Castrol Transynd or TES 295 equivalent
and High Capacity filters.
Note: If gold series filters in T280R are replaced with

high capacity filters and used in conjunction with
100% TransyndTM/TES295 fluid, intervals as for

Checking Oil Level Keypad Selector

Hot Run Simultaneously press the Upshift and Downshift arrows on
• Ensure the oil has reached the selector. The display will indicate the reading code the
normal operating display will flash "O-L-O-K", "L-O-0-1", "H-1-0-2", etc.,
temperature (71°C - 93°C, where the suffix “0 - 1” or "0 - 2" indicate the volume of oil
160°F - 200°F). (in litres) low or high.

surface and allow it to idle
(500 - 800 rpm) in Neutral. Lever Selector
• The oil level should be Press the diagnostic button (with the Allison Logo) the
anywhere within the HOT readout is as for keypad selector.
RUN band on the dipstick.
Transmission Check Light
Cold Run The transmission electronic system is programmed to
The cold oil check is used to determine if the transmission inform you if operating parameters have been exceeded
has enough oil to be operated safely until a hot check can and automatically take action to protect the operator,
be made. vehicle, and transmission. To do this, the ECU turns on the
Transmission check light on the instrument panel. A
• Park the vehicle on a level surface. diagnostic code will be registered when the light is active.
• Run the engine for at least 1 minute. Illumination of this light will notify the operator that the
• Engage Drive and run the engine for 30 seconds transmission is not performing as designed.
at 1000 - 1500 rpm. Although the transmission can continue to operate, service
• Engage Reverse to clear the oil system of air. advice should be sought promptly. The vehicle may
continue to be driven to complete the desired mission if
• Engage Neutral and allow the engine to idle (500 - conditions can be negotiated safely. However, in some
800 rpm). cases the ECU will take action, such as inhibiting upshifts.
• The oil level should be within the COLD RUN band The readout digit on the shifter display may be blank.
on the dipstick. Direction change will not occur.

• Performance a hot check as soon as is practical.
Displaying Oil Level Information

When the oil level sensor is in operation, the display
provision of the transmission shifter is used to indicate oil
level status.
Before use the following conditions are required:
• The engine must be at idle
• Neutral must be selected
• Vehicle stationary and on a level surface
• The transmission oil must be within the normal
temperature band (60°C - 104°C)
• When the above conditions are met a 2 minute
waiting period should be allowed to allow oil drain
back

Diagnostic Software To clear any active inhibits, depress the mode button and
hold for 3 - 5 seconds. Depressing and holding the mode
The Allison DOCTM for PC-Service Tool software is used to button for 8 - 10 seconds will clear inactive codes from
communicate with the T280R series transmission.with 4th memory. All active inhibits will also be cleared during
generation control system. Connection diagram is shown normal powerdown (ignition switched off followed by zero
below: output and zero engine speeds).
J 47943-3
J 47943-1
USB Cable
Translator Device
9 Pin
Connector
J 47943-2
6 Pin (Part of Kit J 47943)
Connector
After a fixed number of ignition cycles, and code will

Connection Kit: J 47943
automatically disappear from memory if it has not
reoccurred. “Ignition cycle counts”, which indicate the age
The J1939 connection for the Gearbox diagnostics is
located on the front electrical distribution centre. of a stored cond, and “event counts”, which indicate the
frequency of code occurrence, are available for reference
- but accessible only with the DDR.
Diagnostic Codes Diagnostic Codes

The code list or queue position is the first item displayed,
The transmission check light is illuminated briefly during
followed by the DTC. Each item is displayed for about one
vehicle start up as a bulb check.
second. The display cycles continuously until the next
Illumination of this light any time after start up indicates code list position is accessed by pressing the MODE
that the ECU has registered a diagnostic code. button. The following example shows how how DTC
C1312 is displayed on the pushbutton.:
Diagnostic codes can be displayed either by using a
Allison DOC TM for PC Tools or the display portion of the Select. Monitor
shift selector. d 1
C
1. 3
1 2
Displaying Diagnostic Codes on Shift
Selector
To view the second, third, fourth, and fifth positions (d2, d3,
Push Button Selector d4 and d5), momentarily press the MODE button as
The diagnostic mode is accessed by pressing the upshift explained above.
and downshift arrow button simultaneously. twice in Momentarily press the MODE button after the fifth position
succession. is displayed to restart the sequence of code list positions.
Lever Selector An active code is indicated by the illumination of the LED
Press diagnostic button (button with Allison logo) twice in indicator when a code position is displayed while in the
succession. It is only possible to enter the diagnostic mode diagnostic display mode. In the normal operating mode,
with the vehicle stopped. the LED indicator illuminates to show a secondary mode
operation.
For each code stored in memory, beginning with any code
that is presently inhibiting the transmission, the 4 digits of Any code position which does not have a diagnostic code
the code and the pertinent parameters are continuously logged will display " - " for the DTC. No diagnostic codes
flashed on the display. are logged after an empty code position.
Pressing the mode button once will cause the next code
with its pertinent information to be displayed. Dashes
indicate that all stored codes have been displayed.
Clearing Active Inhibit


Light
C1312 Retarder Request Sensor Failed Low Off
C1313 Retarder Request Sensor Failde High Off
P0122 Pedal position sensor circuit - low voltage Off
P0123 Pedal position sensor circuit - high voltage Off
P0218 Transmission fluid over temperature Off
P0602 TCM not programmed On
P0610 TCM Vehicle options (Trans ID) Error On
P0613 TCM Processor Off
P0614 Torque Control Data Mismatch - ECM/TCM On
P0634 TCM Internal Temperature Too High On
P063E Auto Configuration Throttle Input Not present On
P063F Auto Configuration Engine Coolant Temp Input Not Present Off
P0658 Actuator Supply Voltage 1 (HSD1) Low On
P0659 Actuator Supply Voltage 1 (HSD1) - High On
P0701 Transmission control system performance Off
P0702 Transmission Control System Electrical (Trans ID) On
P0703 Brake switch circuit malfunction Off
P0708 Transmission range sensor circuit - high input On
P070C Transmission Fluid Level Sensor Circuit - Low Input Off
P070D Transmission Fluid Level Sensor Circuit - High Input Off
P0711 Transmission fluid temperature sensor circuit performance On
P0712 Transmission fluid temperature sensor circuit - low input On
P0713 Transmission fluid temperature sensor circuit - High input On
P0716 Turbine speed sensor circuit - performance On
P0717 Turbine speed sensor circuit - no signal On
P0719 Brake Switch ABS Input Low Off
P071A RELS Input Failed On On
P071D General Purpose Input Fault On
P0721 Output speed sensor circuit - performance On
P0722 Output speed sensor circuit - no signal On
P0726 Engine speed sensor circuit - performance Off
P0727 Engine speed sensor circuit - no signal Off
P0731 Incorrect 1st gear ratio On
P0732 Incorrect 2nd gear ratio On
P0733 Incorrect 3rd gear ratio On


Light
P0736 Incorrect reverse ratio On
P0741 Torque converter clutch system - stuck off On
P0776 Pressure control solenoid 2 (PCS2) stuck Off On
P0777 Pressure control solenoid 2 (PCS2) stuck On On
P0796 Pressure Control Solenoid 3 (PCS3) stuck Off On
P0797 Pressure Control Solenoid 3 (PCS3) stuck On On
P0880 TCM Power Input Signal Off
P0881 TCM Power Input Signal Performance Off
P0882 TCM Power Input Signal Low On
P0883 TCM Power Input Signal High Off
P0884 Transmission Component Slipping On
P0960 Pressure control solenoid main mod - control circuit open On
P0962 Pressure control solenoid main mod - control circuit low On
P0962 Pressure control solenoid main mod - control circuit high On
P0989 Retarder Pressure Sensor Failed Low Off
P0990 Retarder Pressure Sensor Failed High Off
P1739 Incorrect Low Gear Ratio On
P1891 Throttle position sensor (TPS) PWM Signal - low input Off
P1892 Throttle position sensor (TPS) PWM Signal - high input Off
P2184 Engine Coolant Temperature Sensor Circuit Low Input Off
P2185 Engine Coolant Temperature Sensor Circuit High Input Off


Light
P2637 Torque management feedback signal - SEM On
P2641 Torque management feedback signal - LRTP On
P2670 Actuator supply voltage 2 (HSD2) - low On
P2671 Actuator supply voltage 2 (HSD2) - high (batt) On
P2685 Actuator supply voltage 3 (HSD3) - Low On
P2686 Actuator supply voltage 3 (HSD3) - High On
P2714 Pressure Control Solenoid 4 (PCS4) Stuck Off On
P2715 Pressure Control Solenoid 4 (PCS4) Stuck On On
P2718 Pressure Control Solenoid 4 (PCS4) Control Circuit Open On
P2720 Pressure Control Solenoid 4 (PCS4) Control Circuit Low On
P2721 Pressure Control Solenoid 4 (PCS4) Control Circuit High On
P2723 Pressure Control Solenoid 1 (PCS1) - stuck off On
P2724 Pressure Control Solenoid 1 (PCS1) - stuck on On
P2727 Pressure Control Solenoid 1 (PCS1) - control circuit - open On
P2729 Pressure Control Solenoid 1 (PCS1) - control circuit - low On
P2730 Pressure Control Solenoid 1 (PCS1) - control circuit - high On
P2740 Retarder Oil Temperature Hot Off
P2742 Retarder Oil Temperature Sensor Circuit - Low Input Off
P2743 Retarder Oil Temperature Sensor Circuit - High Input Off
P2761 TCC PCS - control circuit - open On
P2763 TCC PCS - control circuit - high On
P2764 TCC PCS - control circuit - low On
P278A Kickdown Input Failed On Off
P2793 Gear Shift Direction Circuit On
P2808 Pressure Control Solenoid 6 (PCS6) Stuck Off On
P2809 Pressure Control Solenoid 6 (PCS6) Stuck On On
U0001 Hi Speed CAN Bus Reset Counter Overrun (IESCAN) Off
U0010 CAN 1 Bus Reset Counter Overrun Off
U0100 Lost Communication with ECM/PCM (J1587) On
U0103 Lost Communication With Gear shift Module (Shift Selector) 1 On


Light
U0115 Lost communication with ECM/PCM On
U0291 Lost Communication With Gearshift Module (Shift selector) 2 On
U0304 Incompatible Gear Shift Module 1 (Shift Selector ID) On
U0333 Incompatible Gear Shift Module 2 (Shift Selector ID) On
U0404 Invalid Data Received From Gear Shift Module (Shift Selector) 1 On
U0592 Invalid Data Received from Gear Shift Module (Shift Selector) 2 On

Retarder Circuit Schematic Layout Amended:
Retarder Circuit Schematic Layout

Retarder Amended:
Description panel will go out.

The retarder is a electro-magnetic brake fitted directly to
Note: If the ignition is switch off while the retarder is
the rear axle, between the flange and the propshaft.
disabled, the next time the ignition is switched back
The retarder operation is electronically controlled. on the retarder will automatically be re-activated.
Control System Components Specification

ERCS Control Module Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FN50 - 85
The ERCS Control Module is connected to the vehicle Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . .Telma
power supply, pressure transducer on footbrake, speed
signal and ABS ECU. It controls the ERCS Power Module Rotor air gaps . . . . . . . . . . . . . . . .1.3 mm+0 - 0.15 mm
by means of a data cable and give signals to the vehicle Current draw per stage
management system.
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 amps
Stages 2 - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .18 amps
ERCS Power Module
Resistance per circuits
Located between the battery and the retarder, the ERCS
power module supplies power to the retarder in response Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.65 Ohms
to the signals received from the control module. Stage 2 - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .1.3 Ohms
Resistance per coil . . . . . . . . . . . .0.65 0hms + or - 5%
Retarder Relay box contact gap . . . . . . . . . . .2.70 + or - 0.30 mm
A stator carrying coils with unlike poles is fixed between Reverse diode resistance . . . . . . . . . .0.45 - 0.50 ohms
two rotors. As soon as current is passed through the coils,
it sets up a magnetic field which traverses the rotor. The
magnetic fields create eddy currents, which slow down the Maintenance
speed of rotation of the rotors, without there being any
physical contact between the moving parts. If before the inspection, the retarder is coated with dirt oil
or grease, the unit should be washed clean.
) Retarder Off Switch
The system includes a retarder off switch which is CAUTION
mounted on the front EDC panel. Do not wash the retarder when hot.
Retarder Switch
Check tightness and condition of earth terminal and cable
. . . . . . . . . . . . . . . . . . . . . . . . . . . .Every 12,000 miles
Check rotor air gap . . . . . . . . . . . . .Every 12,000 miles
Check torques of propshaft nuts . . . .Every 12,000 miles
ON/OFF CODE ON/OFF
Control system inspection

. . . . . . . . . . . . . . . . . . . . . . . . . . . .Every 12,000 miles
Check torques of all retarder fixings .Every 24,000 miles
To disable the retarder:
Check tightness and condition of retarder support
Switch on the master switch and the Ignition switch.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .Every 24,000 miles
Press the retarder switch on EDC. The buzzer will Check draw or resistance per stage .Every 24,000 miles
continually beep and retarder warning light on Check condition of electrical terminal block
instrument panel will flash to indicate that the . . . . . . . . . . . . . . . . . . . . . . . . . . . .Every 24,000 miles
retarder is switched off.
Control system inspection . . . . . . . .Every 24,000 miles
To re-activate the retarder:
With the master switch on and the ignition on, press
the retarder switch on EDC. When the retarder is re-
activated the buzzer with stop beeping and the
flashing retarder warning light on the instrument

Retarder Installation Amended:

Retarder Amended:
Retarder Installation Details
Torque settings
Nm Lbf ft
1. Propshaft nuts 62 46
2. Stator support to axle casing/adaptor 210 154
3. Stator to retarder support bolts 48 35
4. Axle pinion nut 510-625 376-460
5. Rotor nuts- inner 18 13
outer 54 40
6. Axle flange to intermediate flange bolts 180 132
CAUTION
Always use an accurate torque wrench to check
settings.
NOTE
It is important that fasteners are neither under -
or over-tightened. Use Loctite 648 on all fasteners.

Retarder Amended:
Retarder Washing Re assembly is a reversal of the removal

procedure - note the following points
CAUTION
• Ensure the inner and outer rotors are correctly
Do not wash the retarder when the rotors are hot aligned.
immediately after heavy use.
• Inspect all fasteners and replace as necessary.
Allow 15 minutes to elapse to avoid any
possible rotor distortion or crazing. • Loctite 648 all fasteners.
• Always observe correct torque settings.
Wash the retarder clean by Pressure washer on the unit • Check the rotor air gaps and adjust if required.
from all directions. (see specification)
Ensure that the pressure and temperature settings of the
washer are sufficient to clean the unit without damage to
coils and insulation. Avoid the use of cleaning chemicals,
solvents etc which may attack the retarder insulation. After
washing, dry off with a high pressure air line.
Removal Procedure
CAUTION
Before dismantling proceeds it must be
remembered that the retarder assembly weighs
in excess of 100 kgs., therefore when removing
the component parts, suitable precautions must
be taken to prevent personal injury or damage.
• Remove propshaft from vehicle.

• Remove the electrical connections and the earth
cable from the stator.
• Support the vehicle body and disconnect the axle
and brake hoses.
• Remove outboard rotor.
• Remove the eight bolts securing the stator to the
axle casing or the support (where applicable), and
remove the stator.
It is important that the stator adjusting shims

are replaced in their original positions to
maintain the correct stator air gap.
• Remove the four nuts securing the inner rotor and

intermediate flange assembly to the axle flange,
and remove the rotor assembly.

Retarder Amended:
Control System Inspection
12,000 miles 24,000 miles

6 months 12 months
DASHBOARD INDICATOR LIGHT
Check function and condition z z
COMPLETE ELECTRICAL CONTROL SYSTEMS
Check function of system z z
Check wiring loom condition z
ROAD TEST
Check system performance and correct functioning of z z
all stages.
Check that the retarder cuts
out when the vehicle comes to rest with the foot brake z z
still depressed.
Driveline Inspection
It is recommended that the propshaft is dropped to permit
inspection of the main pinion nut and the adaptor/flange
bolts and nuts at service intervals of 24,000 miles.
• Bolts securing retarder support to differential
If, during normal service inspections, Axial/Radial Play, housing.
Bearing Lift or Air Gaps are out of tolerance, disconnect
the propshaft from the retarder and check the following:- • Bolts securing axle adaptor to differential housing
are tight and in good condition (where applicable).
• Condition of retarder for physical damage, pole
shoes and rotors. • Bolts securing retarder support to axle adaptor are
tight and in good condition (where applicable).
• Main axle pinion nut torque and condition.
• Pinion flange and splines are in good condition.
• Rotor/propshaft nuts, torque and condition.
• Pinion bearings are in good condition.
Should the play remain, remove the retarder and
check the following: • Bolts securing stator to retarder support.
Recommended Service Inspection Check List 12,000 miles 24,000 miles

Stator fixing bolts z
Propshaft fixing nuts are tight z z
Outboard rotor nuts z
Main axle pinion nut z
Rotor/Propshaft adaptor nuts z
Tightness and condition of earth terminal and cable z z
Retarder terminal block condition z z
Current draw or resistance per stage z z
Rotor air gap z z
Lift on the outboard rotor does not change the z z
air gap readings outside the tolerance range

Retarder Amended: 15/05/2007
Retarder Resistance Check Retarder Re-setting )

Disconnect the Telma retarder from the vehicle harness at The solid state Retarder Control Module is fitted with a
the retarder connector block. reset button (see photos). If the retarder is reported as not
working, the first check should be to switch on the ignition
• Use a digital ohmmeter with a sensitivity of 0.01
and press the reset button. The Control Module is located
Ohms.
on the Rear EDC board.
• Measure the resistance of each stage
Measurements must be taken stage by stage directly for
each retarder circuit, between the connector in the
terminal block and the retarder earth terminal. This is to
avoid any other resistance such as cables, connectors etc. Retarder
care must be taken to ensure accurate readings are taken Control
as sometimes stage and coil resistance can be quite Module
difficult to measure. The retarder must be cool and the
terminals or cables must be carefully cleaned to avoid
errors.
• Disconnect coils in problem circuit
• If the resistance of a particular stage is outside
those shown in the retarder specifications, it is
possible to disconnect each coil in the problem
circuit to identify whether a particular coil is faulty. The fault may occur if the wiring between the Power
Module and the Control Module is broken or disconnected,
• Check resistance of each coil in problem circuit, and the ignition subsequently turned on. This registers a
ensuring also that there is no continuity between fault in the Retarder Memory as the resistance cannot be
the coil windings and the retarder stator. recognised. Pressing the reset button re-establishes the
resistance reading between the two Modules and cancels
the fault in the retarder memory.
Inspection
Final Checking of the Installation

Carry out the following final inspections:
Control System
• The dash light illuminates when the brake is
depressed.
Reset button
• Retarder (recessed)
• The Retarder Connector Block is fitted with the

seal, rubber boot and sealed with silicone sealant.
The vehicle should then be road tested to confirm correct
• The lower cable entries for the Retarder internal retarder operation. If this action does not rectify the fault,
loom are sealed with silicone sealant. then normal diagnosis methods should be employed.
• The main CSP power cable is correctly clamped at
the Retarder, using a P clip of the correct size, to
prevent deformation or twisting of the rubber boot.
• There is enough play in the main CSP power cable
to allow for the movement of the axle.
• The Earth cable is of the correct braided variety
and of sufficient length.
• The Earth cable is correctly clamped using the
correct size P clip.

NOTES Amended:


Transmission - Propshaft Amended:
Yoke attached
to axle
Bearing kit
Boot and clamp kit
Bearing kit
Grease
nipple
Grease
nipple
Yoke attached
Typical Arrangement to gearbox
Description Lubrication
The propshaft connecting the gearbox to the back axle The shaft should be lubricated every 3 months or 6,000
consists of two sections each incorporating a universal miles (10000 km) approximately. The universal joint
joint. One section has internal splines into which the bearings are lubricated through the nipple at the centre of
external splines of the other section engages, both the spider. Continue to pump in grease until it escapes
sections having a non-metallic coating to reduce sliding from the inner side of each bearing to ensure that all four
friction and to improve spline life. bearings are filled. If grease does not emerge from any
seal, tap the shaft from side to side while applying gun
Each universal joint consists of a forged steel spider on
pressure.
which each spigot is fitted with a needle race. These
locate in bores in the yoke ends welded to the spline A special tool is available to allow the drive shaft grease
sections and the yoke ends secured to the gearbox output nipple at the retarder end to be accessed more easily.
shaft and to the axle input shaft. The bearings are located This tool fits directly to a flexible grease hose and allows
by thrust pads and internal circlips. connection at right angles to the straight grease nipple
within the confines of the drive shaft yoke.
Inspection The tool is available from your Parts Supplier under part
number 656946.
The shaft should be checked periodically as follows:
1. Check that the yokes on the gearbox and the axle Removal
are tightly secured.
To disconnect the propshaft, remove the four nuts and
2. Check that there is no play in the bearings
bolts at the gearbox end and then remove the four self
supporting the gearbox output shaft and the axle
locking nuts from the studs at the retarder end.
input shaft.
3. Check the end float in the spider bearings. This
should not exceed 0.006 in.
4. Check the radial play between the two splined
sections. This should not exceed 0.007 in.
5. Check the shaft for damage such as bending.
6. Check that the plug is in position at the bearing
end of the forward section.

Transmission - Propshaft Amended:
Bearing Removal Assembly and Refitting

With the shaft removed, proceed as follows: Before assembling the shaft, check that the two yokes at
the ends of sections are in alignment. Out-of-phase
1. Using a soft drift, tap the outside of the bearing
bearings can cause rough running. If necessary separate
assembly to loosen the circlips. Do not use
the two sections and re-engage the splines. Mating
excessive force, just sufficient to break the
engagement arrows should be stamped on the two
assembly away from the ring.
sections.
2 Using circlip pliers, remove the circlip. Repeat for
1. Fully degrease the securing bolts and the holes
the circlip at the other side of the yoke.
they engage (degreaser agent - Loctite 7070
3. Seat the yoke in a suitable press with a short
length of tube underneath into which the bearing Cleaner - Dennis Part No 658103).
can be ejected. The yoke should be positioned 2. Apply threadlock to bolts (Loctite 648 high
with the grease nipple upwards to prevent temperature retainer).
interference during dismantling.
3. Tighten bolts - see Torque settings Page 3.38.
4. Place a solid plug on the upper bearing and
operate the press to eject the lower bearing. If the 4. Using a grease gun, pump in more grease at each
bearing will not pull out by hand after pressing, tap end until grease exudes from all eight bearings.
the base of the lug near the bearing to dislodge it. (Grease: Texaco Hytex EP2).
5. Turn the yoke over so that the second bearing is
against the tube. Apply press force to the upper
end of the spider ensuring that it remains central in
the hole in the yoke. If the spider is misaligned,
the lower bearing will score the hole as it it ejected
and ruin the yoke assembly.
6. Repeat the procedure to free the other two
bearings and remove the spider.
7. Pack the four grease cavities on the spider with
grease recommended in the Lubrication Chart.
Also pack each bearing assembly about ¼ full with
grease.
8. Position the spider in the yoke with the grease
nipple on the inboard side.
9. Move the spider so that one trunnion projects
through a hole in the yoke. Fit a bearing on this
trunnion and align with the hole in the yoke.
10. Place a plug of smaller diameter on the bearing
and place the assembly in a suitable press.
Holding the bearing and yoke in alignment, press
the bearing in far enough to fit a circlip. Fit the
circlip.
11. Repeat steps 10 and 11 to install the opposite
bearing. If the joint is stiff, strike the yoke ears with
a hide faced hammer to seat the needle bearings.
12. Ensure that both circlips are correctly engaged.
13. Repeat steps 10 to 13 to fit the other two bearings
on the spider.
14. Repeat steps 10 to 14 to fit the bearings to the
second universal joint on the shaft. Ensure that
the grease nipples are in the same line at each
end of the shaft.

Transmission - Propshaft Amended: 09.11.06
Trouble Shooting
Fault Cause Remedy
Vibration such as shudder in Sections out of phase. Re-assemble correctly.

low gear, under light load or Wear in U.J. Fit Bearing Kits.
at critical speeds. Shaft bent. Renew.
Premature wear Improper lubrication. Lubricate correctly.

Contamination. Clean and relubricate.
Worn or damaged seals. Renew.
Spline wear. Improper lubrication. Lubricate correctly.
Torque settings
Nm Lbf ft
Nut - propshaft to axle (Allison 2100 Series) 60 44
Bolt - propshaft to gearbox (Allison 2100 Series) 60 44
Bolt - propshaft to gearbox (Voith DV500) 150 110

Bolt - propshaft to axle (Voith DV500) 102 - 132 75 - 97
) Bolt - propshaft to gearbox (Allison T280R) 150 110

Bolt - propshaft to axle (Allison T280R) 102 - 132 75 - 97

NOTES Amended:


Rear Axle - Differential Carrier Assembly Amended:

Rear Axle Amended:
Ring Gear and Pinion Identification

Ring gear and drive pinion are matched parts and must be
renewed as a set, the part number being listed in the parts
catalogue.
To aid in identifying gear sets, parts are stamped with such
information as number of pinion and ring gear teeth,
individual part number and matched set number (refer to
drawing below).

Rear Axle Service Amended:
Lubrication Draining and Filling Oil

Proper lubrication is vital for optimal drive axle service life. Draining
The importance of the following procedures cannot be Drain into suitable container with oil at normal operating
overstated. temperature. Inspect drain plug for excessive metal
The recommended multigrade gear lubricant is 85W-140. particle accumulation symptomatic of extreme wear.
Clean and refit plug after draining. For axles fitted with
Synthetic lubricants are approved provided they meet MIL- additional drain plugs in the hub casings, rotate the hub
L-2105C. until the plug is facing downwards. Remove the plug and
Oil additives are NOT APPROVED for use in Dana axles. allow the oil to drain from the hub.
The proper oil fill level is level with the bottom of the filler
hole. A level close enough to be seen or touched is not Filling
enough. Oil must be level with the bottom of the filler hole.
Remove filler hole plug and fill housing with approved
NOTE lubricant until level with bottom of filler oil. Approx 12
litres (25 pints) of oil are required for gearing and bearings.
Check and clean housing breather vent at each
oil level check.
Do not mix lubricants of different grades. The following procedure applies only to axles
equipped with an oil filler plug in the hub.
1. Rotate the wheel end hub until the oil filler hole is
up.
Oil Change Intervals 2. Remove the oil filler plug.
Change the oil according to the schedule shown, following 3. Pour 0.6 litres of oil into each hub through the hub
the steps below. oil filler hole.
New or rebuilt axle . . . . . . . . . . .5,000 miles (8,000 km) 4. Install oil fill plug applying Loctite 572 (Alexander
Dennis Part No. 650189) and tighten to 65 ± 10
On-highway use . . . . . . . . .100,000 miles( 160,000 km) Nm (48 ± 7 lb.ft).
More severe use . . . . . . . . . . .40,000 miles (64,000 km) 5. Once the axle is levelled and wheel ends are
Low mileage . . . . . . . . . . . . . . . . . . . . . . . . . . .Annually assembled, add oil through the filler hole in the
axle housing cover until fluid is level with the
bottom of the filler hole.
NOTE
Initial oil change within 5,000 miles is critical. NOTE
This will remove fine particles of wear material
generated during running- in and prevent Always use the upper plug i.e. the larger
accelerated wear. plug mounted on the axle centre line.
After initial oil change, the entire unit should be Do not remove the lower plug.
inspected if excessive particle accumulation is
observed.
If the wheel hub does not have an oil fill hole:
1. Fill axle with lubricant through filler hole in axle
housing.
2. Raise left side of axle 152mm or more for 1 minute
or until right hub cavity is filled with lubricant.
3. Lower the left side, and raise the right side of the
axle 152mm or more. Maintain this position for
more than 1 minute or until the left hub cavity is
filled with lubricant.
4. With axle level add lubricant until fluid level is at
the bottom of the filler hole.

Rear Axle Service Amended:
Cleaning Inspection
Proper cleaning requires complete disassembly. All axle components should be closely inspected after
cleaning to determine which require renewal.
The differential carrier assembly may be steam cleaned
only while mounted in the housing provided all openings Inspect steel parts for notches, visible steps or grooves.
are plugged. Look for scuffing, deformation or discolouration related to
improper lubrication.
Wash castings or other rough parts in solvent or clean in
hot solution tanks using mild alkali solutions, heating parts Inspect gear teeth for signs of excessive wear, pitting or
thoroughly before rinsing. cracking along contact lines before reusing. Check tooth
contact pattern.
Rinse all parts thoroughly. Dry immediately with clean rag.
Lightly oil parts and wrap in corrosion - resistant paper if Inspect machined surfaces of cast or malleable parts for
not reused immediately. Store parts in a clean, dry place. cracks, scoring, and wear. Look for elongation of drilled
holes, wear on machined surfaces and nicks or burrs in
mating surfaces.
 CAUTION
Inspect fasteners for rounded heads, bends, cracks or
Petrol is not an acceptable cleaning solvent damaged threads.
because of its extreme combustibility. It is
The axle housing should be inspected for cracks or leaks,
unsafe in the workshop environment.
loose studs or cross threaded holes.
Repair and Renewal

Renew lower-cost parts, such as thrust washers, seals,
etc., that protect the axle from premature wear and do not
add greatly to the cost of your rebuild.
Renew heavily worn but unbroken parts, since the damage
done, should they fail, would greatly exceed their renewal
cost.
Steel parts such as shafts or gears are not repairable. If
worn or damaged, they should be renewed along with
mating parts as necessary.
Seals and washers should be routinely renewed.
Fasteners with self-locking patches may be reused if
secured with several drops of Loctite 277.
Axle housing repairs are limited to removal of nicks or
burrs on machined surfaces or renewal of damaged studs.

Rear Axle Overhaul - Removal Amended:
Overhaul Differential Carrier Assembly Removal

(follow procedure in numerical sequence)
CAUTION
Do not strike the axle shaft flange with a 1. Drain axle lubricant.
hammer. Do not use chisels or wedges to
2. Disconnect driveline. For easier disassembly, the
loosen shaft or dowels.
drive pinion nut can be loosened after driveline is
disconnected.
3. Remove stud nuts and axle shafts. (If used,
 WARNING
remove lockwashers and taper dowels.) If
necessary, loosen dowels by holding a brass drift
Do not lie under carrier while removing in the centre of the shaft head and striking it a
fasteners or after fasteners are removed. Use sharp blow with a hammer.
transmission jack to support and remove 4. Remove cap screws and lockwashers fastening
differential carrier assembly. carrier to axle housing.
3
4

Rear Axle Overhaul - Disassembly Amended:
Disassemble Differential Carrier
NOTE
If gear set is to be reused, check tooth contact
pattern and ring gear backlash before
disassembling differential carrier.
Best results are obtained when established
wear patterns are maintained in used gearing.
Omit this step if the gear set is to be renewed.
1. Mount differential carrier assembly in repair stand.

Loosen but do not remove pinion nut.
2. Loosen locking nut on ring gear thrust screw.
Remove thrust screw.
3. Punch mark differential bearing caps. If reusing

gear set, also punch mark bearing adjusters for
reference during reassembly.
4. Remove cap screws, flat washers and bearing
caps.
5. Remove bearing adjuster and bearing cups. Using

a chain hoist, lift ring gear and differential
assembly out of carrier.
6. Invert carrier in stand for drive pinion assembly
removal.
7. Remove pinion bearing cage cap screws. Using a

chain hoist, lift drive pinion, cage and yoke
assembly out of carrier.
NOTE
If gear set is to be reused, keep pinion
bearing cage shim pack intact for use in
reassembly. If the original shims cannot
be reused, record the number and size in
the pack.

Disassemble Drive Pinion
CAUTION
During the following yoke removal procedure,
do not allow the pinion to drop on a hard
surface.
1. If Pinion nut was loosened during earlier

disassembly, clamp yoke in vice jaws. Use brass
pads to prevent damage. Loosen and remove
pinion nut. To remove yoke, use suitable puller or
press pinion out of yoke.
2. Support cage and press pinion out of bearing
cage.
3. Press oil seal and outer bearing cup out of cage.
Discard oil seal.

Disassemble Drive Pinion - cont.

4. Remove and retain bearing spacer from pinion.
5. Using a bearing cup remover, remove inner
bearing cup.
NOTE
Bearing cup remover, part number J-3940
(Kent Moore Co.) or equivalent can be
used to remove inner bearing cup.
6. Remove pilot bearing and inner bearing cone from

pinion, using a split-type puller. Use two
procedure steps to remove each bearing (see
illustrations below).
First
Mount splitter vertically to split bearing.
Second
Mount splitter horizontally to remove bearing.

Disassemble Wheel Differential 1. Remove nuts and bolts fastening ring gear to
differential cases, allowing gear to fall free. If gear
does not fall, tap outer diameter with soft mallet to
CAUTION loosen.
During the following procedure, place
2. Punch mark differential cases for correct location
differential assembly on malleable
during assembly. Remove cap screws and lift off
surface to prevent damage when ring
plain differential case half.
gear falls off its mounting position.
3. Lift off side gear and thrust washer.
4. Lift out spider, side pinions and thrust washers.
5. Remove side gear and thrust washer.
6. Remove bearing cone from flanged and plain
halves using suitable puller.
7. Clean and inspect parts for damage or wear to
determine which parts require renewal as detailed
under INSPECTION.
Wheel Differential Assembly
Bearing Cone Removal

Rear Axle Overhaul - Assembly Amended: 15/06/07
Assemble Wheel Differential
NOTE
Lubricate differential parts with gear oil
during assembly.
1. Press bearing cone on flanged differential case.

2. Press bearing cone on plain differential case.
NOTE
To prevent bearing damage, use suitable
sleeve that only contacts bearing inner
race.
3. Place thrust washer and side gear in flanged

differential case. Bearing Cone Installation
4. Assemble side pinions and thrust washers on
spider. Place this assembly in flanged differential
case. Rotate gears and check for proper mesh.
5. Place side gear and thrust washer on side pinions.
NOTE
Fasteners using self-locking thread
"patches" may be reused if not damaged,
but should be secured by a few drops of
Loctite 277 on threaded surface of
differential case. Reused fasteners
should be wiped clean of excess oil, but
do not require special cleaning.
6. Align punch marks and install plain case half.

Install cap screw and tighten to correct torque
listed in the torque chart.
Check differential for free rotation by turning side Bearing Cone Installation
gear hub. Differential may require up to 50lb-ft.
(68 N.m) torque to rotate.
) 7. Install ring gear, applying Loctite 510 between ring
gear and differential faces. Secure with bolts and
nuts and tighten to correct torque (listed in torque
chart).
Differential Assembly

Rear Axle Overhaul - Assembly Amended:
Assemble Drive Pinion
NOTE
Lubricate parts with gear oil during reassembly.
When installing bearing cones and pilot
bearing, use properly-sized sleeves that only
contact the inner bearing race.
1. Before installing cups, check for burrs on bearing

surfaces and remove. Press bearing cups in cage.
Bearing Cup Installation

Assemble Drive Pinion - cont.
2. Press bearing on pinion.
Pilot Bearing Installation
Stake bearing using staking tool.

See illustration for stake pattern.
3. Perform Trial Build-Up Pinion Preload Test

following procedures.
Pinion Pilot Bearing Stake Pattern

Pinion Bearing Preload Adjustment

(Trial Build - Up)
Pinion bearing spacer thickness should be predetermined
using a trial build-up. This procedure will result in proper
bearing preload in three out of four cases, saving time in
subsequent procedures.
1. Assemble pinion bearing cage, cups, bearings,
and nominal size spacer (0.703 in, 17.86 mm) as
shown in drawing below.
NOTE
During assembly procedure, centre
bearing spacer between the two bearing
cones.
2. Lubricate bearings and place the assembly in the

press. Position sleeve or spacer so that load is
applied directly to the back face of the outer
bearing cone.
3. Apply a press load 11-12 tonnes to the assembly.
Wrap soft wire or strong string around the bearing
cage, attach spring balance and pull steadily.
Preload is correct when torque required to rotate
the pinion bearing cage is from 10-20 lb - in. (1.1-
2.3 Nm). This is equivalent to a spring balance
reading of 4-7 lb.
4. If necessary, adjust pinion bearing preload by
changing the pinion bearing spacer. A thicker
spacer will decrease preload. A thinner spacer will
increase preload.
CAUTION
Use the correctly sized spacer. Do not
use shim stock or grind spacers. These
practices can lead to loss of bearing
preload and gear or bearing failure.
5. Once correct bearing preload has been

established, note the spacer size used. Select a
spacer 0.001in. larger for use in the final pinion
bearing cage assembly.
The larger spacer compensates for slight "growth"
in the bearings which occurs when they are
pressed on the pinion shank.

Oil seal drag test

The pinion seal used in the axle creates a small amount of
drag which can affect pinion bearing preload measured at
pinion final assembly. The drag attributable to these seals
must be determined through the following procedure.
1. Press inner bearing cone on to pinion using a
properly sized sleeve.
2. Install bearing spacer on pinion.
3. Place outer pinion bearing cone in outer bearing
cup of bearing cage.
4. Using a properly sized sleeve to prevent distortion,
carefully press the seal into the pinion bearing
cage.
5. Lubricate the oil seal lip and yoke sealing surface.
The yoke must be free from nicks and grooves.
6. Set the cage, bearing, and seal assembly on the
pinion shank.
7. Position the yoke on the pinion splines. Be careful
not to damage the seal or roll the outer dust lip
under while installing the yoke.
8. Using a properly-sized sleeve contacting the
washer face of the yoke, press the yoke and cage
assembly on the pinion being careful to leave
slight amount of freeplay in the bearings enough to
allow approximately 1/16 in. vertical movement of
the bearing cage.
9. Measure the oil seal drag using a spring balance
as described in the trial build-up instructions.
Record the reading.

Rear Axle Overhaul - Assembly/Installation Amended:
Pinion Bearing Preload Test

When oil seal drag has been determined, the pinion
bearing preload should be measured using either of the
two following methods. The press method should be used
only if a press is available having a calibrated load cell to
accurately indicate press load in tons. If such a press is
not available, the vice method should be used.
Press Method
Position a properly sized sleeve to clear the thread portion
of the pinion and bear against the washer face of the yoke.
Apply a press load of 11-12 tonnes to preload the
assembly. While loaded, check the rolling resistance of
the bearing cage and seal assembly with a spring balance
in the manner previously described. Note the scale
reading and subtract the known value for oil seal drag to
determine the corrected spring balance reading. The
corrected spring balance reading should be 6-13 lb.
Pinion Installation
Vice Method
Install pinion nut and tighten to 376-461 lb ft 510-625 Nm
torque. Clamp the yoke in a vice allowing the bearing Install Drive Pinion
cage to rotate. Check the rolling resistance of the bearing
cage seal assembly using a spring balance as previously 1. Place shim pack on carrier.
described. Subtract oil seal drag measured earlier from
the spring balance reading noted. The corrected scale NOTE
reading should be 6-13 lb.
If gear is to be reused, install same
quantity and size of shims removed
NOTE during disassembly. When installing a
new gear set, use nominal shim pack of
If the value obtained from either of these 0.024in. (0.61mm) thickness.
methods does not fall within the acceptable
range, disassemble the pinion and bearing cage
assembly as recommended in this manual and 2. Install pinion assembly. Install bearing cage cap
change the spacer. A thicker spacer will result screws. Torque cap screws to the figure given in
in less preload. A thinner spacer will provide the Torque Chart.
more preload. Repeat the preload checks above
until - proper preload is obtained. NOTE
"patches" may be reused if not
damaged, but should be secured by a few
Final Pinion Bearing Preload Test drops of Loctite 211 on threaded surface
of differential carrier. Reused fasteners
If the press method was used, install the pinion nut, torque
to the value given in the torque chart and recheck the
rolling torque using the vice method outlined above. When
the proper preload is obtained, proceed to the drive pinion
installation instructions.
If the vice method was used and the correct preload
obtained, proceed to the drive pinion installation portion of
the manual.

Rear Axle Overhaul - Installation / Adjustment Amended:
Install Differential and Ring Gear

Assembly
NOTE
Lubricate bearings during the following
assembly procedures.
1. Place ring gear and differential assembly in carrier.

Carefully lower the assembly until bearing cones
rest on carrier.
2. Install bearing cups at both sides of differential
case. Install bearing adjusters and caps. Install
cap screws and flat washers.
3. Tighten bearing cap screws finger-tight. If this is
difficult, use hand wrench. Procedure steps to adjust
bearing preload
CAUTION
When installing bearing caps and
adjusters, exercise care not to cross 1. Lubricate differential bearings.
threads.
2. Loosen the bearing adjuster on the same side as

the ring gear teeth until its first thread is visible.
NOTE
The assembly is now ready for
adjustment of differential bearing Loosening bearing adjuster
preload, ring gear backlash and gear
tooth contact (see next page).
3. Tighten the bearing adjuster on the opposite side

of the ring gear until there is no backlash. This can
Adjust Differential Bearing Preload be tested by facing the ring gear teeth and pushing
Correct differential bearing preload ensures proper the gear away from the body while gently rocking
location of these bearings under load and helps position the gear from side to side. There should be no
the ring gear for proper gear tooth contact. free movement.
Rotate the ring gear and check for any point where
NOTE the gear may bind. If such a point exists, loosen
and retighten the back side adjuster. Make all
Before performing the following adjustments, further adjustments from the point of tightest
make sure there is adequate clearance between mesh.
the ring gear and thrust screw if still installed.
Adjust thrust screw only after all carrier
adjustments are completed.

Rear Axle Overhaul - Adjustment Amended:
4. At teeth side of ring gear, tighten adjuster until it To remove backlash

contacts the bearing cup. Continue tightening
adjuster two three notches and this will preload Loosen the adjuster on the teeth side of the ring gear
bearings and provide approximate backlash. several notches. Tighten the opposite adjuster one notch.
Measure backlash and adjust if necessary (see Return to adjuster on teeth side of ring gear and tighten
following instructions). adjuster until it contacts the bearing cup. Continue
tightening the same adjuster 2 or 3 notches. Recheck
backlash.
To add backlash:
Loosen the adjuster on the teeth side of the ring gear
several notches. Loosen the opposite adjuster one notch.
Return to adjuster on teeth side of ring gear and tighten
adjuster until it contacts the bearing cup. Continue
Adjuster Notch backlash.
Adjust Ring Gear Tooth Contact For

Adjust Ring Gear Backlash Standard Pattern Axles
After differential bearing preload and gear backlash
NOTE
adjustment is complete, check gear tooth contact pattern
Check backlash as described below and adjust and adjust if necessary
if necessary.
Measure backlash with a dial indicator. For new gearing Correct Tooth Contact Pattern (New
this should be 0.008-0.017 in. (0.20-0.43mm). The
indicator should be positioned on a ring gear tooth, at the Gearing)
extreme heel end, perpendicular to the tooth surface.
Paint ring gear teeth with marking compound and roll the
Measuring Backlash gear to obtain a contact pattern as shown in the drawings.
The length of the pattern in an unloaded condition is
approximately one-half to two-thirds of the ring gear tooth.
NOTE
For new gearing, check ring gear backlash after
each shim change and adjust if necessary. For
used gearing reset to normal backlash recorded
before disassembly.

Correct Tooth Contact Pattern Adjust pinion position

(Used Gearing) If the contact pattern shows incorrect tooth depth contact,
change drive pinion position by altering the shim pack
under the cage and cup assembly. Used gears should
achieve proper contact with the same shims removed from
the axle at disassembly.
If the pattern is too close to the root of the gear tooth, add
pinion shims.
If the pattern is too close to the top of the gear tooth,
remove pinion shims.
NOTE
Check ring gear backlash after each shim
change and adjust if necessary to maintain
correct backlash. Always re-check tooth
contact pattern after making shim pack
Used gearing may not display the square, even contact changes.
pattern found in new gear sets. The gear may have a
"Pocket" at heel end of contact pattern. The more use a
gear has had, the more the pocket becomes the dominant
characteristic of the pattern.
Adjust used gear sets to display the same contact pattern

observed before disassembly. A correct pattern is up
slightly off the toe and centres evenly along the face width
between the top land and root. Otherwise, the length and
shape of the pattern are highly variable and are
considered acceptable as long as there is some pattern on
toe end of the tooth.
NOTE
Tooth contact patterns are a function of the
relative position of the gear ring and pinion. An
improper pattern will require relocation of either
or both. Always adjust pinion position first, if
necessary, then ring gear position. Recheck
backlash when done.

Adjust Backlash Adjust Ring Gear Tooth Contact For K

If the contact pattern shows incorrect face width contact, Pattern Axles
change backlash and recheck the contact pattern.
With the pattern concentrated at the toe (too far down the
Correct Pattern
tooth), ADD BACKLASH by loosening the bearing
adjuster on the teeth side of ring gear several notches. NOTE
Loosen the opposite adjuster one notch. Return to adjuster
on teeth side of ring gear and tighten adjuster until it Before adjusting crownwheel position in the
contacts the bearing cup. Continue tightening the same following procedures, loosen the thrust screw
adjuster 2 or 3 notches. Recheck backlash. locknut and back off the thrust screw to allow
crownwheel movement.
If the pattern is concentrated at the heel (too far up the
tooth), REMOVE BACKLASH by loosening the bearing
adjuster on the teeth side of ring gear several notches.
Tighten the opposite adjuster one notch. Return to
adjuster on teeth side of ring gear and tighten adjuster until
it contacts the bearing cup. Continue tightening the same
adjuster 2 or 3 notches. Recheck backlash.
New Gearing
Paint crownwheel teeth with marking compound and roll
the gear to obtain a contact pattern. The correct pattern
is well-centred on the crownwheel tooth with lengthwise
contact up off the toe. The length of the pattern in an
unloaded condition is approximately one-half to two-thirds
of the ring gear tooth in most models and ratios.
The pattern may also be checked on the coast side of the
tooth. The length of the pattern is approximately one-half
of the ring gear tooth and is positioned centrally on the
tooth.
When preload, backlash and tooth contact are correct,

align differential bearing adjusters with cotter pin holes,
then tighten differential bearing cap screws to correct
torque (given in the Torque Chart). Install split pins.

Used Gearing
Used gearing may not display the square, even contact

pattern found in new gear sets. The gear will normally NOTE
have a “pocket” at the end of the gear tooth. The more Check crownwheel backlash after each shim
use a gear has had, the more the pocket becomes the change and adjust if necessary to maintain
dominant characteristic of the pattern. backlash.
Adjust used gear sets to display the same contact pattern
observed before disassembly. A correct pattern is up off
the toe and centres evenly along the face width between
the top land and root. Otherwise, the length and shape of
the pattern are highly variable and are acceptable as long Adjust Backlash
as they do not run off the tooth at any point.
If the gear shows incorrect face width contact, change
If necessary, adjust the contact pattern by moving the backlash.
crownwheel position or drive pinion. The crownwheel
Add backlash by loosening the bearing adjuster on the
position controls the backlash. This adjustment moves the
teeth side of the crownwheel several notches. Loosen the
contact pattern along the face width of the gear tooth.
opposite adjuster one notch.
Pinion position is determined by the size of the pinion
bearing cage shim pack and controls tooth depth contact. Return to adjuster on teeth side of crownwheel and tighten
These adjustments are interrelated. As a result, they must
be considered together even though the pattern is altered
backlash.
by two distinct operations. When making adjustments,
first adjust the pinion, then the backlash. Continue this Remove backlash by loosening the bearing adjuster on the
sequence until the pattern is satisfactory. teeth side of crownwheel several notches. Tighten the
opposite adjuster one notch.
Adjust pinion position
If the gear pattern shows incorrect tooth depth contact,
change drive pinion position by altering the shim pack.
Used gears should achieve proper contact with the same
shims removed from the axle at disassembly.

Install Differential Carrier Assembly
NOTE
Before installing carrier assembly, inspect and
thoroughly clean interior of axle housing.
NOTE
Use silicone rubber gasket compound on axle
housing mating surface as shown in the
illustration. Gasket compound will set in 20
minutes. Install carrier before compound sets
or re-apply.
Return to adjuster on teeth side of crownwheel and tighten

backlash.
Install / Adjust Ring Gear Thrust Screw

1. Thread thrust screw into the carrier until firm
contact with the backface of the ring gear is made.
2. Loosen the thrust screw 1/4" turn to obtain the
correct adjustment of 0.020" (0.50mm) clearance
between gear face and screw. Torque lock nut to
the figure given in the Torque Chart.
Hold thrust screw stationary with a wrench while
tightening nut. 1. Install differential carrier assembly in axle housing.
3. Recheck to assure minimum clearance during full Install cap screws and lockwashers. Tighten to
rotation of ring gear. correct torque as given in the Torque Chart.
NOTE
"patches" may be reused if not damaged,
but should be secured by a few drops of
Loctite 277 on threaded surface of
differential carrier. Reused fasteners
2. Install axle shaft, silicone gasket compound, and

stud nuts. Connect driveline.
3. Fill axle with correct oil (see Lubrication Section)
NOTE
When axle has been disassembled or
housing, gears, axle shafts or wheel
equipment renewed, check axle
assembly for proper differential action
before operating vehicle. Wheels must
rotate freely and independently.

Rear Axle Overhaul - Hub Unit & Disc Brake Removal Amended:
Hub Unit & Disc Brake Removal Procedure

1. Remove brake caliper by loosening Caliper to
Brake Flange Bolts.
2. Loosen axle shaft bolts and remove axle shafts.
3. Loosen Spindle Nut and remove Hub & Rotor Set.
Note: If Staked Nut and Washer are fitted (8A), the
staked area of the nut flange should be
straightened out to avoid damage to the spindle
thread. Remove the tanged washer.
4. Disassemble Rotor and Hub by loosening Rotor to
Hub Bolts.
5. Remove Unitised Bearing from Hub by using a
press. Straighten flange of staked nut before loosening
2
3
4
5
6
7
8
9
10
1. ‘O’ Ring 7. Bearing Unit

2. Rotor 8. Kit - Hub nut & Tanged Washer
3. Wheelbolt 9. Axle shaft
4. Hub 10. Bolt axleshaft
5. Wheelnut
6. Capscrew - Hub to Disc

Rear Axle Overhaul - Hub Unit & Disc Brake Fitting Amended:
Hub Unit & Disc Brake Fitting Procedure

1. Fit the unitised bearing into the hub by using a
press (force necessary is between 29 and 43 kN)
until bearing face is level with the hub inner
diameter surface.
2. Fit the rotor to the hub. Torque to 185 - 205 Nm

(136 - 151lb ft).
3. Fit 'O' ring on the spindle.
4. Apply anticorrosive grease on the spindle seat.
- Molycote TP42 (Dow Corning)
- Altemp QNB50 (Kluber)
- Nomynol VI1200 BF (Reiner/Fuchs) Tanged Washer
5. Fit the rotor & hub set on the spindle.

6. Assemble the tanged washer on to the spindle,
aligning with the key way on the spindle.
7. Fit the staked nut and tighten. Torque to
270 - 300Nm (200 - 221 lb ft).
8. Spin the rotor and hub set for at least
10 revolutions.
9. Tighten the spindle nut. Torque to 860 - 950Nm
(634 - 700 lb ft).
10. Use a chisel or similar tool to deform the flange of
the nut into the key way of the spindle. (See
picture below)
11. Apply Loctite 518 between the axle shafts and the Staked nut
hubs. Fit the axle shafts and torque both to
350 - 390 Nm (258 - 287 lb ft).
12. Fit the brake caliper to the axle, torque to
300 - 330Nm (221 - 243 lb ft).
Nut flange deformed into spindle key way

Rear Axle Overhaul - Torque Settings Amended:
Torque Settings
Fastener Metric Class Nm lb - ft

Threaded Size
Differential case cap screw M12 x 1.75 10.9 136 - 149 100 - 110
Ring gear nut M16 x 1.5 12 352 - 393 260 - 290
Pinion bearing cage cap screw M14 x 2.0 10.9 155 - 190 114 - 140
Bearing cap screw M20 x 2.5 12.9 475 - 580 350 - 428
Carrier to housing cap screw M12 x 1.75 12.9 115 - 142 85 - 105
Pinion nut M30 x 1.5 - 510 - 625 376 - 461
Brake to Axle M16 x 1.5 12.0 237 - 271 175 - 200
Oil Drain Plug - - 54 - 81 40 - 60
Magnetic Plug (Filler) 1” - 11 1/2
Fastener Identification - Metric System

These axles are equipped with Metric Fasteners.
The data in the torque chart includes these metric thread
size, Metric class, and Metric/torque values.
Thread size identification
M12 Nominal Diameter (mm) x 1.75 Thread Pitch (mm)
Class Identification
Fastener Strength
Strength (class) is identified by numbers on the bolt head
or nut face.
Increasing numbers represent increasing strength.
Bolts and Screws
Nuts

Braking System Amended:

Contents
Braking System
Braking system diagram . . . . . . . Page 4.2 Wheel Sensing . . . . . . . . . . . . . . Page 4.50
Description . . . . . . . . . . . . . . . . . Page 4.3 ABS Solenoid Valve . . . . . . . . . . Page 4.50 - 51
Braking system component Fault Read Out . . . . . . . . . . . . . . Page 4.52
locations diagram . . . . . . . . . Page 4.4
Blinkcode - Activation . . . . . . . . . Page 4.53 - 55
Braking system components . . . . Page 4.5
Fault codes / repair instructions . Page 4.57 - 61
Data sheet . . . . . . . . . . . . . . . . . Page 4.6
Test and check list . . . . . . . . . . . Page 4.7 - 9
Pipe connectors
Disc brake
Plastic pipe fitting type PA . . . . . Page 4.62
Checking brake function . . . . . . . Page 4.11
Pipe removal . . . . . . . . . . . . . . . Page 4.62
Checking brake pads . . . . . . . . . Page 4.12
Pipe assembly . . . . . . . . . . . . . . Page 4.62
Checking brake disc . . . . . . . . . . Page 4.12
Metal pipe fitting type MA . . . . . . Page 4.63
Renewing Pads . . . . . . . . . . . . . Page 4.13-14
Plastic / Metal pipe fitting . . . . . . Page 4.63
Inspecting dust caps &
Nylon tube repair . . . . . . . . . . . . Page 4.64
checking caliper movement . . . . Page 4.15
Checking adjuster unit . . . . . . . . Page 4.15
Brake disc condition . . . . . . . . . . Page 4.16
Pad installation . . . . . . . . . . . . . . Page 4.17
Renewing Brake . . . . . . . . . . . . . Page 4.20
Installing Brake . . . . . . . . . . . . . Page 4.21
Renewing Gaiters & bushes . . . . Page 4.22-27
Renewing adjuster screw gaiter . Page 4.27-29
Renewing brake cylinder . . . . . . Page 4.30
Checking renewing brake discs . Page 4.31
Front brake actuator . . . . . . . . . . Page 4.32
Rear brake actuator . . . . . . . . . . Page 4.33
Air dryer . . . . . . . . . . . . . . . . . . . Page 4.34 - 35
Dual footbrake valve . . . . . . . . . . Page 4.36 - 39
Hand control valve . . . . . . . . . . . Page 4.40
Multi circuit protection valve . . . . Page 4.42 - 44
ABS Braking System

ABS braking system schematic . Page 4.46
Description - ABS . . . . . . . . . . . . Page 4.47
Maintenance . . . . . . . . . . . . . . . Page 4.47
Sensor Adjustment . . . . . . . . . . . Page 4.47
Antilock braking system
description . . . . . . . . . . . . . . . . . Page 4.48
Electronic control unit . . . . . . . . . Page 4.48
Description of Input / Outputs . . . Page 4.49
Section 4

External Charge Coupling
ABS Modulator
Valve Test
ABS Modulator Point
Valve
Transducer
Test Test
Front Chamber Point Point Front Chamber
Check Valve Footbrake

Valve
Transducer
Solenoid Valve
(Voith Valve) Pressure Reducing
Valve (Voith Only)
SUPPLY TO
STEERING
Test COLUMN
Point
Bodybuilder SERVICE 2
Take Off
Point Low Pressure Low Pressure
Test Low Solenoid Valve
Switch Switch Pressure
Point EXHAUST
Switch Handbrake
SERVICE 1
Valve
Test
Point PARK
SUPPLY TO Air
STEERING
COLUMN AUX & Dryer
SUSPENSION
(front)
TO SUSP.
SYSTEM
Purge
Line Tank
AUX & Filter
SUSPENSION
(rear)
Multi Circuit
Protection
Valve Relay
Valve Ping
Relay Tank
Valve
ABS Double
Modulator Check ABS
Valve Valve Modulator
Valve
TO GEARBOX
(Voith Only)
Compressor
Test
Test
Point
Point
Rear Brake Rear Brake

Chamber Chamber
Key to pipe sizes

12mm Green 6mm Orange
12mm Red 6mm Green
12mm Yellow 6mm Yellow
12mm Orange 4mm Black
10mm Yellow 12mm Black

Description
The braking system is fully air operated, the front wheel
brakes being applied by diaphragm actuators while the
rear actuators can be spring-applied in addition to
pneumatic operation.
A compressor, driven by the engine, connects to a
cartridge-type air drier. In addition to drying and filtering
the air, the dryer purge cycle is used as an unloading
device, diverting the compressor output to atmosphere
when the pressure in the reservoirs in high. When the
pressure falls again, the dryer unloader valve closes the
purge valve and connects the compressor output to the
multi-circuit protection valve.
This valve gives priority to charge the Service 1 and
Service 2 reservoirs. It also ensures that downstream
failure in any of the four circuits will lead to isolating that
circuit. Service 1 reservoir feeds the front brakes through
a load sensing valve to give the correct ratio between the
front and rear braking effort. Service 2 reservoir connects
directly to the rear brakes, both front and rear systems
being controlled simultaneously through separate sections
of the footbrake valve.
The park reservoir supplies the hand brake system. This
connects the rear brake actuators via the hand brake valve
and quick release valve. When the control valve is at OFF
an air supply is connected to the brake actuators to
compress a spring and hold the brakes off. When the
valve is at PARK, the air supply is cut off and the pressure
exhausted through the quick release valve to allow the
springs in the actuators to apply the brakes.
There are two auxiliary reservoirs supplying the air
suspension system. Another lapping of this supply line
supplies the coachwork system (such as doors).
Pressure gauges are fitted to show pressure in Service 1
and 2 systems. Low pressure switches are an integral part
of the air gauges sounding a buzzer and bringing up a
warning light if the pressure in any of the three brake
systems is below a safe figure. An external charging
connection is provided on the front chassis crossmember.

Charge coupling Footbrake valve
Reservoir
Auxiliary (upper)
Reservoir
Service 1
ABS (lower)
Modulator
ABS
Modulator
Front brake
Chamber Front brake
Chamber
Relay Relay
Valve Valve
ABS ABS
Modulator Modulator
Rear brake
Actuator
Air Dryer
Multi Circuit
Protection Valve
Rear brake
Actuator Reservoir
Service 2
Reservoir
Auxiliary
(lower)
Reservoir
Parkbrake
Ping Tank
Compressor

Braking System Components Amended:
Compressor Foot Brake Valve - Dual

This compressor is an engine driven twin cylinder unit, with This valve has two supply ports and two delivery ports
a balanced crankshaft and reed type valve. The cylinder supplied from two reservoir. Should one circuit fail then
head is cooled by water from the vehicle cooling system there is a good separate back up system.
and is lubricated by oil from the engine lubrication system.
Pressure Modulator Valve - (PMV)
Air Dryer These are controlled electronically by the ABS ECU to
decrease, hold or allow the full brake applied pressure into
This type of air dryer uses a regeneration valve, replacing
the brake chamber to control the braking torque at the
the need for a separate regeneration or purge reservoir.
wheels.
The regeneration valve makes it possible to use a fraction
of the dry air in the ordinary system of the vehicle.
Multi-Circuit Protection Valve

This valve is of the type which allows air to flow back
(bleed back) from the system to the air dryer. The main
function of this valve is to isolate a failed circuit whilst
allowing the remaining circuits to be charged from zero if
necessary and function as normal.
Brake Chamber
When air is introduced at the inlet port, the diaphragm
moves the push rod assembly outward operating the
brake. As the air pressure is reduced the return spring
moves the push rod assembly back to the release position.
Spring Brake Actuator

These brakes are a dual type actuator, the front or service
portion work in exactly the same way as a single
diaphragm brake chamber. The rear portion is a cylinder
containing a powerful coiled spring, which is held
compressed by introducing air behind the piston or
diaphragm. Releasing the air will allow the spring to
expand and this movement is used to actuate the parking
brake.
Relay Valve
These valves supply air to operate the brake actuators
when signalled by a control valve (footbrake or
handbrake) to which it reacts immediately and precisely.
Double Check Valve

These valves are also described as change over valves or
shuttle valves, they allow air from two different controls to
be supplied to one destination.
Hand Brake Valve

In the OFF position, air is delivered to hold off the spring
brakes and in the PARK position the air is exhausted to
supply the spring/Park brake

Braking System - Data Sheet Amended:
ITEM DESCRIPTION PART NO DETAILS
Brake Assemblies
Front brake assembly LH 659742 PAN19-1plus

Front brake assembly RH 659743 PAN19-1plus
Rear brake Caliper LH 659742 PAN19-1plus
Rear brake caliper RH 659743 PAN19-1plus
Special Tools
Brake tubing cutter
Spanner 24mm Spring brake release
Brake Actuators
Front LH 661066
Front RH 661066
Rear LH 661069 T16/16
Rear RH 661069
Air Pressure Settings Bar P.S.I.

Air Dryer Cut Out Pressure 658208 10 (+ 0.4) 145 (+5.8)
Safety Pressure 13 191
Colour Coding of Pipes

Compressor Supply Red
Service Brake Circuit Yellow
Parking Brake Circuit Orange
Auxiliary Circuit Green
Signal Lines Black

Test and Check List Before you begin testing the air brake
system, perform the following checks:
WARNING 1. Examine all tubing for signs of kinks or dents-
Before working on or around air brake systems 2. Examine all hoses for signs of wear, drying out or
and components, the following precautions overheating.
should be observed. 3. Check suspension of all tubing. It should be
supported and not vibrate.
• Stop the engine before working under a vehicle. 4. Check suspension of all hoses. Position so that
• Always chock the wheels because depleting hoses will not abrade or be subject to excessive
vehicle air system pressure may cause the vehicle heat.
to roll.
• Keep hands away from actuator push rods and
slack adjusters; they may apply as system Test Procedure for Vehicle Braking
pressure drops. System
• Never connect or disconnect a hose or line
containing air pressure, it may whip as air Test 1
escapes.
Govemor/Unloader Cut-Out
• Never remove suspension components without
first releasing stored pressure held in the air Low pressure Warning
springs Pressure Build-Up
• Never remove a component or pipe plug unless 1. Drain all reservoirs to 'O' bar.
you are sure that all system pressure has been
depleted. 2. Start engine (run at fast idle). Low pressure
warning light should be on, buzzer should sound.
• Never exceed recommended air pressure and
always wear safety glasses when working with air 3. Low pressure warning light should go off and
pressure. buzzer should stop at approximately 5.8 bar.
• Never look into air jets or direct them at anyone. 4. Governor/unloader should cut-out at
recommended pressure (see Data Sheet).
• Never attempt to dismantle a component until you
have read and understood recommended 5. Build up time. Pressure should rise from 6 bar to 7
procedures. Some units contain powerful springs bar within 40 seconds.
and injury can result if not properly dismantled.
Make all necessary repairs before proceeding to
Use only correct tools and observe all precautions
relative to the use of these tools. Test 2 - see Check List 1 for common
corrections.
Description If governor/unloader does not cut-out at pressure specified

on Data Sheet:
The five tests outlined in this programme have been
designed to discover the presence of air leaks and/or 1. Adjust governor/unloader using a gauge of known
sluggish performance in a Dual Air Brake System. The accuracy.
entire system, from the compressor through to the 2. Where compressor has an integral unloader check
actuators can easily be diagnosed in a short period of time function and repair or replace as necessary.
by performing these tests.
3. Repair or replace governor/unloader as required.
After completion, you will know whether or not the system
is building pressure rapidly enough, if there is any leakage 4. If compressor unloads through air dryer, check
and if the emergency components are functioning properly. operation of the air dryer purge valve.
In some cases you may find that corrections will need to

be made. Each test is followed by a check list that gives a
guide to the more common causes for the vehicle failing
the test. Please note that these are static tests only. They
must not be interpreted as overruling the importance and
necessity of functional, dynamic controllability tests and
other tests required to assure vehicle safety and
performance.

If the low pressure warning occurs below 5.8 bars: • Hand control valve(s).
1. Check dash gauge against gauge of known • Safety valve.
accuracy.
• Governor/unloader
2. Repair or replace low pressure switch. (L.P. switch
• Compressor delivery valve(s).
integral with air gauge)
Retest to check out all items repaired or replaced.
If pressure build-up time exceeds 40 seconds or greatly
exceeds previously recorded figures:
Test 3
1. Examine compressor air intake filter and clean or
replace. Leakage (Service Air Delivery)
2. Ensure that inlet line and engine intake filter are (Full Pressure, Engine Stopped)
not restricted, delivery pipes that are 'carboned up'
1. Make and hold a brake application. (A block of
are extremely difficult to clean.
wood can be used to hold down the foot valve).
3. Clean any excessive carbon from discharge port
2. Allow pressure to stabilise for 1 minute, then begin
and delivery line.
timing for 2 minutes whilst watching the dash
4. If compressor is belt driven check for drive gauges for a pressure drop.
slippage.
0.030 bar maximum for each reservoir.
5. Check for compressor inlet or discharge valve
leakage.
Make all necessary repairs before proceeding to
6. Check for leakage from air dryer purge valve.
Test 4 - see check list 3 for common
corrections.
Test 2 Check List 3

Leakage (Reservoir Air Supply) If there is excessive leakage in the service side of the
system, One or more of the following devices could be
(Full pressure Engine stopped) causing the problem:
1. Allow pressure to stabilise for at least 1 minute.
NOTE
2. Observe dash gauge pressures for 2 minutes and
note any pressure drop. A leak detector or soap solution will aid in
locating the faulty component.
0. 15 bar maximum for each reservoir.
Make all necessary repairs before proceeding to • Service lines and fittings (tighten).
Test 3 - see Check List 2 for common • Stoplight switch(es).
corrections.
• Quick release valve(s).
• Dual brake valve.
Check List 2 • Test point.
If there is excessive leakage in the supply side of the
pneumatic system, one or more of the following devices
could be causing the problem: Retest to check out all items repaired or replaced.
NOTE
A leak detector or soap solution will aid in
locating the faulty component.
• Supply lines and fittings (tighten).

• Low pressure indicators.
• Reservoir protection valve(s).
• Relay valve(s).
• Dual brake valve.

Test 4 5. Re-charge the rear axle reservoir, drain the

reservoir feeding the spring brakes.
Handbrake (Secondary/Parking System)
The remaining reservoir pressures should not fall
(Full Pressure, Engine Idling 600 - 900 rpm) below the closing setting of the reservoir protection
valve(s).
1. Operate hand control valve. Spring brakes should
apply brakes promptly. The spring brake actuators should apply.
2. Move hand control valve to park position. Handle The spring brake cab warning light, if fitted and
should lock securely. stop lights should come on.
3. Move hand control valve to off position. Brakes 6. Re-charge the spring brake reservoir.
should release promptly.
Make all necessary repairs before proceeding to Check List 5

Test 5; see Check list 4 for common If the vehicle fails to pass any of the prescribed tests,
corrections. check the following components for leakage and correct
operation:
Check List 4 • Fittings.
If defective performance is noted in either test, check for: • Kinked hose or tubing.
• Dented or kinked lines. • Reservoir protection valve.
• Improperly installed hose fittings. • Double check valve(s).
• A faulty relay emergency valve. • Relay emergency valve.
• Faulty quick release valve(s). • Hand control valve.
• A faulty hand control valve. • Non-return valve(s).
NOTE
Test 5 Other possible fault - Failure of one reservoir to
Secondary/Emergency System charge.
(Full Pressure, Engine Stopped) • Possible problem with MCPV.
1. Drain front axle reservoir to 'O' bar. • Kinked or crushed pipework.
Remaining reservoir pressures should not fall

below the close setting of the reservoir protection
valve(s). (See Data Sheet).
2. Without recharging front reservoir make a brake
application.
Rear axle brakes should apply and release.
The stop lights should come on.
3. Recharge the front axle reservoir and drain the
rear axle reservoir to '0' bar.
The remaining reservoir pressures should not fall
below the closing setting of the reservoir protection
valve(s). (See Data Sheet)
4. With no pressure in the rear axle reservoir make a
brake application.
The front axle brakes should apply and release.
The stop lights should come on.

Braking System - Disc Brake Type PAN19-1plus Amended:
39
38 37
35
40
41
36
9
1
7
4 12
10
8
5
11
1. Brake Caliper with Brake 8. Guide Pin (long) 36. Brake Pad, Actuation Side
Carrier
9. Guide Pin (short) 37. Hold Down Springs
4. Guide Pin Bushes
10. Adjuster Screw Gaiter 38. Pad Hold Down Hoop
5. Guide Pin Gaiters
11. Caps/covers 39. Screw
6. Internal Hexagon Bolt (long)
12. Plug 40. Wear Indicator
7. Internal Hexagon Bolt (short)
35. Brake Pad, Wheel Side 41. Cable Clip

Checking Brake Function
 CAUTION
Do not use a power-driven socket.
Keep hands and fingers out of the inside of the
caliper to avoid injury.
Fig
03 Checking Adjuster Function:
NOTE
The turning directions and the torques for the
hexagon on the adjuster nut are given in Table
1, Position I.
• Remove plug 12 for the adjuster 22 from the

caliper.
• Using a ring spanner (Table 1, Position I), turn the
adjuster hexagon approx. 1/2 turn in the clockwise
direction.
CAUTION
Do not overload the adjuster 22 hexagon. Do
not use an open ended spanner.
Fig With the ring spanner mounted on the adjuster
04 nut ensure that there is sufficient space such
that it will not be prevented from turning during
the adjuster check.
• Actuate the brake about 5 times (appx. 1 bar).The

adjuster is functioning when the ring spanner
12 22 (arrow) turns in the anti-clockwise direction with
every brake actuation.
NOTE
The ring spanner movement will decrease as the
adjustment is taken up.
The adjuster is in order when the ring spanner rotates as

described above.
• Remove ring spanner (arrow).
• Refit plug 12, ensure that the plug sits properly.
Fig
Possible faults
05
If the ring spanner on the adjuster 22 (arrow):
a) does not turn
b) turns only with the first actuation
c) turns backwards and forwards with every
actuation, then the adjuster is not in order;
12 22
replace the brake.

NOTE
Pad Backplate
The brake pad thickness is to be checked
Friction Material regularly depending on operating conditions
between maintenance intervals, and under
applicable local laws and regulations. Burned,
glazed or oil contaminated brake pads must be
replaced immediately. Always replace brake
Fig pads on a per axle basis.
06
CAUTION
To avoid damage to the brake disc, the brake
pads should be replaced at the latest when the
thinnest section of the friction material is 2 mm.
The thickness of the residual friction material should not

be less than 2 mm.
A = Residual friction material thickness 2 mm.
B = Total friction material thickness - new 21 mm.
When the residual friction material thickness A < 2 mm,
renew brake pads (see next page).
Measuring Wear
The average brake pad wear can be measured,
depending on the access, at the close fit (longer guide pin
at the brake disc entry) or at the clearance fit (shorter
Y guide pin at the brake disc exit).
Fig Therefore measure the thickness (X) of the flange of the
06a X axle and the distance (Y) between the edge of the brake
calliper of the particular close fit arrows.
Maximum wear is reached or exceeded with the following
values:
Shorter Guide Pin: X+Y>95 mm. Change Lining.
Longer Guide Pin: X=Y>122 mm. Change Lining.
Checking Brake Disc

• Remove brake pads according to the instructions
on the next page, and measure thickness of disc
over the rubbing faces.
Checking Brake Pads C Total disc thickness - new 45 mm
D Wear allowance limit 37 mm. The brake disc
must be renewed. The renewal is recommend
on a per axle basis.
E Total normal pad thickness - new 30 mm
F Pad backplate thickness 9 mm
G Minimum residual friction material thickness 2
mm
Fig H Absolute minimum pad thickness 11 mm, the
07 brake pads must be renewed.
 CAUTION
Observe brake pad and disc wear
limits. Worn-out pads and discs reduce
the brake effectiveness and can cause
brake failure.

Renewing Brake Pads
 CAUTION
Do not use a power-driven socket.
Keep hands and fingers out of the inside
38
of the caliper to avoid injury.
Fig
08 40
Removal of Pads:
• Disconnect cable of the wear indicator, 40, at the
plug (arrow).
39
• Remove hexagon bolt 39 from pad hold-down
hoop 38 with spanner (Table 1, Position II), and
withdraw pad hold down loop from caliper.
41 • Remove hold-down springs 37 from the brake

pads 35, 36 and the spreader plate 19.
• Remove cable guide 40 and contacts from the
19, brake pads.
36,
Fig 37 • Remove cable clip 41 from brake caliper.
09 40
35,
37
• Remove plug 12 for the adjuster 22 from the

caliper 1.
• De-adjust the brake by rotating the adjuster nut 22
clockwise with a ring spanner, then release by
approx. 1/4 turn.
Fig
10
CAUTION
When de-adjusting, push back the
spreader plate 19 (arrow) by hand at the
same time to ensure the pin in the
adjuster screw remains engaged in the
slot in the spreader plate; otherwise there
12 22 is a danger that the adjuster screw will
turn, thereby damaging its gaiter.

• Slide the caliper 1 by hand towards the wheel side

(arrow) and remove the brake pad 35.
Fig
11
19
36
• Slide the caliper 1 by hand towards the cylinder
side (arrow) and remove the brake pad 36 and the
spreader plate 19.
Fig CAUTION
12
Do not actuate the brake when brake
pads are removed.
• Using a wire brush remove any corrosion from the

spreader plate, brake pad slot, spreader plate and
brake pad guide surfaces.
Fig CAUTION
5 5
13 10 Take care not to damage the dust caps
(gaiters) 5, 10. The guide surfaces must
be free of grease.

Inspecting the Dust Caps (Gaiters) and

5, 9 Checking Brake Caliper Movement
10, 21 Slide the caliper towards the cylinder side to allow
examination of the gaiters 5, 10, the guide pins 8, 9, and
the adjuster screw 21 for wear and damage. Renew all
defective gaiters according to the instructions detailed in
the section "Renewing Guide Pin Gaiters and Bushes" and
Fig "Renewing Adjuster Screw Gaiter".
14
CAUTION
Check if the gaiters are damaged, and if
dirt or water has already entered and
damaged the inner parts of the brake or
5, 8 the gaiter seat in the caliper causing
corrosion. In case of doubt the brake
must be renewed according to the
instructions in the "Renewing Brakes"
section. If the gaiter 10 is damaged
during servicing the brake, it must be
renewed according to the section
"Renewing Adjuster Screw Gaiter".
• Slide the caliper by hand on the guide pins over its

total displacement and check for freedom of
movement. If the movement is restricted, renew
Fig the guide pin bushes and gaiters according to the
15 section "Renewing Guide Pin Gaiters and Bushes"
CAUTION
Do not squeeze the dust cap guide pins
against the torque plate!
Checking the Adjuster Unit (Clamping Unit):

Prevent the adjuster screw turning by holding the pin
(arrow) during the test whilst rotating the adjuster
hexagon.
Fig
16

• Move the adjuster 22 towards the brake disc by

turning the adjuster hexagon in the anti-clockwise
direction with a ring spanner and check for ease of
movement.
• After checking the adjuster unit return the adjuster
screw completely by turning in the clockwise
direction.
Fig
NOTE
17
The torque to return the adjuster screw is
greater than when turning the screw
towards the disc.
CAUTION
22 Do not overload the adjuster hexagon 22.
Do not use an open ended spanner. When
the ring spanner is mounted on the
adjuster nut ensure that there is
sufficient space for it to turn during
adjustment.
• Actuate the brake lightly several times and check

that the adjuster unit automatically adjusts. The
ring spanner will turn with every brake actuation.
Fig Brake Disc Condition Inspection:

18 Check brake disc for cracks, condition of rubbing surfaces
and maximum wear dimension.
A = Crazing = permissible
B = Radial cracks max. 0.5 mm (width) = permissible
C = Unevenness under 1.5 mm = permissible
D = Cracks across rubbing surface = not permissible
a = Rubbing surface
Checking Brake Disc Runout:

Mount a dial indicator on the brake carrier. With the disc
installed measure the runout by rotating the hub as shown
in Fig. 19. Runout limit 0.15 mm.
Fig
19 If limit is exceeded rework or renew the disc.

Pad Installation
21 • Slide the caliper until there is sufficient space
between the actuation side and the disc to insert
19 the brake pad.
• Insert spreader plate 19 in the brake carrier and
engage with the adjuster screw 21.
Fig
CAUTION
20
The spreader plate must sit within the
brake carrier abutments and the pin in
the adjuster screw must be located in the
slot in the spreader plate. If the adjuster
screw is not located correctly, the
automatic adjustment will not work. The
adjuster screw can be turned to obtain
alignment but ensure the gaiter does not
become twisted.
36
• Insert new brake pad 36 into the actuation side.

• Slide caliper towards the wheel side until brake
pad 36 contacts the disc.
Fig
21
• Insert new brake pad 35 into the wheel side.

• Using a 1 mm thick feeler gauge (arrow) inserted
between the backing plate of the brake pad on the
wheel side and the brake caliper, turn the hex nut
35
22 of adjuster screw with a closed end wrench until
both brake pads contact the brake disc.
22
Fig CAUTION
22 Do not overstress the hexagonal nut of
the adjuster screw.
NOTE
The turning direction to close up the
pads is anti-clockwise. Do not fit pad
hold-down hoop before setting
clearance.

41 40
• Insert new cable clip 41 in brake caliper.
• Install new pre-assembled wear indicator and
cable guide 40 and insert sensor contacts into
brake pads.
CAUTION
Fig The sensor contacts must be pointed in
23 the direction of the brake disc and the
contacts must be properly seated.
40 • Lift up the cable guide 40 lightly from brake caliper,

and
• position three new hold down springs 37 under the
cable guide and on top of the spreader plate and
Fig the brake pads.
24
CAUTION
Route cables on the actuation side so
that they do not rest on the brake pad.
(see Fig. 24)
37
• After that press the cable guide in correct position

against brake caliper.
Fig
25

38
• Slide new hold down hoop 38 in openings in the

brake caliper (arrows), then push downward so
that the hold down hoop snaps between the radial
corners of the hold down springs.
Fig NOTE
26 Mount the hold down loop above the
wear indicator cables.
• Fit new hexagon bolt 39 to the brake caliper (Table

1, Position II).
41
• Connect wear indicator cable plug to mating end
on vehicle side.
Fig • Secure exit cable on new cable clip 41.
27
• Check the correct cable positioning.
39
• Fit new plug 12 to the opening in the brake caliper.

Fig Check that the hub rotates freely.
28
CAUTION
Upon completion test the brakes on the
roller dynamometer.
39

Braking System - Front Brake Type PAN19-1plus Amended:
Renewing Brake
 CAUTION
If the use of new brake pads is necessary the
renewal is recommended on a per axle basis. Do not use a power-driven socket. Keep hands
and fingers out of the inside of the caliper to
avoid injury.
Brake Removal
Remove brake pads according to the instructions
in "Renewing Brake Pads".
Remove brake cylinder from the brake caliper by NOTE
releasing cylinder nuts. The new brake is supplied as a pre-assembled
unit. Observe left (Illustration A) and right
Dismantle the caliper with the carrier from the axle.
(Illustration B) brake configurations. DO NOT
Check brake disc according to the instructions in INTERCHANGE.
"Checking Brake Disc".
9 9
Forward
Direction
Fig
29 8 8
On the front axle the long On the rear axle the long
guide pin 8 is always guide pin 8 is always
located in the back. located in the back.

Installing Brake
• Mount the new brake over the brake disc on the
axle. Tighten hexagon bolts with spanner (Table 1,
Position III).
Fig
30
• Remove the transport protection cap from the

cylinder flange on the brake caliper.
Fig
31
• Refit brake pads and spreader plate according to

the instructions for Renewing Brake Pads.
• Refit the brake cylinder on the caliper and tighten
nuts with spanner (Table 1, Position V).
NOTE
Fig
32 With the brake cylinder in its installed
position, ensure that the lower drainage
hole facing the ground is open. All other
holes must be plugged.

Renewing Gaiters
Removal
 CAUTION
Do not use a power-driven socket. Keep
hands and fingers out of the inside of the
caliper to avoid injury.
NOTE
When replacing all of the gaiters in the
caliper, the instructions for Removal and
Installation should be combined so as
not to repeat some operations.
When replacing individual gaiters, follow
the corresponding instructions for
Removal and Installation.
Renewing Guide Pin Gaiters and Bushes

• Remove brake pads according the instructions in
the Renewing Brake Pads section.
• Remove brake cylinder from the brake caliper by
releasing cylinder nuts (Table 1, Position V).
• Dismantle the caliper with the carrier from the axle
Fig (Table 1, Position III).
33
11
X • Dismantle brake caliper 1 from brake carrier 2 by
removing caps 11 from the guide pins 8, 9 in the
caliper housing 1 with a suitable tool, e.g. chisel
CAUTION
Take care not to damage cover bores in
Fig
the housing.
34
8, 9 The proper tool position is against the
covers.

• Release the bolts 6, 7 with a male socket (Table 1,

Position IV) and separate the caliper 1 from the
6
carrier 2.
7
 CAUTION
2 1
Moving Brake Caliper. Danger of Bodily
Injury.
Fig
35 • Clean the mating surfaces (collars) of the carrier 2.
• Withdraw the guide pins 8, 9 and remove the

gaiters 5 from the calliper (1).
1
Fig 5
36
8, 9
• Place the caliper 1 on a firm base so that the

1
caliper opening is facing upwards.
4 4
Fig
37

F 1
4 • Press the bushes 4 out of the caliper 1 using a
F mandrel.
• Clean the bores in the caliper.
Fig
38
4 4
Installation
• Press in two new bushes 4, for the longer guide
pin 8.
F F
• Firstly (A) fit the inner bush with the special fitting
tool (L1 = 52.2 ± 0.2 mm) and secondly (B) the
outer bush with the special fitting tool (L2 = 13.2 ±
L2
0.2 mm) by pressing in as far as the mandrel
Fig L1 abutment.
39
• Grease the bushes and the spaces between them.
A B
• Press in new bush 4 for the shorter guide pin 9.

F
• Fit the bush (C) with the special fitting tool (L3 =
25.7 ± 0.2 mm) by pressing in as far as the
mandrel abutment.
• Use special fitting tool from Wabco
- case no. 12 851 021.
Fig
40 • Grease the bush.
L3

•Fit new green gaiters 5 in the gaiter seats in the brake

caliper 1. (arrow).
NOTE
1 Clean gaiter seats before fitment. The
seats must be free of grease. It is
possible to fit the gaiters by hand.
Ensure that the gaiters are fitted evenly
41 into the seats in the brake caliper.
• Grease the sliding surfaces of the guide pins 8, 9

and the inner lip of the gaiters 5.
5 • Insert the new guide pins from the cylinder side
into the caliper and through the gaiter lip
• push gaiters 5 against the guide pin seat. (8 & 9)
• Move guide pins backwards and forwards as
1 shown in Figure 42 several times. Check for ease
8, 9
of movement.
 CAUTION
The longer guide pin 8 is a close fit and is
located at the brake disc leading side.
The shorter guide pin 9 is a clearance fit
42 and is located at the brake disc trailing
side. Remove all excess grease. The
brake carrier end of the guide pins
8, 9
(arrow) and the mating surfaces of the
carrier must be free of grease. Do not
lose the metal ring on gaiter 5, and check
the proper seat.
5
• Place the caliper 1 on the carrier 2 and insert the

guide pins 8, 9 into the collars in the carrier.
• Insert new bolts 6 (long for close fit pin 8), 7 (short
1
for clearance fit pin 9) into the guide pins in the
7
6 brake caliper.
• Screw bolts to the brake carrier 2 with spanner
8
(Table 1, Position IV).
9
CAUTION
43 On assembly ensure that the gaiters 5 are
not damaged or twisted when tightening
the bolts. Firstly, tighten the bolt for the
2 5 5
close fit longer pin 8, followed by the bolt
for the clearance fit shorter pin 9. Should,
during maintenance work, the guide pin
8, 9 fastening to the carrier 2 be
loosened, then new bolts 6, 7 must be
used when reassembling.

• Move brake caliper backwards and forwards on

9 guide pins 8, 9 several times. Check for ease of
movement.
CAUTION
Do not squeeze guide pin dust caps
against brake caliper.
44
• Lubricate the bores for the caps 11 in the brake

caliper 1.
F • Place new caps 11 in the bores in the brake caliper

1 and press home with a suitable tool.
11 F
11 • Note: Fit the long cap on the longer guide pin.
Take care to avoid damaging the covers.
1
1
45 CAUTION
Take care to avoid damaging the covers.
• Mount brake over the brake disc on the axle.

Tighten hexagon bolts with spanner (Table 1,
Position III).
46

• Install brake pads and set clearance according to

the instructions for "Renewing Brake Pads",
paying attention to Notes.
• Before refitting the brake cylinder, clean the
mounting flange on the caliper and grease the
concave seat (arrow) in the brake lever.
• Refit the brake cylinder and tighten nuts with
Fig spanner (Table 1, Position V).
47
NOTE
With the brake cylinder in its installed
position, ensure that the lower drainage
Renewing Adjuster Screw Gaiter
NOTE
If the gaiter only is to be renewed, it is not
necessary to dismantle the brake caliper and
Fig
cylinder.
48
Removal
• Remove brake pads and spreader plate according
to the instructions for "Renewing Brake Pads".
21
10 • Pull brake caliper to the actuation / cylinder side by

hand.
• Pull the gaiter 10 out of the annular groove in the
Fig adjuster screw 21.
49 • Remove the gaiter from the seat in the brake
caliper by means of a screwdriver.

21
• Check the adjuster screw thread.
NOTE
For this purpose refit the wheel side
brake pad so that the adjuster screw
Fig cannot be screwed completely out of the
50 adjuster. After the thread check remove
the brake pad.
• Prevent the adjuster screw 21 from turning (arrow)

and screw out the adjuster screw approx. 30 mm
by turning the adjuster hexagon in the anti-
clockwise direction with a ring spanner.
• Examine the thread for corrosion and damage
whilst screwing out.
NOTE
Fig
The gaiter 10 can be renewed if it is clear
51
that no dirt or water has penetrated into
the brake caliper, or if the gaiter has been
damaged during servicing the brake.
In case of doubt the brake has to be
replaced according to the instructions for
"Renewing Brake", if internal parts are
corroded.
• After examination, grease the thread and partly

screw back the adjuster screw in a clockwise
direction.
Installation
• Clean the gaiter 10 seat (arrow) in the caliper.
(Shown without adjuster screw in Figure 49 ).
Fig
52
10

• Push the new gaiter 10 over the adjuster screw.

10 1 Centralise the fitting tool on the gaiter 10 and press
the gaiter into the seat in the caliper.
• Fit gaiter 10 into its seat in the adjuster screw 21.
Lubricate gaiter lip to ease fitment.
Fig NOTE
53 Ensure that the gaiter lip in the annular
groove of the adjuster screw is free of
folds.
21
• Install brake pads and set clearance according to

the instructions for "Renewing Brake Pads" paying
attention to Notes.
Fig
54

Renewing Brake Cylinder
CAUTION
Do not use a power-driven socket. Keep hands
and fingers out of the inside of the caliper to
avoid injury.
NOTE
Only use cylinders as specified in the parts
manual. The following are general assembly
and disassembly instructions for the brake
cylinder. Refer to detailed instructions from the
cylinder manufacturer for specific cylinders.
Removal
• Disconnect air line to cylinder (according to
cylinder manufacturer's data).
• Remove brake cylinder from caliper by releasing
cylinder nuts (Table 1, Position V).
Fitment
Fig
NOTE
55
With the brake cylinder in its installed
position ensure that the lower drainage
• Before fitting the brake cylinder clean the mounting

flange on the caliper and grease the concave seat
(arrow) in the brake lever.
• Fit brake cylinder and tighten nuts with spanner
(Table 1, Position V).
• Reconnect brake hose to brake cylinder.
NOTE
The brake hose must not be twisted or
located such that it will rub against
anything.
The brake hose must not interfere with
Fig the movement of the brake caliper.
56
• Test air connection for leaks.
• Carry out function and effectiveness tests
(according to cylinder manufacturer's data).

Checking/renewing brake discs
Inspecting the brake disc

Check the brake disc as described on page 4.12. If wear
limits have been reached or exceeded, replace
the brake disc as described below.
Renewing the brake disc

CAUTION
It is generally recommended that after
installation of a new brake disc new
brake pads be installed.
Removal of the Front Axle Brake disc:

• Remove brake pads - refer to page 4.13
• Remove brake cylinder - refer to page 4.30
• Remove brake from the axle - refer to page 4.20
Installing the Front Axle Brake disc:

• Install brake disc and wheel hub in accordance
with the vehicle manufacturer’s instructions.
• Clean the brake disc (degrease). Disc must be
free from oil.
• Check installed brake disc for maximum run-out -
refer to page 4.16
• Adjust ABS sensor according to vehicle
manufacturer instructions
• Mount brake - refer to page 4.21
• Install brake pads - refer to page 4.17
• Install brake cylinder - refer to page 4.30

Braking System - Front Brake Actuator Amended:
Description Servicing
The front brake actuator body has a threaded spigot Servicing is limited to renewing the diaphragm as follows:
welded to it which screws into the brake unit and is locked
1. Remove the brake actuator as described in the
by an attachment lock nut. The spigot is bored to take a
Wheel Brake section.
push rod carrying two seals. An air chamber is fitted to the
open end of the body and is secured by a clamp ring which 2. Remove the two nuts and bolts from the clamp
also locates a flexible diaphragm between the two ring.
components. The air chamber incorporates the air
3. Remove the clamp ring and separate the
connection so that when the brakes are applied, air enters
components
the chamber exerting a force on the diaphragm. This acts
on the head of the push rod, moving it towards the brake 4. Position the new diaphragm between the body and
unit to contact the wedge which applies the brake. When the air chamber.
the pressure is released, a spring in the brake returns the
wedge and the push rod. 5. Refit the clamp and secure with the nuts and bolts.
6. Apply a gradually increasing air pressure to the
brake connection up to 150 p.s.i. Test round the
clamp ring with soap solution to check for leakage.
7. If the tests are satisfactory, refit the actuator as
described in the Wheel Brake system.

Braking System - Rear Brake Actuator Amended:
Description Servicing
The rear brake actuator is a 14/16 unit. An air chamber, Servicing should only be done by qualified technicians.
fitted to the open end of the body, is secured by a clamp Servicing is limited to renewing the diaphragm or the
ring which also locates a flexible diaphragm. A bore in the complete spring end. To dismantle the unit proceed as
air chambers houses a piston with a central hollow piston follows.
rod which passes through a seal to contact the diaphragm.
1. Compress the piston spring by turning the spring
A compression spring bears against an end cap and the
wind-off bolt counter-clockwise until it extends
piston, so moving it to deflect the diaphragm and move the
50mm. This will require a torque of 20/30 Nm.
push rod to apply the brake.
2. Remove the brake actuator as described in the
When the vehicle is at rest with no air pressure applied to
Wheel Brake section.
the actuator, the spring moves the piston and push rod to
apply the vehicle brake. Men the handbrake lever is 3. Remove the two nut and bolts from clamping ring.
moved to the 'off' position, air under pressure enters the
4. Remove the clamping ring and carefully separate
upper connection to act on the piston, pushing it back to
the units, pulling the breather pipe out of its joint
compress the spring and release the brake. The seal on
sleeve.
the piston rod prevents the air pressure acting on the
diaphragm. 5. If a new diaphragm is to be fitted, position it
between the body and the air chamber.
To apply the brake from the foot pedal, air pressure is
introduced between the diaphragm and the air chamber. 6. If a new spring end is to be fitted, see that the
The diaphragm deflects and moves the push rod to apply wind-off bolt is fully out and that the breather pipe
the brake. So that the hand brake can be released if no air is in position.
pressure is available a spring wind-off bolt is fitted through
a threaded boss in the end cap and passes into the piston 7. Assemble the components and the clamp ensuring
rod. Here a washer on the bolt can contact an internal that the breather pipe couples correctly. Secure
flange on the piston. To move the piston back and with the two nuts and bolts.
compress the spring, the bolt is wound out with a suitable 8. Apply a gradually increasing air pressure to the
spanner. main brake connection up to 150 p.s.i. Test round
the clamp ring with soap solution to check for
leakage.
9. If the test is satisfactory, fit the actuator to the
brake unit and adjust as described under Wheel
Brake.
10. Screw the wind-off bolt in fully.

Braking System - Air Dryer - LA8 Amended:
22
20
18
27
19
21
13 14
9
15 1
12
16 11 10
8
4
6 26
7
2
5
17
23 3
1-25. Repair Kit

26. Heater Plug
27. Filter Cartridge

Braking System - Air Dryer - LA8 Amended:
The air dryer removes any air or water vapour which Specification
passes through the condenser unit, controls the unloading
pressure of the twin compressor and provides a safety Inlet from compressor . . . . . . . . . . . . . . . . . . . . . .Port 1
valve. Air outlet to multi circuit protection valve . . . . . . .Port 21
A non-serviceable dessicant cartridge, which screws into Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Port 3
the top of the dryer body, is filled with micro- crystalline
pellets, each having many minute pores to give a very Working pressure . . . . . . . . . . . . . . . .10 bar + - 0.4 bar
large surface area. This dessicant has a high affinity for
Cut out pressure . . . . . . . . . . . . . . . . . . . . .10 + 0.4 bar
water but does not change chemically as it absorbs and
releases water. Air enters the body at port 1 and passes Operating range . . . . . . . . . . . . . . . . . . . . .0.8 +0.5 bar
through the cartridge and emerges at port 21 via a non-
Opening pressure of safety valve . . . . . . . . . .13 +4 bar
return valve, on to an unloader valve. An exhaust valve in
the bottom of the body allows accumulated condensate to Ambient temperature range- . . . . . . . .-40° C to + 65° C
be discharged to atmosphere.
Resistant to heat . . . . . . . . . . . . . . . . . . . . Max +80° C
The dryer body contains an electric heating element which
Electrical connection for heating . . . . . . . . . .24V 100W
is energised by the operation of the vehicle engine control
or ignition switch. The body also contains a thermostat Switching temperatures for heating ON +7°C OFF +29°C
which restricts the heater operation to within preset
Tightening torque M12 x 1.5 connections . . . . . . .25Nm
temperature limits.
Tightening torque M22 x 1.5 connections . . . . . . .60Nm
Maintenance WARNING
Check function and cleanliness of air dryer The cartridge air dryer contains compressed air
A, B, & C Service intervals at brake system pressure. It is possible for this
pressure to still be present even when the rest
Change air dryer cartridge of the system appears to be drained. Always
Yearly follow relieve this pressure before attempting to
renew the cartridge, dismantling any part of the
dryer, or removing the dryer from the vehicle.

Braking System - Dual Footbrake Valve Amended:
Dual Footbrake Valve Monthly

Thoroughly clean and examine the exterior of the E.6
Description valve for damage on air leaks. Rectify any faults and
The E.6 Dual footbrake valve provides the driver with a lubricate the foot treadle pivots and rollers.
graduated braking control for applying and releasing a Check delivery pressures of both circuits after fitting
service brake system that is split into two separate circuits, accurate test gauges to the unused air delivery ports.
each with its own reservoir. Should one circuit fail, the Depress the treadle to several positions between the fully
other circuit will remain intact and be capable of stopping released and fully applied positions. Check that the
the vehicle. indicated air pressures vary as illustrated in Fig. 2. After a
full brake application is released both test gauge readings
should promptly fall to zero.
Maintenance
Vehicle service overhaul periods
Weekly The E.6 valve should be removed for servicing and testing
before refitting it to the vehicle. A service kit containing full
Check the exterior of the E.6 valve for damage or air leaks. overhaul instructions and replaceable items is available.
After applying soap solution to the valve body and exhaust
port, make and hold a full pressure brake application.
Treadle assembly
Any air leakage from the exhaust port must not exceed a
25 mm dia. bubble in less than three seconds. )Later vehicles use a revised treadle assembly, refer to
the parts manual for details.
Fig 1 Cutaway View of E6 foot valve

Operation The No. 1 and the No. 2 circuit delivery pressures are
therefore maintained at levels in proportion to the degree
Refer to Figure 1 of mechanical force exerted by the driver. This self-
The brake application force is transmitted through seat Q lapping action will take place whenever the brake
and the rubber graduating spring R to piston N. As N application force is increased or decreased.
descends, its exhaust valve seat M closes exhaust Removal of the brake application force allows piston N and
passage F in valve K. The continued movement of N then stem S to make a full upstroke. The No. 1 delivery
pushes K off inlet valve seat L. The No. 1 circuit supply air pressure is then swiftly and completely released through
now passes to the delivery port. passage F. As piston N rises, the head of stem S takes up
As the air flows to the No. 1 delivery port it also passes the limited free movement between itself and piston E. E is
through transfer holes J to the relay Piston E. Owing to then pulled up against spring G to ensure a swift and
the downwards force of spring G on E, the exhaust valve complete release of the No. 2 circuit delivery
seat D has already closed the exhaust passage in valve pressure through F.
B. The air pressure through holes J now moves E further
down to push B off the inlet valve seat C. The No. 2 circuit Should air pressure be lost from the No. 2 circuit, the No.
supply air now passes to the delivery port. 1 circuit will continue to function as described above. The
seals V will effectively separate the two brake circuits.
Because only a small volume of air needs to pass through
holes i to move piston E, the action of the No. 2 circuit is If air pressure is lost from the No. 1 circuit, the No. 2 circuit
almost simultaneous with that of the No. 1 circuit. The No. will continue to function as follows:
1 circuit leads with a maximum differential of 0.2 bar (2.9 The brake application force will be transmitted to the No. 2
p.s.i.) at a delivery pressure of 1 bar (14.5 p.s.i.) The circuit by piston N acting directly on piston E after taking up
differential diminishes until perfect balance is achieved at the limited movement between E and valve stem S.
about 5 bar (72 p.s.i.) delivery pressure. Thereafter, piston E will operate the inlet/exhaust valve B
The No. 1 delivery air flow continues until the increasing air as previously described.
pressure under piston N together with the upward forces of Apart from the reduced vehicle braking efficiency, the
spring 0 and the spring in valve K overcomes the brake effect of a loss of air pressure from No. 1 circuit will be a
application force on N. N then lifts sufficiently to allow K to small increase in the operating plunger travel and a
close on inlet seat L and cut off the No. 1 supply air without moderate increase in the effort required to depress the
letting valve seat M uncover exhaust passage F. The No. drivers brake treadle.
1 circuit is now 'lapped' with both the inlet valve B and the
exhaust passage F closed.
Similarly, the No. 2 delivery air flow continues until the
increasing air pressure under piston E and the upward
force of the spring in valve B overcome the downward
forces of spring G and the air pressure above E. E then
lifts sufficiently to allow B to close on inlet seat C and cut
off the No. 2 supply air without letting valve seat D uncover
exhaust passage F. The No. 2 circuit is now 'lapped' with
both the inlet valve B and the exhaust passage F closed.
When the brake application force is reduced piston N Will
rise. Valve K remains closed but seat M will uncover
exhaust passage F until the No. 1 delivery pressure falls
sufficiently to restore the air balance of forces on N. N and
M will then descend to close F again. As the No. 1 circuit
delivery pressure fails piston E will rise. Valve B remains
closed but seat D will uncover exhaust passage F until the
No. 2 delivery pressure falls sufficiently to restore the
balance of forces on E. E and seat D will then descend
close F again.
If the brake application force is increased, inlet valve K will
open and No. 1 circuit delivery pressure will rise until a
balance of forces again exists across N. The increased
delivery pressure will be transmitted via holes J to piston
E. E will descend to open inlet valve B. The No. 2
delivery pressure then rises until a balance of forces
again exists across E.

Fig 2 Dual Footbrake Valve
The numbered items are supplied in the Service Kit.
For alphabetical references, see instructions

To Dismantle 3. To piston D fit new 'O' ring (7) and piston guide (8).
Fit new rubber spring (11) (no lubrication is
Refer to Figure 2 permitted on this), and spring seat (1 0) and
1 Unscrew four screws to remove exhaust cover A. secure with new nut (9). This nut should be
Remove inlet/exhaust valve assembly (1). screwed down until its top surface is flush to within
0.01 ins. with the top of the piston assembly D.
2. With the valve lightly gripped and horizontal in a
vice hold locknut (2), insert screw driver into slot 4. Fit new filter (6). Assemble new spring (5) with
stem B and unscrew, taking care not to damage serviced piston assembly D and, with valve lightly
the valve seats at G. Remove locknut (2), and, if gripped and horizontal in a vice, push into upper
fitted, spring (3) and retainer C. Withdraw stem B. body and fit top retaining plate (4), ensuring that it
is firmly secured at all three clip positions.
3. Taking care to retain piston assembly D, which
contains spring (5) remove retainer (4). Withdraw 5. Replace stem B with threaded portion protruding
D with spring (5). Remove fibre fitter (6). From D from the top of the valve, where fitted position
remove 'O' ring (7) and piston guide (8). Unscrew spring (3), retainer C and locknut (2) onto spring
nut (9) and remove spring seat (10) and rubber seat nut (9). With screwdriver located in the slot in
spring (11). stem B rotate this stem clockwise whilst
simultaneously applying compression to locknut
4. Unbolt and remove bottom cover E. Remove (2) until the thread engages. The locknut can now
spring (12) included in biased versions only, and be screwed fully down until it stops.
detach 'O' ring (13). Remove relay piston F with
spring (14), included in standard versions only. 6. Insert new inlet/exhaust valve assembly (1) in
From F remove two 'O' rings (15) and 'O' ring (1 6). bottom cover, replace exhaust cover A and secure
with the four screws and washers.
5. Remove circlip (17) and withdraw inlet/exhaust
valve assembly (18)
To Test
6. Items (1) to (18) as supplied in the kit should
always be renewed. 1. Set up valve on a test rig on the vehicle. Ensure at
least 5.5 bar (80 psi) is available. Connect air
7. Clean all remaining components thoroughly in a supply ports. Use soap and water solution to test
proprietary cleaning fluid and inspect for wear or for leaks at delivery ports, exhaust cover and body
damage. If any appreciable wear is apparent on joints. No leakage is allowed.
pistons or bores or valve seats then a replacement
valve should be purchased. 2. Connect up delivery lines, operate valve smartly
several times to test for satisfactory operation. The
8. Lubricate the stem B and all 'O' rings mating valve should be checked at the exhaust and body
surfaces with the silicone grease (Specification joints for leakage at a delivered pressure of 5.5 bar
K6-L2-03) supplied. (80 psi). The maximum permitted leakage is a 25
mm dia. bubble in 10 seconds.
To re-assemble 3. If valve operates incorrectly or shows excessive
leakage, strip valve and inspect for faulty parts
and/or incorrect re-assembly.
NOTE
When re-assembling standard valves
item (12) is not required.
When re-assembling bias valves items (3)
and (14) are not required.
1. Fit new inlet/exhaust valve assembly (18) and

secure with new circlip (17).
2. To relay piston F fit new ‘0’ rings (16) and (16). Fit
new spring (14), if applicable, and replace F valve
body. Fit new 'C' ring (13) to bottom cover E. Re-
assemble E with upper body remembering to
include new spring (12) if removed. Ensure that
the delivery ports on upper body and bottom cover
are in line. Tighten the four cover retaining screws
with their spring washers to a torque of 6.8 - 9.5
Nm (5 - 7 lbs. ft.).

Braking System - Hand Control Valve Amended:
Description Maintenance
The valve controls the flow of air which releases the
parking brake The control lever is spring loaded in the OFF CAUTION
position but will lock in the PARK position. Before working on or around the brake systems
and components always observe the safety
Operation precautions given under BRAKING SYSTEM.
When the valve handle is in the brake 'OFF' position the
vehicle spring brakes are held off by the maintenance of At vehicle service intervals check the valve for any
air pressure in the spring brake actuators. When the valve damage, defects or air leaks. Check the operation of the
handle is moved towards the ‘PARK' position the air valve as follows:
pressure in the spring brake actuators commences to
exhaust to atmosphere through the exhaust port of the 1. Ensure that the vehicle air reservoirs are kept fully
Park relay valve. charged during testing. Chock the vehicle wheels
to prevent it rolling away.
If handle movement is halted between brakes 'OFF' and
vehicle 'PARK' position, the valve is again lapped, 2. Ensure that the handle torsion springs are
although with a lower pressure in the spring brake effective and that they hold the handle in the
actuators. brakes 'OFF' position.
If handle movement is fully to the 'PARK' position the air 3. Ensure that the handle locks securely in the
pressure in the spring brake actuators is completely vehicle 'PARK' position.
exhausted to atmosphere. As no air pressure is allowed to 4. There must be no air pressure in the delivery lines
pass through the valve, the vehicle parking brakes are when the handle is at vehicle 'PARK'.
held on by powerful springs in the actuators.
5. Release the handle and gradually move it towards
When the handle is moved from the vehicle 'PARK' the brakes 'OFF' position. Confirm that the
towards brake 'OFF' position, an increasing air pressure is delivered air pressure rises in proportion to the
admitted to the delivery port off the spring brake actuators amount of handle movement. At 'OFF', the
to act against the force of the powerful springs and release delivered pressure should be at the specified
the vehicle brakes. maximum setting.
6. Apply soap solution to the valve bodies and
exhaust ports. There must be no air leakage when
the valve handle is at either end of its movement.
Should a valve be found defective or leaking, it must be
removed from the vehicle and a new item fitted as the
valve is not repairable.

NOTES Amended:


Braking System - Multi-Circuit Protection Valve Amended:
1. Rivet 10. Compression spring 19. Washer

2. Type plate 11. Spring plate 20. Setscrew
3. Housing 12. Washer 21. Threaded rod
4. Protective ring 13. Washer 22. Nut
5. Support ring 14. Grooved ring 23. Nut
6. 'O' ring 15. Washer 24. Stud
7. Valve element 16. Sealing ring 25. Washer
8. Diaphragm 17. Screw plug 26. Spring housing
9. Diaphragm plate 18. Grooved ring

Description Static Closing pressure

The Multi-circuit Protection Valve is designed to meet the The static closing pressure is the pressure at which valve
E.E.C. Directive requirement that should one part of the seat (1) will close in the event of the air slowly leaking from
vehicle braking system fail, the rest of the system must the circuit while the compressor fails to deliver
remain capable of stopping the vehicle with at least the compressed air. It is lower than the opening pressure,
efficiency specified for secondary braking. (Refer to being determined by the entire area of diaphragm (2) to
71/320/E.E.C. Annex 1 paragraph 2.2.1.5.). which air is applied via the chambers 'a' (4) and 'b' (3) and
by the preloading of the compression spring (5).
This valve has been introduced as a compact alternative to
the use of four single circuit protection valves in a vehicle Dynamic Closing Pressure
braking system where the reservoirs and circuits of the
hand brake and auxiliary are to be in series with the two In the event of a rapid drop in any one circuit, the dynamic
Service Brake reservoirs and their circuits. closing pressure will be maintained in the other circuits. It
is always higher than the static closing pressure and is
The Multi-circuit protection valve consists of four pressure dependent on the size of the leak., the rate of supply from
protection valves that have a limited feed-back capability the compressor and the reservoir volume of the individual
and are connected either in parallel or in series (in pairs). circuits.
Opening Pressure In any partly changed circuit pressure level that must
The opening pressure is the pressure level required at port remain in chamber 'a' (4) in order that valve seat (1) opens
1 to open valve seat (1) when the braking system is devoid is below the opening pressure indicated, since reservoir
of pressure. It is determined by the annular area of pressure acts on the inner circular area diaphragm (2), via
diaphragm (2) to which pressure is applied via chamber ‘a' chamber 'b' (3), and counter acts the force of the
(4) and by preloading of compression spring (5). compression spring (5). In the faulty circuit, the pressure
in chamber 'b' (3) equals zero, so the opening pressure
The opening sequence of the circuits when connected in required in the chamber 'a' (4) is higher than in the case of
parallel is controlled by their respective opening pressures a partly charged, unaffected circuit. As a result, the sound
which may vary within the tolerance range even though circuits are charged at least as far as the opening pressure
their nominal values are equal. of the faulty circuit.
Fig 3 Schematic Diagram

Functional Characteristics
Charging
Circuit 1 or circuit 2 take priority for charging as far as the
lowest of the opening pressures of the other circuits.
Charged System Sound

The circuits 3 and 4 are connected with the circuits 1 and
2 and can be recharged from those circuits. Any
recharging in the opposite direction is precluded.
Pressure drop at port 1

In the service brake circuits, the pressure drops no further
than to the static closing pressure.
The pressure level prevailing in the auxiliary equipment
circuits is maintained for as long as there is no withdrawal
of air from these circuits.
Pressure drop in the service brake

system circuit, circuit 1 or circuit 2
Recharging by the air compressor
The pressure in the other service brake circuit temporarily
drops to dynamic closing pressure, then rises again as far
as the opening pressure of the faulty circuit.
In circuits 3 and 4, the prevailing pressure level is
maintained for the time being (check valves).
In the event of air consumption taking place, the opening
pressure of the faulty circuit will ensue also in circuits 3
and 4.
Pressure drop in the auxiliary

equipment circuit 3 or 4
Recharging by the air compressor
The pressure in the unaffected circuits temporarily drops to
a dynamic closing pressure, then rises again as far as the
opening pressure of the faulty circuit.
Charging of the unpressurised system

in the event of one circuit failing
Guaranteed only at a minimum delivery of more than
approx. 400 l/min

NOTES Amended:


Wabco A.B.S. (E) Braking System Amended:
Wheel Wheel
Sensor Sensor
Solenoid Valve
Front Brake Front Brake

Chamber Chamber
Footbrake
Valve
A.B.S. ECU
From
Auxilliary
Reservoir
Primary Secondary
Reservoir Reservoir
Diagnostic Warning Lamp
Socket
Quick
Release
Wheel Valve Wheel
Sensor Sensor
Solenoid
Rear Brake Valves Rear Brake
Actuator Actuator

ABS Braking System Amended:
Description Sensor Adjustment

Clean and regrease sensors
A.B.S.
Every 12 months or 100,000 miles (160,000km)
The task of the anti-lock brake system (ABS) is to prevent
the wheels of the vehicle locking, especially on slippery
Grease
roads, due to the brakes being applied to hard. This Anti corrosive
enables lateral traction to be maintained on the wheels
Reposition the sensor at every convenient opportunity,
being decelerated, even during full brake application. This
especially when the hubs are removed or the bearings
in turn guarantees driving stability and steering control of
have been adjusted. Push the sensor fully home with the
the vehicle. within the physical limits. At the same time,
thumb or a flat faced implement. Once the wheel is rotated
the available braking friction between tyre and road, and
the sensor will automatically back off to create an air gap.
thus vehicle deceleration and stopping distance, are
optimized. During braking, electronic sensors on each
wheel evaluate wheel speeds. Wheel performance is fed CAUTION
to a microprocessor which senses when a wheel is about Do not strike the sensor or push with a pointed
to lock. Brake pressure is then adjusted, both to prevent implement.
the wheel from sliding and to maintain optimum braking.
Screw
Sensor bush
Maintenance Top plate
Spacer
The A.B.S. system is designed to be maintenance free, Sensor
however the following guidelines should be observed.
• Check sensor adjustment when inspecting brake
pads or linings and also whenever hubs are
removed. Mounting plate
Pole wheel
• Check the electrical control unit and relays are
securely mounted and the E.C.U. plug is secure
and clipped. Check the area around the E.C.U.
free from moisture.
• Check the modulator and proportioning valves are
securely mounted and that the air and electrical
connections are secure. Sensor mounting - rear axle
• Check the throttle operating cylinder is secure on
its linkage and is free to move through its full range
of travel. Check air connections are secure.
• Check the wiring harness is secure and free from
damage. In particular check sensor and modulator
cables for abrasions especially where they are
close to moving parts of the vehicle. Any damaged
components found should be replaced.

Anti Lock Braking System Description Electronic Control Unit (ECU)

The E-version is not compatible to any of the A, B, or C
The System consists of: versions because the harness and plugs of the ECU are
Four Wheel End Sensors, Sensor Clamping Bushes and different.
Polewheel (toothed wheel). The four-sensor system uses an ECU with four
Four Modulator valves. connectors. One connector is dedicated to supply
diagnostics and dashboard connections, the others for
Electronic Control Unit (ECU). frame harness components.
Warning lamp (CAN Linked) The ECU has two permanent power supplies for the valve
current from the battery positive, and one from ignition to
Diagnostic interface
start the internal 5 Volt stabilisation. Continuous 5 Volt
supply is one of the permanent ‘valve’ supplies. Through
this method it is possible to control the end of the power on
session for i.e. writing to the EPROM. Switch off is
accepted if the vehicle is stationary and all signal lamp
outputs including pin 7 of the 18 pin plug are without
voltage. The time delay is 400 ms. The output to the
auxiliary brake (DBR) is excluded because it can be
connected directly to the other ECU’s.
Standard application is a relay connected to ‘Ignition’.
Interfaces to other ECU’s work at voltages higher than 8
Volts. ECU plus or ground problems result in total shut
down.

Description of Inputs / Outputs
Warning Lamp Output

A transistor (self conducting LOW side driver) grounds the
output temporarily for bulb test and permanently in case of
detected faults. Test pulses verify that a load is connected.
Dimming of the bulb for reduced brightness must not be
done, especially not by switched voltage supply, because
bulb verification can be influenced and blinkcode
activation might be interpreted. The bulb shall have a max
5 W. Non warning operation (e.g. bulb defect) is detected
and memorised.
Function while stationary

In normal mode (On-road-A.B.S.) the Warning lamp is
switched off, while the vehicle is stationary in accordance
to ECE 13 series 07. Detected sensor-faults during the
ignition on period illuminates the lamp. During servicing
(lining change) it is possible that the airgap of all the
sensors is increased and not readjusted. To prevent such
a vehicle being driven WABCO requires a memory
clearance which automatically sets conditions as ‘sensor
fault at last ignition on’. During vehicle servicing speed
signals of all four wheels has to be measured. If
acceptable the warning light mode will be automatically
switched to the ‘stationary’ off condition.
actual faults : WARNING-LAMP ON

ON
WARNINGLAMP
OFF
STREET
ABS
ON
WARNINGLAMP with stored sensor-fault or
OFF first time after fault clearance
OFF ROAD
ABS WARNINGLAMP BLINKS
ON
WARNINGLAMP
OFF
v = 0 km/h
v = 7 km/h
"IGNITION" on
Actual faults - Warning Lamp On

Wheel Sensing
2
The rotation of the wheels is registered by a signal-
1
generating sensor and a toothed wheel moving with the
wheel hub. Because the vehicle reference speed is
derived from diagonally opposite wheel speeds, the
relationship between tooth number and tyre
circumference must be equal front to rear, within a defined Hub
percentage.
The inductive sensor comprises of a permanent magnet,
core and coil. The magnetic flux surrounding the coil is cut
by the rotating motion of the toothed wheel induction an
A.C. voltage whose frequency is directly proportional to Stub 3
the wheel speed. Axle
The WABCO sensor has been specifically developed for
the arduous conditions of commercial vehicle use. The
sensor is held in position by a special clamping bush made A.B.S. Sensor Installation
from corrosion resistant spring material. This allows the
sensor to be pushed up against the pole wheel during
assembly and allows the sensor to achieve its own
clearance once the wheel has been rotated for the first Operation - Pressure Increase
time. The action of the bush also provides tolerance for
axle elasticity. etc. e.g. allowing A.B.S. / A.S.R. operation When not activated by the ABS system electronics the
with increased clearance down to low speeds. diaphragm control chamber (2) of the inlet valve is open to
atmosphere. The brake pressure at port (1) lifts
The figure shows a typical installation of toothed wheel (1), diaphragm (3) and reaches the brake chamber through
clamping bush (2), and sensor (3) in a front wheel. In such port connection (4) unhindered. Simultaneously, the brake
an arrangement the clamping bush should be mounted pressure flows passed the non-energised armature (8) into
with a temperature-stable and waterproof grease the diaphragm control chamber (6) and prevents the outlet
(e.g.silicone grease) to protect the bore from corrosion and valve from opening. If the driver reduces the braking
to keep the dirt out. The toothed wheel is installed in a pressure, air flows out of the brake chamber and back
similar fashion on the hub of the rear wheel. The sensor through port (1). Under certain conditions the outlet
is securely mounted on the axle beam with a special diaphragm is also opened which effects a fast release of
retainer. the foundation brake.
The sensor / polewheel combinations generate signals
with a frequency proportional to the wheel speed. A.B.S.
2
computes wheel speed and vehicle speed from these
signals. 3
1
4
A.B.S. Solenoid Valve
11
Without an active control the input pressure is just passed
on unrestricted. During an active control, the pressure is
modulated according to wheel behaviour.
The electropneumatic control valve provides the precise, 5
graduated brake pressure modulation for ABS brake 10
control. The valves are mounted on the frame. They
comprise a double solenoid arrangement and two
diaphragm valves. The extremely fast-acting solenoid
valves only influence pressure in the relay control 9
6
chambers of the diaphragms.
8
These control the pressure in the brake chamber by virtue 7
of the valve geometry.
Pressure Increase

Pressure Hold Pressure Reduction

When the solenoid at (10) is energised, brake pressure is Both solenoids are energised in the pressure reduction
admitted into control chamber (2) via the closing seal of phase. The activation of the solenoid (10), as described in
armature (11). This causes the diaphragm valve to close, ‘pressure hold’ leads to a cut off of the air supply.
separating connection (4) from port (1) preventing further Simultaneously, solenoid (9) is energised so that the
pressure increase in the brake cylinder. diaphragm control area of the outlet valve is vented to
atmosphere past the seal of armature (6). Now, the brake
pressure still in the brake chamber reaches the seal of
2 diaphragm (5) and is vented.
3 The principles of design and function of the solenoid

control valve remain practically unchanged in all three
1 generations of WABCO ABS systems.
4
11
2
3
1
5
10 4
11
9
6
8
5
7
10
Pressure Hold
9
6
8
7
Pressure Reduction

Fault Read Out

Via PC diagnostic tool fault information can be read out
and erased.
If the ABS warning lamp illuminates during driving an
active (current) fault has been detected by the ECU.
A push-button (blinkcode switch) located on the EDC can
be used to display ACTIVE (current) or inactive stored fault
codes from the ECU fault memory. The blinkcode switch
on the ‘E’ generation ECU is wired in parallel with the ABS
dashboard warning light.
15
WL or ASR-L
ECU
Blinkcode via Warning Lamp

(respectively ASR-L)
Fault Read Out

Blinkcode Activation
To enter fault diagnosis mode and display (blinkout) an
ACTIVE fault or to display INACTIVE stored faults the
switch is closed for 0.5 sec. to 0.3 secs. on release of the
switch the lamp will illuminate for 0.5 sec. to confirm
operation of the switch.
If an ACTIVE fault is present the ECU will blinkout and
repeat the fault code until terminated by turning the ignition
off/on.
If INACTIVE faults are stored the last occurred fault is
blinked out followed by other stored fault (in no order). All
stored faults will be displayed until the fault memory is
empty, in the order of: last in - first out, for first 4 stored
faults, then any order.
The fault code comprises two blocks. Following the initial
0.5 sec. confirmation and a pause of 1.5 secs. the first fault
block is blinked out, the second fault block follows after a
pause of 1.5 secs.
If the fault is ACTIVE the faultcode is repeated after a
pause of 4 secs.
If INACTIVE stored faults are being accessed the next
stored fault will be displayed after a pause of 4 secs. and
so on.
>0.5 s blinkcode 0.5 s< t < 3 s

ACTUAL FAULT CODE FC 1
0.5 s
Light 1.5 Fc 1a Fc 1b 4s Fc 1a Fc 1b 4s Fc 1a Fc 1b
on by switch 1.5 s 1.5 s 1.5 s
FC:Faultcode // 1 to 8 // a: first part ; b: second part see Blinkcode list

FC1 repeated because fault is actual
Diagnostic Mode

Stored - Inactive
>0.5 s blinkcode 0.5 s< t < 3 s

0.5 s ACTUAL FAULT CODE FC 1 to FC n
Light 1.5 Fc 1a Fc 1b 4s Fc 2a Fc 2b 4s Fc 3a Fc 3b
OFF
on by switch 1.5 s 1.5 s 1.5 s
FC: Faultcode // 1 to 8 // a: first part ; b: second part see blinkcode list
To Clear Stored Faults

Only INACTIVE stored faults can be cleared from the fault
memory.
Close the blinkcode switch for 3 to 6 secs. then switch the
ignition off/on.
To confirm clearing of the fault memory close switch for 3
to 6.3 secs. the lamp will illuminate for the duration the
switch is closed then following a 1.5sec. pause lamp will
blink 8 times in quick succession, the system identification
code will follow after 4 secs. pause, i.e. 2 blinks separated
by a 4 secs. pause for a 4S4M system.
If the 8 blinks of the lamp are not seen an ACTIVE fault is
present.
t > 3 s: clear all, followed by system blinkcode,

t>3s
terminated if a new actual fault occurs.
Light on by switch 1.5 s 4s System 4s System 4s System
8 x fast : clear all

ASR(ATC) disabled

With Actual Fault

Identical to no actual fault condition but CLEAR ALL is not
accepted.
t > 3 s: NO clear all

t>3s
Light on by switch System 4s System 4s System 4s System
1.5 s 8 x fast : clear all

ASR(ATC) disabled

Warning Light Operation

Warning light operation for ‘E’ generation electronics differ
from ‘B’ and ‘C’ versions in that:
• The lamp comes on and goes out when the ignition
is turned on.
• The lamp will stay on when the system has been
interrogated by either the blinkcode switch or the
diagnostic socket until the vehicle first exceeds
7kph then goes out.

t > 3 s: NO clear all
t>3s
>2s <3s 3s 10 sec. ENGINE IDLE
Light on by switch 4s System 4s System 4s System
ASR(ATC) disabled
Blinkcode Timing
Blinkcode List
First Faultcode Second Faultcode
1 No Faults 1 No Faults
2 ABS Modulator 1 Right Front
3 Sensor Air Gap 2 Left Front
4 Sensor Short/Open 3 Right Rear
5 Sensor Erratic 4 Left Rear
6 Sensor Tone Ring 5 Right Third
7 System Function
8 ECU 1 Data Link
2 ASR (ATC) Valve
3 Third Brake Relay
4 ABS Lamp
5 ASR (ATC) Configuration
6 ASR (ATC) Prop/Diff Lock
1 Power Supply Low

2 Power Supply High
3 Internal fault
4 Configuration Error
5 Ground

Fault Codes / Repair Instructions
2.n Check modulator wires. Inlet (EV) or outlet (AV) or common wire is permanently or
temporarily broken or shorted to plus respectively ground.
3.n Amplitude of Sensor signal is to low. Check bearing play, polewheel run out, push sensor to
polewheel. Check sensor wiring and connections for intermittent contact. Other possible
reason: gear engaged at slippery conditions. 16 sec. slip duration.
4.n Check sensor wiring. Open circuit, short circuit to plus respectively ground or between sensor
wires IG/IGM is detected.
5.n Check sensor wiring and connectors for intermittent contact. Check toothed wheel for damage.
Check for mismatch-fault of another sensor or number of polewheel teeth are different.
6.n Check polewheel for damage / missing teeth / run out. Use Wabco sensor probe. Replace
polewheel if damaged. If additional air gap fault are stored, adjust airgap.
7-1 ECU with PROP: check wire and speedometer signal. C3/B7 signal calibration.
check tyre sizes.
gear switch signals neutral or is manipulated
Electronic engine control: Check wiring respectively other ECU’s.
Excessive slip / dynotester, One axle was much faster than the other.
7-2 Check wire. Output wire is interrupted or grounded or shorted to battery supply.
7-3 Check wire. Output wire is interrupted or grounded or shorted to battery supply.
ECU with SAE J1922 resp. SAE J1939: Check other ECU’s. No access to the link.
7-4 Check wire and bulb. Was blinkcode switch activated longer than 16sec.
7-5 Check wires resp. parameter setting. Diff-brake valve without engine control is detected or
CAN, PWM, PROP are detected while self parameterizing is disabled.
7-6 Check wire. Output wire is interrupted or shorted to ground or battery supply.
8-1 Check supply wire and fuse. Supply voltage is temporarily too low.
8-2 Check alternator and battery. Supply voltage too high for more than 5 sec.
8-3 Replace ABS (ASR) electronic if fault detection repeats.
8-4 Modulators connected or wrong ECU or wrong parameterized.
8-5 Check ECU ground wires and common modulator wires.

Blinkcode S.l.D F.M.l Location Fault condition

2_1 8 1 Front Right Modulator Open circuit - inlet/outlet
2_1 8 5 Front Right Modulator Open circuit
2_1 8 6 Front Right Modulator Short to ground
2_1 8 3 Front Right Modulator Short to battery
2_1 254 9 Modulator Excessive activation time
2_2 7 1 Front Left Modulator Open circuit - inlet/outlet
2_2 7 5 Front Left Modulator Open circuit
2_2 7 6 Front Left Modulator Short to ground
2_2 7 3 Front Left Modulator Short to battery
2_3 10 1 Rear Right Modulator Open circuit - inlet/outlet
2_3 10 5 Rear Right Modulator Open circuit
2_3 10 6 Rear Right Modulator Short to ground
2_3 10 3 Rear Right Modulator Short to battery
2_4 9 1 Rear Left Modulator Open circuit - inlet/outlet
2_4 9 5 Rear Left Modulator Open circuit
2_4 9 6 Rear Left Modulator Short to ground
2_4 9 3 Rear Left Modulator Short to battery
2_5 12 1 3rd Right Modulator Open circuit inlet/outlet
2_5 12 5 3rd Right Modulator Open circuit
2_5 12 6 3rd Right Modulator Short to ground
2_5 12 3 3rd Right Modulator Short to battery
2_6 11 1 3rd Left Modulator Open circuit inlet/outlet
2_6 11 5 3rd Left Modulator Open circuit
2_6 11 6 3rd Left Modulator Short to ground
2_6 11 3 3rd Left Modulator Short to battery
3_1 2 1 Front Right Sensor Sensor air gap
3_1 2 8 Front Right Sensor Slip condition
3_1 2 10 Front Right Sensor Speed drop out
3_2 1 1 Front Left Sensor Sensor air gap
3_2 1 8 Front Left Sensor Slip condition
3_2 1 10 Front Left Sensor Speed drop out
3_3 4 1 Rear Right Sensor Sensor air gap
3_3 4 8 Rear Right Sensor Slip condition
3_3 4 10 Rear Right Sensor Speed drop out
3_4 3 1 Rear Left Sensor Sensor air gap
3_4 3 8 Rear Left Sensor Slip condition
3_4 3 10 Rear Left Sensor Speed drop out
3_5 6 1 3rd Right Sensor Sensor air gap
3_5 6 8 3rd Right Sensor Slip condition
3_5 6 10 3rd Right Sensor Speed drop out
3_6 5 1 3rd Left Sensor Sensor air gap
3_6 5 8 3rd Left Sensor Slip condition
3_6 5 10 3rd Left Sensor Speed drop out
4_1 2 3 Front Right Sensor Short to battery
4_1 2 4 Front Right Sensor Short to ground
4_1 2 5 Front Right Sensor Open circuit
4_1 2 6 Front Right Sensor Short circuit
4_2 1 3 Front Left Sensor Short to battery
4_2 1 4 Front Left Sensor Short to ground
4_2 1 5 Front Left Sensor Open circuit


4_2 1 6 Front Left Sensor Short circuit
4_3 4 3 Rear Right Sensor Short to battery
4_3 4 4 Rear Right Sensor Short to ground
4_3 4 5 Rear Right Sensor Open circuit
4_3 4 6 Rear Right Sensor Short circuit
4_4 3 3 Rear Left Sensor Short to battery
4_4 3 4 Rear Left Sensor Short to ground
4_4 3 5 Rear Left Sensor Open circuit
4_4 3 6 Rear Left Sensor Short circuit
4_5 6 3 3rdRightSensor Short to battery
4_5 6 4 3rd Right Sensor Short to ground
4_5 6 5 3rd Right Sensor Open circuit
4_5 6 6 3rd Right Sensor Short circuit
4_6 5 3 3rd Left Sensor Short to battery
4_6 5 4 3rd Left Sensor Short to ground
4_6 5 5 3rd Left Sensor Open circuit
4_6 5 6 3rd Left Sensor Short circuit
5_1 2 2 Front Right Sensor Incorrect tyre size
5_1 2 9 Front Right Sensor Mismatched wires
5_1 2 11 Front Right Sensor Abnormal speed
5_2 1 2 Front Left Sensor Incorrect tyre size
5_2 1 9 Front Left Sensor Mismatched wires
5_2 1 11 Front Left Sensor Abnormal speed
5_2 1 12 Front Left Sensor High frequency
5_2 2 12 Front Right Sensor High frequency
5_3 4 2 Rear Right Sensor Incorrect tyre size
5_3 4 9 Rear Right Sensor Mismatched wires
5_3 4 11 Rear Right Sensor Abnormal speed
5_3 4 12 Rear Right Sensor High frequency
5_4 3 2 Rear Left Sensor Incorrect tyre size
5_4 3 9 Rear Left Sensor Mismatched wires
5_4 3 11 Rear Left Sensor Abnormal speed
5_4 3 12 Rear Left Sensor High frequency
5_5 6 2 3rd Right Sensor Incorrect tyre size
5_5 6 9 3rd Right Sensor Mismatched wires
5_5 6 11 3rd Right Sensor Abnormal speed
5_5 6 12 3rd Right Sensor High frequency
5_6 5 2 3rd Left Sensor Incorrect tyre size
5_6 5 9 3rd Left Sensor Mismatched wires
5_6 5 11 3rd Left Sensor Abnormal speed
5_6 5 12 3rd Left Sensor High frequency
6_1 2 7 Front Right Sensor Incorrect polewheel size
6_2 I 7 Front Left Sensor Incorrect polewheel size
6_3 4 11 Rear Right Sensor Incorrect polewheel size
6_4 3 7 Rear Left Sensor Incorrect polewheel size
6_5 6 7 3rd Right Sensor Incorrect polewheel size
6_6 5 7 3rd Left Sensor Incorrect polewheel size
7_1 248 2 J 1939 Plausibility
7_1 248 5 J 1939 Open circuit
7_1 248 6 J 1939 Grounded circuit


7_1 248 9 J1939 Time out
7_1 249 5 J 1922 Open circuit
7_1 249 6 J 1922 Grounded circuit
7_1 249 10 J 1922 Bus not free
7_1 254 8 Axle speeds Excessive slip
7_2 18 3 ASR valve Short to battery
7_2 18 5 ASR valve Open circuit
7_2 18 6 ASR valve Short to ground
7_3 13 3 Retarder Short to battery
7_3 13 5 Retarder Open circuit
7_3 13 6 Retarder Short to ground
7_4 23 5 Warning lamp Lamp on
7_5 253 1 ASR configuration ASR disabled
7_6 19 3 DIFF lock Short to battery
7_6 19 6 DIFF lock Short to ground
8_1 14 4 Diagonal 1 Low voltage
8_1 15 4 Diagonal2 Low voltage
8_2 251 3 Diagonal 1 or 2 Over voltage
8_3 248 12 J 1939 Internal error
8_3 254 2 ECU Internal error
8_3 254 12 ECU Internal error
8_4 253 2 EEPROM Incorrect parameter
8_4 253 12 EEPROM Checksum
8_4 254 5 ECU Excessive loads
8_5 14 3 Diagonal 1 Short to battery
8_5 14 5 Diagonal 1 Open circuit
8_5 14 6 Diagonal 1 Short to low
8_5 15 3 Diagonal 2 Short to battery
8_5 15 5 Diagonal 2 Open circuit
8_5 15 6 Diagonal 2 Short to low

Braking System - Pipe Connectors Amended:
Introduction Pipe assembly

This section describes the pipe connectors used on the
Trident bus chassis. NOTE
In order to avoid any abnormal strain on the
fitting and consequently guarantee a better
NOTE
performance, it is important to follow the
No modification may be made, nor may any air minimum bend radius and the minimum
piping be relocated without the express straight length indicated in the table below.
permission of Dennis.
CAUTION
Before working on any piping, ensure that any
internal pressure has been released.
Plastic Pipe Fitting Type PA

In this type of fitting, the pipe pushes on to an internal
spigot where it is locked in position by a toothed grab ring.
It is sealed by a square section seal in the outer part of the
fitting. A sliding release sleeve is provided to enable the
pipe to be removed.
Diameter R minimum L minimum

Metric (mm) (mm)
4 x 6 60 6
6 x 8 80 8
7.5 x 10 100 10
9 x 12 120 12
12 x 16 160 16
Removal
The pipe should be assembled to the fitting as follows
Because the pipe can rotate in the fitting, the pipe need not
be disconnected before unscrewing the fitting. To 1. Cut the end of pipe square. A cutter (610224) is
disconnect the pipe, place an open-ended spanner to fit available (see Tube Repair, Page 4.55).
over the tube, push the tube into the fitting and push on the
2. Mark the insertion distance on the pipe according
spanner to depress the release sleeve. As the seal has to
to its diameter.
be moved to release the grab ring, strong pressure will be
required but the following pressures should not be 3. Push the pipe into the fitting until it bottoms and
exceeded. check that the insertion mark is just visible outside
Pipe size (mm) Force (kg.) the release sleeve.
6 3.0 4. Pull on the pipe to check that it is securely retained

in the fitting.
8 4.0
10 5.1
12 8.2
16 9.2
Once the sleeve is pushed in, the pipe can be withdrawn.

Replacing fittings Plastic/Metal Pipe Fitting

The recommended assembly torques are as follows This pipe connector is a one piece bite type fitting with
back compression. The wedging action of the nut, when
tightened, causes the ferrule to bit into the outside
Thread (metric) Torque Nm
diameter of the tube wall for a leakproof connection.
M12 10 - 15
This fitting can be assembled and disassembled at least
M14 15 - 20 15 times. At each remake, hand tighten the nut, then
wrench tighten 1/6 of a turn.
M16 15 - 20
M22 20 - 30
Thread (imperial) Torque Nm
1
/8 10 - 15
1
/4 15 - 20
3
/8 25 - 30
1
/2 35 - 40
It is recommended that a sealing product, such as Teflon

tape, Loctite, etc should be used on NTP threads.
If renewing the fitting, it is important that the pipe is cut

square and deburred, if metal. Insert the tube through the
Metal Pipe Fitting Type MA nut and ferrule until it bottoms. The nut should then be
done up finger tight and tightened with a spanner 1 - 11/2
In this type of connection, the pipe end has a conical flare turn depending on fitting size.
and is secured to the fitting with a nut, a sleeve pressing
the pipe into close contact with the cone on the fitting to
form a good seal. The fitting can be secured to the valve,
etc, either by a taper male NPTF thread or by a straight
JIC thread. In the latter case the joint is sealed by a
washer and an ‘O’ ring. Spare pipes are supplied
complete with sleeves and nuts.

Nylon Braking Tube Repair Unmarked Tubing

Should damage occur to the nylon brake tubing it is When fitting a in line double connector to unmarked tubing
permissible to carry out a repair using a in line double it is important that the length of tube penetration should be
connector. Suitable in line connectors are available from marked indelibly on the tubing according to the dimension
Dennis. indicated on the table below.
Metric tube diameter L (mm)

4 x 6 18.5
6 x 8 18.5
7.5 x 10 16.5
9 x 12 23
12 x 16 24
In Line Double Connector
for Nylon Pipe
Part No Pipe O/D Length

655416-1 8 mm 42
655416-2 10 mm 37
655416-3 12 mm 51
655416-4 16 mm 55
1
655416-5 /4 in 34
3 Cut the tube squarely using a tube cutter for polyamide
655416-6 /8 in 47
tubing.
1
655416-7 /2 in 51
Maximum offset angle: 15°
655416-8 6 mm 41
Marked Tubing
Pre-marked tubing is pre-marked at regular intervals
corresponding to the penetration length. The tube should
be cut on the mark.
Only marked tubing designed for the fitting guarantees
proper assembly. In Line Double Connector
for Nylon Pipe

Electrical System and Instrumentation Amended: 22/02/07

Contents
Electrical System and Instrumentation Multiplex System (continued)

Description . . . . . . . . . . . . . . . . . Page 5.3 IOU Inputs / Outputs . . . . . . . . . . Page 5.18 - 21
Single Door Vehicles
Precautions . . . . . . . . . . . . . . . . Page 5.3
IOU Inputs / Outputs . . . . . . . . . . Page 5.22 - 25
Electric arc welding . . . . . . . . . . Page 5.3 Two Door Vehicles
Alternator . . . . . . . . . . . . . . . . . . Page 5.3 SLU Inputs / Outputs . . . . . . . . . Page 5.26 - 27
Alternator drive belt . . . . . . . . . . Page 5.3
Wire Identification
Colour Coding . . . . . . . . . . . . . . Page 5.28 - 38
Batteries . . . . . . . . . . . . . . . . . . Page 5.3 - 4 Care Points CAN Connector . . Page 5.40
Safety precautions . . . . . . . . Page 5.3 Input / Outputs Connectors . . . . . Page 5.40
Batteries in service . . . . . . . . Page 5.4 Harness Connectors . . . . . . . . . . Page 5.41
High rate discharge testing . . Page 5.4 Instrument Panel . . . . . . . . . . . . . . Page 5.42
Rapid battery check . . . . . . . Page 5.4 Driver’s Information Screen . . . . Page 5.42 - 46
Front & Rear EDC . . . . . . . . . . . . . Page 5.47 - 49
Starter . . . . . . . . . . . . . . . . . . . . Page 5.4 Alternator AC172RA . . . . . . . . . . . Page 5.50 - 68
Description . . . . . . . . . . . . . . Page 5.4 Specification . . . . . . . . . . . . . Page 5.50
Test equipment . . . . . . . . . . . Page 5.4 Torque Values . . . . . . . . . . . . Page 5.50
Preliminary checks . . . . . . . . Page 5.4 Description . . . . . . . . . . . . . . Page 5.51
Test 1 Battery test . . . . . . . . . Page 5.4 Operation . . . . . . . . . . . . . . . Page 5.51

Dismantling . . . . . . . . . . . . . . Page 5.52 - 56
Inspection/Renewal . . . . . . . . Page 5.57 - 60
Multiplex System . . . . . . . . . . . Page 5.5
Reassembly . . . . . . . . . . . . . Page 5.61 - 65
Description . . . . . . . . . . . . . . Page 5.5
Testing & Lubrication . . . . . . . Page 5.66 - 67
System Components . . . . . . . Page 5.5
Special Tools . . . . . . . . . . . . . Page 5.68
Network Layout . . . . . . . . . . . Page 5.6
Cleaning Fluids . . . . . . . . . . . Page 5.68
Network Configuration . . . . . . Page 5.6
Battery Carrier Area . . . . . . . . . . . . Page 5.69
Vehicle Information Centre . . Page 5.6
Speedo Calibration . . . . . . . . . . . . Page 5.69
Accessing the VIC . . . . . . . . . Page 5.6
Chassis Schematics Allison 2100 . Page 5.71 - 96
Setting the Clock . . . . . . . . . . Page 5.7
Chassis Schematics Voith . . . . . . . Page 5.97 -122
Viewing Software Data . . . . . Page 5.7
Chassis Schematics Allison T280R Page 5.123 -148
Viewing Running Data . . . . . . Page 5.7
Diagnostics . . . . . . . . . . . . . . Page 5.9
Network . . . . . . . . . . . . . . . . Page 5.9
System Operating Modes . . . Page 5.10
Software Overview . . . . . . . . Page 5.11
Diagnostics Using PC . . . . . . Page 5.12
Dowload Procedure . . . . . . . . Page 5.13-15
If sytem fails to wake . . . . . . . Page 5.16
CAMU & IOU Connections . . Page 5.17
CAMU Inputs / Outputs . . . . . Page 5.18
Section 5

Electrical System and Instrumentation Amended:
CAUTION
The vehicle master switch must be in the OFF position before attempting to remove any components from
the instrument panel, this includes the removal of warning light bulbs for replacement. If these
precautions are not observed, there is a high risk of causing an electrical short which will damage the
instrument panel beyond repair.

Description Alternator
The vehicle has a Mulitplexed wiring system. It consists of Keep the alternator clean and ensure that the ventilation
six input/output units (IOU’s), four are for chassis/body slots or air spaces are clear and unobstructed.
services and two for body services only. The other system
components are a central management unit (CMU) a Alternator Drive Belt
multiplexed instrument panel and side console which Check that the drive belt is in good condition at the correct
includes the warning light array, screen control unit (SCU) tension. Under no circumstances allow the belt to slip.
and the switch and light units (SLU). The J1939 interface (See Maintenance Section).
from the gearbox, engine and ABS system are linked to the
screen control unit.
Batteries
Further details are given later in this section.
During the course of normal running, the battery is
recharged by the vehicle charging system and provided
Precautions the vehicle does enough running time, will have stored
The following precautions are by no means fully energy ready for the next start operation.
comprehensive and must be observed when working on
the electrical system and when driving: NOTE
1. Never connect a battery into the system without A vehicle standing unused will not maintain a
checking for current polarity and correct voltage. charged battery.
2. Never disconnect any electrical lead without first As a battery fault can have adverse effects on the
stopping the alternator and turning all switches to operation of the various systems, particularly the starting
the OFF position. and charging system, some knowledge of battery testing is
3. Always identify a lead to the correct terminal an essential part of fault diagnosis.
before it is removed to ensure correct
reconnection. Safety Precautions
4. Never flash connections to check for current flow. The charging, handling and use of lead-acid batteries is
not dangerous providing appropriate care is taken.
5. Always isolate the battery cables when using a
battery charger.
6. Always disconnect the battery before connecting
 WARNING
test instruments (except voltmeter) or before It is vital to ensure that no source of ignition
replacing any unit or wiring. can exist close to batteries.
1. Do not smoke.
Electric Arc Welding 2. No naked flames.
In the event of a vehicle requiring any form of electrical 3. Switch off current before making/breaking
welding to be carried out the following precautions must electrical connections, especially during
be taken: charging.
1. Turn off the vehicle battery master switch. 4. Avoid short circuits.
2. Disconnect the main positive and negative leads at
the batteries.
) 3. Disconnect the 4-way plug from the engine ECU. Main Fuse - Battery Carrier
) 4. Identify the position of the connectors on the Front Situated on the battery carrier the main fuse is under a
and Rear EDCs and remove all connectors. cover. The fuse should be checked for corrosion. A
coating of wax over the main fuse and terminals should be
) 5. Remove the retarder earth connection. applied if corrosion is present. If the fuse is changed the
fuse and terminals should be re waxed using Aerosol wax
Dennis no. 652441.
NOTE
) Ensure the Front and Rear EDC connectors are

re-fitted in their correct positions.
After engine ECU is disconnected, the throttle
potentiometer may need re-calibrating.

charged from an independent source at the normal Starter Motor

recharge rate. Otherwise the plates may become
sulphated (hardened) making it difficult to accept a By operation of a solenoid, the starter pinion is engaged
charge, with the consequential early failure of the with the flywheel ring gear before the starter is energised,
battery. after which the pinion can be retained in mesh for as long
as is necessary to start the engine. When the engine is
3. Installation - the battery must be securely firing and the pinion is being driven at high speed by the
clamped (not oversight) to prevent damage from flywheel, the armature is protected against over-speeding
vibration, which may cause shedding of active by the freewheel action of a roller or plate clutch.
material from the plates, resulting in a loss of
capacity or short-circuit between the plates. Test Equipment
Basic test equipment required is a moving coil voltmeter
Battery Lugs scale 0 - 35V for nominal 24V systems.
The effect of corrosion is far more serious than is generally
realised. For example, excessive corrosion of the battery
Preliminary Checks
lugs will lead to sluggish operation of the starter. This is Inspect all connections in the starter system. Ensure that
due to voltage drop at the battery terminals, when the battery connections are clean and tight. If necessary,
higher starter current is flowing. disconnect and remove all traces of corrosion. Remake
connections after smearing terminal posts/lugs with
If corrosion occurs, the lugs should be cleaned and both petroleum jelly.
the lug and battery post smeared with petroleum jelly as an
added precaution against corrosion. Never use force when Wiring - Prestolite M101R starter )
removing lugs. If, as a result of corrosion, a lug cannot be
removed, soak a cloth in hot water and apply it to the Note that on earlier vehicles with this starter the yellow
corroded lug. After freeing the lug, remove all traces of solenoid wire may be connected to either the Helper Relay
corrosion. Switch Terminal or the Starter Solenoid Switch Terminal.
On later vehicles the Starter Solenoid Switch Terminal and
High Rate Discharge Testing Connection Lead have been deleted, and the yellow
solenoid wire MUST only be connected to the Helper
This test is used for checking a batteries ability to supply a Relay Switch Terminal.
high current for short period of time. The tester should not
be used on batteries which are suspected as being in a See following diagrams to identify starter wiring.
discharged condition. There are several high rate
Connection Starter Solenoid
discharge testers on the market, and the manufacturers Lead Switch Terminal
instructions for use should be strictly followed.
Rapid Battery Check

A method of quickly checking the condition of a battery
fitted to a vehicle is to switch on the lights and ignition, the Helper Relay
attempt to operate the starter. If the starter operates and Switch Terminal
the lights dim slightly, the battery can be considered as
serviceable.
Severe fading of lights may indicate that the battery is in a
poor state of charge, is no longer capable of supplying a
high current, or it may be there is high resistance at the Early Vehicle Starter Wiring
main connections, between posts and cable lugs.
Starter Solenoid
Test 1: Battery Test Switch Terminal
Deleted
Using a high rate discharge tester, check that the battery
is at least 70% charged.
NOTE
Helper Relay
A battery in poor condition will cause difficult Switch Terminal.
starting. Solenoid Wire
Connection
(Yellow wire)
Later Vehicle Starter Wiring

Multiplex System
Description
The electrical system, is fully modular multiplex system.
The advantages of this type of electrical system is that it
simplifies vehicle harnesses, integrates most
electrical/electronic systems, reduces fuse/relay use and
offers increased diagnostic capability - reducing test and
repair time in service.
System Components
A Four-wire communication network links all the units
together.
The Central Management Unit (CAMU) is responsible for
vehicle behaviour and instructs the other units how to
function.
Input/Output Units (IOUs) are remotely located in key
areas to control functions.
Screen Control Unit (SCU) provides the gateway to the
driveline systems and relays information and warnings to
the driver.
Switch/Light Units (SLU) are fitted at the rear of the
driver control switches to communicate driver demands to
the system.
Screen Control Unit Switch/Light Units Input/Output Units
Central Management Unit

Input/Output Units

IOU2 IOU1 CAMU IOU6
CAN BLACK CAN GREY CAN BLACK CAN GREY

GREY CAN GREY
GREY CAN BLACK CAN GREY
GREY CAN BLACK
MultiBus CAN 2
MultiBus CAN 1
CHASSIS
ONLY LINK
SLU 0
SCU
to
Key
Multibus CAN – Chassis supply DASH SLU 5
Multibus CAN – Body fit
Driveline CAN – Chassis supply
Driveline CAN
ABS
Gearbox
Engine
CAN GREY
GREY CAN BLACK
IOU3 IOU4 IOU5

Multiplex Network Layout
SCU Vehicle Information Centre (VIC)

Accessing the VIC
On Board Diagnostics
The VIC is accessed by simultaneously holding down the
The system incorporates on board diagnostics, this allows top and bottom buttons of the saloon heating controls.
engineers to diagnose majority of faults without need of
PC (laptop) based diagnostics. Once VIC is active selections are made using the buttons
on the panel corresponding to the screen displayed.
Hold down
Top & Bottom
Buttons

Use Buttons to Make Selections Software Data
Setting the Clock Running Data
continued

Running Data (continued)

Diagnostics
This function displays key information regarding Network
status of individual network components. It includes This function displays an outline schematic diagram
Input and Output states for: CAMU & IOU’s, SLU’s of the Multibus communication network. It will enable
and SCU. Also displays CAMU & IOU voltages and identification of a problem area in the network if there
internal temperatures. is a communication failure.
Sequence check through all IO units.

System Operating Modes System Operating Modes – Leaving Sleep Mode

Sleep mode
To reduce current consumption the Multibus system There are 3 ways to leave Sleep Mode
goes to ‘sleep’ when system operation is not
required. In this mode all ECU’s in the system do not
operate. 1. Low level on a Wake-up input.
Wake-up mode
In each ECU, some features, when activated, can 2. Low level on the communication address
wake that ECU. When all the system is active, the lines (address lines normally held HIGH in
CAMU starts the addressing mode. In case of false Sleep Mode and Normal Mode).
wake-up, the system goes back to sleep mode.
Addressing mode 3. Activation of the battery switched supply.
All Multibus units have a certain number of options in
terms of hardware and the hardware configuration is
stored permanently in the eeprom of each IOU. System Operating Modes – ‘Wake-Up’ Sequence
Also, the software inside each IOU is generic and not
specific to a particular vehicle application. The IOU
configuration is performed by the Camu during the 1. CAMU wake-up via Battery Switch or
addressing phase, that compares the configuration Hazard Switch
of each IOU with the configuration dictated by the Battery or Hazard Switch pressed – CAMU
vehicle specific software loaded into the Camu. If wakes up, vehicle specific software activated
there is a mismatch, it programs the IOU in – Address lines ‘grounded’ to wake rest of
accordance with the vehicle specific software. When system - CAMU initiates Addressing Mode –
the CMU has been triggerd to wake up, the IOU’s System enters Normal Mode – Vehicle
must then be ‘addressed’. This process is a check to specific software assumes control of system.
ensure that each unit is responding and is in the
correct location in the system. 2. System wake-up external to CAMU e.g.
For an SLU, the Camu sends specific messages to Drivers Access Switch
configure the inputs/outputs of these units. Access Switch pressed – IOU wakes up -
When all the Multibus units are verified and/or Address lines ‘grounded’ to wake rest of
programmed, the system switches to normal mode. system - CAMU wakes up, vehicle specific
software activated - CAMU initiates
Normal mode Addressing Mode – System enters Normal
Normal mode has 2 phases – Mode – Vehicle specific software assumes
Normal Mode (battery switch OFF, system woken by control of system.
some other ‘wake-up’ feature) – the system is able to
read all inputs and also to drive certain equipment Note – For optional wake-up inputs such as Driver
e.g. hazards. Access Switch the software option must also
Normal Mode (battery switch ON) – the system is in be enabled via the correct parameter file
full operation. otherwise the system will wake up, will not
know how to function with respect to this
In this mode, the system works normally, with a signal and so will then re-enter Sleep Mode.
periodical information exchange between all the If the input is permanent, this becomes a
units and the CAMU. cyclic event.

MultiBus CAN Communication Network
CAMU IOU 1 IOU 6 IOU 7

Battery switch input
Drivers access input
Hazard switch input
Software Overview
Three types of file are required by the Multiplex
System:
1. Application File - this is the opertaional software
implementing all the vehicle control funtions.
2. Wiring File - This configures the hardware e.g. IO
designation, network configuration etc.
3. Parameter File - This Customises the Application
for a particular build specification e.g. add exit door.
CAMU Application File
CAMU Wiring File
CAMU Parameter File
SCU Application File
SCU Wiring File
Software Components

Diagnostics Using PC Master Mode - Allows individual outputs to be

activated independently, by passing any logic or
In addition to the on board diagnostics a PC interlocks.
diagnostic tool is available for rapid fault finding and
diagnosis. the diagnostic tool uses an industry Read Faults/ Clear Faults - Allows the user to read
standard PC or laptop computer in conjunction with any intermittent faults that are stored inside the CMU
the a Universal Diagnostic Interface (UDI) to whilst the vehicle has been running.
diagnose faults on the inputs and outputs connected
to the multiplexing system.
Configuration - This allows you to set what options
Typical diagnostic functions are as follows: are fitted to the vehicle
Autotest - activates all outputs connected to the Setting - This allows specific parameters in the
system and reports if any faults are present. system to be adjusted, I.E. Battery guard voltage.
IO Status - displays the current status of the inputs Network - This shows a graphical picture of the
and outputs connected to each unit and will indicate system integrity, identifying if there are any
if they are ON, OFF, Open Circuit or Short Circuit. communication problems on the system.
Master Mode - Allows individual outputs to be Download - This function can be used to update the
activated independently, bypassing any logic or control software that is stored in the CMU. (See
interlocks. download procedure).
Read Faults/ Clear Faults - Allows the user to read
any intermittent faults that are stored inside the CMU
whilst the vehicle has been running.
Fuse Battery unswitched feed

- + Battery unswitched feed
CAMU K-Line
CAMU
CAMU L-Line
Battery switch input SCU K-Line
Ground
Diagnostic Connector
SCU / SLU Feed
Actia Universal
Diagnostic Interface
(UDI)
PC Based Diagnostics

Download Procedure
This programming is performed using a standard PC
or laptop with the Actia Universal Diagnostic
Interface, download cable & download software.
The procedure for downloading is as follows: -

1. Switch Battery Master switch and Hazard 8. Switch Battery Master switch to the OFF
switch to the ON position. position.
2. Load Wiring file into CAMU. 9. Switch Battery Master switch to the ON
position.
3. Load Application file into CAMU.
10. Load Wiring file into SCU.
4. Switch Battery Master switch and Hazard
switch to the OFF position. 11. Load Application file into SCU.
5. Switch Battery Master switch to the ON 12. Switch Battery Master switch to the OFF
position. position.
6. Load Parameter file into CAMU. 13. Switch Battery Master switch to the ON
position.
7. Check and configure CAMU network.
1) Launch ‘TeleMux’ 2) Select CAMU OR SCU.

from desktop.
3) Select ‘Download’ – ‘Moni+Appli’.
4) Locate correct file on PC then press OK.
Software Download - Camu or SCU Application and Wiring

1) Select ‘Application parameters’

Implement via ‘Parameters’ function within Multitool Diagnostics
2) Select ‘File’ – ‘Open’. 3) Locate correct file on PC then press ‘Open’.
Software Download CAMU Parameter File (Part 1)
4) Select ‘COMM’ – ‘Write’ to load selected parameter file into CAMU.
Software Download CAMU Parameter File (Part 2)

Implement via ‘Custom’ function within Multitool Diagnostics
1) Enter instruction byte to CAMU
3) Press to send instruction and data to CAMU
2) Enter data string to CAMU
Data string returned from CAMU
Software Download Check & Configure CAMU Network
If Download Fails
If a download to a CMU / CAMU fails part way 6. Activate the hazard switch and the battery
through downloading it may not be possible master switch.
commence a repeat download simply by clicking the
7. Reinstate the permanent power feed to the CMU
‘download’ button on the diagnostic tool.
/ CAMU by refitting the fuse which was removed
Should this situation arise the CMU / CAMU can bve in step 4.
‘forced’ to accept a download by grounding both
8. Immediately after reinstating the permanent feed
addressing lines and both wake up inputs
to the CMU / CAMU commence the chosen
simultaneously on the CMU / CAMU and then
dowload within 15 seconds using the diagnostic
resetting the permanent feed to the CMU / CAMU.
tool in the convetional manor.
This can be achieved by performing the following
9. If a dowload fails to commence repeat step 4 to
steps.
9 above.
1. Ensure that the vehicle is turned off.
10. Once the download has begun the vehicle CAN
2. Disconnect CN2 and CN3 (CAN Connectors) connections can be refitted to CN2 and CN3.
from the CMU / CAMU.
11. When the download has completed the vehicle
3. Connect CN2 pin 1 and CN3 pin 1 on the actual will automatically wakeup because the hazard
CMU / CAMU. switch is still depressed, at this point continue
the remainder of the download procedure by
4. Disconnect the ‘Permanent Feed’ fuse to the
following the prompts on the Diagnostic Tool.
CMU / CAMU.
5. Connect the diagnostics laptop to the vehicle
ensuring that the CAMU dowload Adapter is
connected, enter your password and click on the
‘Download’ tab to be presented with a list of
downloads which are available.

What to do if the system fails to Wake up

Vehicle will not wake up from the master switch
Does system Wake up with YES Possible Master Switch Fault,

Hazard switch? (allow 20 sec Master Relay Fault. CN5
for wakeup) Connect Laptop, Diagnose
fault
NO
Disconnect then reconnect
CMU CN5 connector
YES Procedure Error occured during

Does system Wake up with
application download - see
Hazard switch? (allow 20 sec
application download guide
for wakeup)
NO
Remove CN2 and CN3
Connections from CMU
Check if battery voltage is low.

Check power feeds to CMU
Does system Wake up with NO
(CN5.1 Perm feed).
Has vehicle previously been CN2 CN3
for wakeup) running with current CMU? If not
download required.
YES
Power down system.
Reconnect CN2 to CMU
Does system Wake up with NO

Fault on CMU CN2 IOU Chain.
for wakeup)
YES
Fault on CMU CN3 IOU chain
Power down system.
Reconnect CN2 to CMU
On Main Dash disconnect the CAN
cable which comes from the CMU
Does system Wake up with NO Check all cables to SLU for short
Hazard switch? (allow 20 sec to ground or 24V.
for wakeup) Possible Panel fault.
YES
Power down system.
Reconnect the Dash CAN cable
On the Side Console disconnect the
cable which comes from the Main
Dash
Does system Wake up with NO Power down system.

Hazard switch? (allow 20 sec Remove CN3 of first IOU in Chain.
for wakeup)
YES Diconnect then reconnect
NO IOU CN5 connector
Check all cables to Side console
for short to ground or 24V
for wakeup)
Possible Panel fault
Power down system. for wakeup)
Connect CN3 of first IOU in chain NO
Remove CN2 of Next IOU in chain
Check all cables to IOU for short
to ground or 24V. Swap IOU with
another from system to determine
if faulty IOU.

CN4 Inputs CN1
CN2
CN5
Outputs
CN3
CAMU & IOU Connections
Addressing Line 0
Addressing Line 0
CAN 2 L Ground
CAN 2 H
CAN 2 Ground CAN L
CAN 1 Ground CAN H
CAN 1 L
CAN 1 H
Addressing Line 1
Addressing Line 1
CAN 2 L
CAN 2 H Ground C
CAN 2 Ground CAN L
CAN 1 Ground C CAN H
CAN 1 L
CAN 1 H
CAMU CAN Connections IOU CAN Connections

Input & Output connections - Single Door Vehicles with Front Kneel (6 IOUs)
CAMU
Inputs Outputs
No.Connector Function No. Connector Function
1 CN4.8 Battery Master Switch 1 CN5.20 Battery Master Relay
2 CN4.7 Hazard Lights Switch 2 CN5.21 Retarder Disable Signal -ve
3 CN4.3 Engine Start Switch 3 CN5.22 Ramp Enable Signal
4 CN4.2 Ignition Switch 4 CN5.23 Assault Alarm
5 CN4.15 Main Beam Flash Switch 5 CN5.24 Horn
6 CN4.17 RH Indicator Switch 6 CN5.25 Switch Panel SLU Supply
7 CN4.18 LH Indicator Switch 7 CN5.13 Backlight Illumination
8 CN4.19 Wiper Intermittent Switch 8 CN5.11 Drivers fan
9 CN4.20 Wiper Slow Speed Switch 9 CN5.10
10 CN4.21 Manual Ramp Stowed Sw. 10 CN5.9 Front Susp. Blocking Valve
11 CN4.22 11 CN5.8
12 CN4.23 Wiper Fast Speed Switch 12 CN5.7 Front Level Sensor Supply
13 CN4.24 Windscreen Wash Switch 13 CN5.2 Suspension Valve 1
14 CN4.4 Main/Dip Beam Switch 14 CN5.3 Suspension Valve 2
) 15 CN4.10 Emergency Cut-Off Switch 15CN5.16 Suspension Valve 3
16 CN4.11 Ass. Alarm Reset Switch 16 CN5.15 CCTV Reverse Signal
17 CN4.13 Horn Switch 17 CN5.4
18 CN4.25 Park Brake Applied Switch 18 CN5.5 Speedometer Ign Supply
19 19 CN5.6 Chassis Buzzer
20 20 CN5.14 Retarder Disable signal
21 21 CN5.17 Speedometer Pulse Signal
22 22 CN5.19 Saloon lights Dim Bank B
23 23 CN5.18 Saloon lights Dim Bank A
IOU 1 (single door vehicles)

Inputs Outputs
1 CN4.16 Assault Alarm Set Switch 1 CN5.24 Wiper Fast Speed
2 CN4.17 2 CN5.25 Wiper Fast Speed
3 CN4.19 3 CN5.7 RH Main Beam
4 CN4.20 Brake Light Switch 4 CN5.8 Windscreen Washer Pump
5 CN4.21 Front LH ind Fault (option) 5 CN5.9 Ignition Relay
6 CN4.22 Engine amber warning 6 CN5.10 LH Sidelight
7 CN4.23 Engine red warning 7 CN5.22 LH Main Beam
8 CN4.24 Engine MIL warning 8 CN5.23 LH Main Beam
9 CN4.25 Front RH ind Fault (option) 9 CN5.11 RH Front Indicator
10 CN4.2 Brake Pressure Switch No 1 10 CN5.12 RH Sidelight
11 CN4.3 Air Pressure Tank 1 Reading 11 CN5.13 LH Front Indicator
12 CN4.4 LH Front LED Current Monitor 12 CN5.3 Demister Water Valve Motor
13 CN4.6 RH Front LED Current Monitor 13 CN5.4 Demister Water Valve Motor
14 CN4.7 14 CN5.14 ABS Ignition Relay
16 CN4.11 Front Light fault (optional) 16 CN5.16 Wiper Slow Speed
17 CN4.12 Front Suspension Level Sensor 17 CN5.17 Wiper Slow Speed
18 CN4.13 Brake Pressure Switch No 2 18 CN5.18 LH Dipped Beam
19 19 CN5.19 LH Dipped Beam
20 20 CN5.20 RH Dipped Beam


Inputs Outputs
1 CN4.16 1 CN5.24
2 CN4.17 2 CN5.25
3 CN4.19 3 CN5.7 RH Heater Mirror
4 CN4.20 RH Front Brake Pad Wear Sw. 4 CN5.8 DDA Brake Solenoid
5 CN4.21 LH Front Brake Pad Wear Sw. 5 CN5.9 Ramp Buzzer/Lights
6 CN4.22 RH Rear Brake Pad Wear Sw. 6 CN5.10
7 CN4.23 LH Rear Brake Pad Wear Sw. 7 CN5.22 Front fog lights
8 CN4.24 ABS Fault Active 8 CN5.23 Front fog lights
9 CN4.25 DDA Brake Pressure Fail Sw. 9 CN5.11
10 CN4.2 Retarder Disable Switch 10 CN5.12 NDS Brake
11 CN4.3 External Temperature Sensor 11 CN5.13
12 CN4.4 Dem. Valve Max Resistance 12 CN5.3
13 CN4.6 Dem. Valve Position 13 CN5.4
14 CN4.7 14 CN5.14 Electronic Ramp Retract
15 CN4.8 Elec. Ramp Deployed Switch 15 CN5.15 Electronic Ramp Retract
16 CN4.11 16 CN5.16 Electronic Ramp Extend
17 CN4.12 Elec. Ramp Stowed Switch 17 CN5.17 Electronic Ramp Extend
18 CN4.13 18 CN5.18 Demister Motor Supply
19 19 CN5.19
20 20 CN5.20
21 21 CN5.21

Inputs Outputs
1 CN4.16 1 CN5.24 Rear Destination Supply
3 CN4.19 3 CN5.7
4 CN4.20 Rear LH ind. fault (optional) 4 CN5.8
5 CN4.21 Rear RH ind. fault (optional) 5 CN5.9
6 CN4.22 Rear Light fault (optional) 6 CN5.10 Park Brake applied
7 CN4.23 7 CN5.22
8 CN4.24 8 CN5.23 Heating Boost Pump
9 CN4.25 9 CN5.11 Alternator Excitation Supply
10 CN4.2 10 CN5.12 Disengage Driveline Signal
11 CN4.3 Air Pressure Tank 2 Reading 11 CN5.13 Reverse Horn
12 CN4.4 Fuel Tank Level Sensor 12 CN5.3 Low Coolant Sensor Supply
13 CN4.6 13 CN5.4 Rear Destination Illumination
14 CN4.7 Engine Coolant Level Sensor 14 CN5.14 Saloon Heater Motor 1
15 CN4.8 15 CN5.15 Saloon Heater Motor 1
16 CN4.11 Alternator Frequency 16 CN5.16 Saloon Heater Motor 1
18 CN4.13 Water In Fuel 18 CN5.18 Starter Relay
19 19 CN5.19 Starter Relay
20 20 CN5.20 Accelerator Interlock
21 21 CN5.21


Inputs Outputs
1 CN4.16 1 CN5.24
2 CN4.17 2 CN5.25
3 CN4.19 Engine Emergency Stop Sw. 3 CN5.7 RH Brake Lights
4 CN4.20 Engine Door Switch 4 CN5.8 LH Brake Lights
5 CN4.21 Rear Engine Start Sw. 5 CN5.9 Saloon Heater Valve
6 CN4.22 Emergency Window µSw. 6 CN5.10 RH Rear Indicators
7 CN4.23 Emergency Door µSw. 7 CN5.22
8 CN4.24 Park Tank Air Switch 8 CN5.23
9 CN4.25 Emergency Hammer Switches 9 CN5.11 Reverse Light
10 CN4.2 10 CN5.12 Engine Bay Lights )
11 CN4.3 11 CN5.13 LH Rear Indicators
12 CN4.4 LH Rear Indicator Current 12 CN5.3 RH Tail Lights
13 CN4.6 RH Rear Indicator Current 13 CN5.4 LH Tail Lights
14 CN4.7 14 CN5.14 Engine Cooling Fan Signal
15 CN4.8 NBS request 15 CN5.15 Engine Cooling Fan Signal
17 CN4.12 Retarder active 17 CN5.17 Saloon Heater Motor 2
18 CN4.13 18 CN5.18 Rear Fog Light
19 19 CN5.19 Rear Fog Light
20 20 CN5.20 Upper Saloon Heater Motor

Inputs Outputs
1 CN4.16 1 CN5.24 Interior Lighting Bank D
3 CN4.19 Security Socket Pin B - OK 3 CN5.7 Saloon Bus Stopping Bell
4 CN4.20 4 CN5.8 Drivers Bus Stopping Bell
5 CN4.21 Saloon Stop Request RH 5 CN5.9 Interior lighting Cab Heater
6 CN4.22 W'chair Arm Fully Retracted 6 CN5.10 Wheelchair arm buzzer
7 CN4.23 W'chair Arm Fully Deployed 7 CN5.22 LH Heated Mirror
8 CN4.24 Security socket Pin A - Alarm 8 CN5.23 LH Heated Mirror
9 CN4.25 Daylight running switch 9 CN5.11 Bus Stopping Sign
10 CN4.2 10 CN5.12 Disabled Bus Stopping Buzzer
11 CN4.3 11 CN5.13 Interior Lighting Drivers Cab
12 CN4.4 12 CN5.3 Alternator charging
13 CN4.6 13 CN5.4
14 CN4.7 14 CN5.14 Wheelchair Arm Motor
18 CN4.13 18 CN5.18 Interior Lighting L/H Bank A
19 19 CN5.19 Interior Lighting L/H Bank A
20 20 CN5.20 Interior Lighting R/H Bank B


Inputs Outputs
1 CN4.16 External Ent. Door Open Sw. 1 CN5.24 Front Destination Supply
2 CN4.17 2 CN5.25 Front Destination Supply
3 CN4.19 Ent. Door Obstruction Sw. 3 CN5.7
4 CN4.20 Saloon Stop Request LH 4 CN5.8 Front Destination Illumination
5 CN4.21 Disabled Stop Request 5 CN5.9 Footbrake applied signal
6 CN4.22 Ent. Door Closed Sw. 6 CN5.10 RH Side Indicator
7 CN4.23 Ent. Door Low Pressure Sw. 7 CN5.22 Interior Lighting Entrance
8 CN4.24 Ent. Dr Open Cushioning Sw. 8 CN5.23 Interior Lighting Entrance
9 CN4.25 9 CN5.11 LH side Indicator
10 CN4.2 Ent Door drivers Foot Sw 10 CN5.12 Ent. Door Open Solenoid
11 CN4.3 11 CN5.13 Ent. Door Close Solenoid
12 CN4.4 Ent. Door Emerg Open Sw. 12 CN5.3 Side Destination Illumination
13 CN4.6 13 CN5.4 Interior Lighting D heater
14 CN4.7 Entrance Door Fully Open Sw. 14 CN5.14 Side Destination Supply
15 CN4.8 Ent. Door Closed Sw. 15 CN5.15 Side Destination Supply
16 CN4.11 16 CN5.16
17 CN4.12 17 CN5.17
18 CN4.13 18 CN5.18 Interior Lighting LH bank A
19 19 CN5.19 Interior Lighting LH bank A
20 20 CN5.20 Interior Lighting LH bank B
21 21 CN5.21 Interior Lighting LH bank B

Input & Output connections - Two Door Vehicles with Full Kneel (7 IOUs)
CAMU
Inputs Outputs
1 CN4.8 Battery Master Switch 1 CN5.20 Battery Master Relay
2 CN4.7 Hazard Lights Switch 2 CN5.21 Retarder Disable Signal -ve
3 CN4.3 Engine Start Switch 3 CN5.22 Ramp Enable Signal
4 CN4.2 Ignition Switch 4 CN5.23 Assault Alarm
5 CN4.15 Main Beam Flash Switch 5 CN5.24 Horn
6 CN4.17 RH Indicator Switch 6 CN5.25 Switch Panel SLU Supply
7 CN4.18 LH Indicator Switch 7 CN5.13 Backlight Illumination
8 CN4.19 Wiper Intermittent Switch 8 CN5.11 Drivers fan
9 CN4.20 Wiper Slow Speed Switch 9 CN5.10
10 CN4.21 Manual Ramp Stowed Switch 10 CN5.9 Front Susp. Blocking Valve
11 CN4.22 11 CN5.8
12 CN4.23 Wiper Fast Speed Switch 12 CN5.7 Front Level Sensor Supply
13 CN4.24 Windscreen Wash Switch 13 CN5.2 Suspension Valve 1
14 CN4.4 Main/Dip Beam Switch 14 CN5.3 Suspension Valve 2
15 CN4.10 Emergency Cut-Off Switch 15CN5.16 Suspension Valve 3
16 CN4.11 Ass. Alarm Reset Switch 16 CN5.15 CCTV Reverse Signal
17 CN4.13 Horn Switch 17 CN5.4
18 CN4.25 Park Brake Applied Switch 18 CN5.5 Speedometer Ign Supply
19 19 CN5.6 Chassis Buzzer
20 20 CN5.14 Retarder Disable signal
21 21 CN5.17 Speedometer Pulse Signal
22 22 CN5.19 Saloon lights Dim Bank B
23 23 CN5.18 Saloon lights Dim Bank A
IOU 1 (two door vehicles)

Inputs Outputs
1 CN4.16 Assault Alarm Set Switch 1 CN5.24 Wiper Fast Speed
2 CN4.17 2 CN5.25 Wiper Fast Speed
3 CN4.19 3 CN5.7 RH Main Beam
4 CN4.20 Brake Light Switch 4 CN5.8 Windscreen Washer Pump
5 CN4.21 Front LH ind Fault (option) 5 CN5.9 Ignition Relay
6 CN4.22 Engine amber warning 6 CN5.10 LH Sidelight
7 CN4.23 Engine red warning 7 CN5.22 LH Main Beam
8 CN4.24 Engine MIL warning 8 CN5.23 LH Main Beam
9 CN4.25 Front RH ind Fault (option) 9 CN5.11 RH Front Indicator
10 CN4.2 Brake Pressure Switch No 1 10 CN5.12 RH Sidelight
11 CN4.3 Air Pressure Tank 1 Reading 11 CN5.13 LH Front Indicator
12 CN4.4 LH Front LED Current Monitor 12 CN5.3 Demister Water Valve Motor
13 CN4.6 RH Front LED Current Monitor 13 CN5.4 Demister Water Valve Motor
16 CN4.11 Front Light fault (optional) 16 CN5.16 Wiper Slow Speed
17 CN4.12 Front Suspension Level Sensor 17 CN5.17 Wiper Slow Speed
18 CN4.13 Brake Pressure Switch No 2 18 CN5.18 LH Dipped Beam
19 19 CN5.19 LH Dipped Beam


Inputs Outputs
1 CN4.16 1 CN5.24
2 CN4.17 2 CN5.25
3 CN4.19 3 CN5.7 RH Heater Mirror
4 CN4.20 RH Front Brake Pad Wear Sw. 4 CN5.8 DDA Brake Solenoid
5 CN4.21 LH Front Brake Pad Wear Sw. 5 CN5.9 Ramp Buzzer/Lights
6 CN4.22 RH Rear Brake Pad Wear Sw. 6 CN5.10
7 CN4.23 LH Rear Brake Pad Wear Sw. 7 CN5.22 Front fog lights
8 CN4.24 ABS Fault Active 8 CN5.23 Front fog lights
9 CN4.25 DDA Brake Pressure Fail Sw. 9 CN5.11
10 CN4.2 Retarder Disable Switch 10 CN5.12 NDS Brake
11 CN4.3 External Temperature Sensor 11 CN5.13
12 CN4.4 Dem. Valve Max Resistance 12 CN5.3
13 CN4.6 Dem. Valve Position 13 CN5.4
14 CN4.7 14 CN5.14 Electronic Ramp Retract
15 CN4.8 Elec. Ramp Deployed Switch 15 CN5.15 Electronic Ramp Retract
16 CN4.11 16 CN5.16 Electronic Ramp Extend
17 CN4.12 Elec. Ramp Stowed Switch 17 CN5.17 Electronic Ramp Extend
18 CN4.13 18 CN5.18 Demister Motor Supply
19 19 CN5.19
20 20 CN5.20
21 21 CN5.21

Inputs Outputs
3 CN4.19 3 CN5.7
4 CN4.20 Rear LH ind. fault (optional) 4 CN5.8
5 CN4.21 Rear RH ind. fault (optional) 5 CN5.9
6 CN4.22 Rear Light fault (optional) 6 CN5.10 Park Brake applied
7 CN4.23 7 CN5.22
8 CN4.24 8 CN5.23 Heating Boost Pump
9 CN4.25 9 CN5.11 Alternator Excitation Supply
10 CN4.2 10 CN5.12 Disengage Driveline Signal
11 CN4.3 Air Pressure Tank 2 Reading 11 CN5.13 Reverse Horn
12 CN4.4 Fuel Tank Level Sensor 12 CN5.3 Low Coolant Sensor Supply
13 CN4.6 13 CN5.4 Rear Destination Illumination
14 CN4.7 Engine Coolant Level Sensor 14 CN5.14 Saloon Heater Motor 1
16 CN4.11 Alternator Frequency 16 CN5.16 Saloon Heater Motor 1
18 CN4.13 Water In Fuel 18 CN5.18 Starter Relay
19 19 CN5.19 Starter Relay
20 20 CN5.20 Accelerator Interlock
21 21 CN5.21


Inputs Outputs
1 CN4.16 1 CN5.24
2 CN4.17 2 CN5.25
3 CN4.19 Engine Emergency Stop Sw. 3 CN5.7 RH Brake Lights
4 CN4.20 Engine Door microswitch 4 CN5.8 LH Brake Lights
5 CN4.21 Rear Engine Start Sw. 5 CN5.9 Saloon Heater Valve
6 CN4.22 Emergency Window microswitch 6 CN5.10 RH Rear Indicators
7 CN4.23 Emergency Door microswitch 7 CN5.22
8 CN4.24 Park Tank Air Switch 8 CN5.23
9 CN4.25 Emerg. Hammer microswitches 9 CN5.11 Reverse Light
10 CN4.2 10 CN5.12 Engine Bay Lights
11 CN4.3 11 CN5.13 LH Rear Indicators
12 CN4.4 LH Rear Indicator Current 12 CN5.3 RH Tail Lights
13 CN4.6 RH Rear Indicator Current 13 CN5.4 LH Tail Lights
14 CN4.7 14 CN5.14 Engine Cooling Fan Signal
15 CN4.8 NBS request 15 CN5.15 Engine Cooling Fan Signal
17 CN4.12 Retarder active 17 CN5.17 Saloon Heater Motor 2
18 CN4.13 18 CN5.18 Rear Fog Light
19 19 CN5.19 Rear Fog Light

Inputs Outputs
1 CN4.16 1 CN5.24 Exit Door Cushioning Solenoid
2 CN4.17 2 CN5.25 Exit Door Cushioning Solenoid
3 CN4.19 Exit Door Obstruction override 3 CN5.7 Exit Door Buzzer
4 CN4.20 4 CN5.8 Rear Susp. Level Sensor Supply
5 CN4.21 DDA Brake override (limp mode) 5 CN5.9 Rear LED Current Monitor Supply
6 CN4.22 6 CN5.10 Exit Door Step
7 CN4.23 Exit Door Low Air Press. Switch 7 CN5.22
8 CN4.24 Exit Door Open Cushioning Sw. 8 CN5.23
9 CN4.25 Exit Door Close Cushioning Sw. 9 CN5.11
10 CN4.2 10 CN5.12 Rear Suspension Blocking Valve
11 CN4.3 11 CN5.13 Rear Suspension Valve 1
12 CN4.4 Exit Door Emerg. Open µswitch 12 CN5.3 Rear Suspension Valve 2
13 CN4.6 13 CN5.4 Rear Suspension Valve 3
14 CN4.7 14 CN5.14 Exit Door Plug Open Solenoid
15 CN4.8 Exit Door Fully Closed µswitch 15 CN5.15 Exit Door Plug Open Solenoid
16 CN4.11 Exit Door Obstruction Detected 16 CN5.16 Exit Door Plug Close Solenoid
17 CN4.12 Rear Kneel Level Sensor 17 CN5.17 Exit Door Plug Close Solenoid
18 CN4.13 18 CN5.18 Exit Door Slide Open Solenoid
19 19 CN5.19 Exit Door Slide Open Solenoid
20 20 CN5.20 Exit Door Slide Close Solenoid
21 21 CN5.21 Exit Door Slide Close Solenoid


Inputs Outputs
3 CN4.19 Security Socket Pin B - OK 3 CN5.7 Saloon Bus Stopping Bell
4 CN4.20 Exit Door Internal Close Switch 4 CN5.8 Drivers Bus Stopping Bell
5 CN4.21 Saloon Stop Request Bell RH 5 CN5.9 Interior lighting Cab Heater
6 CN4.22 W'chair Arm Fully Retracted 6 CN5.10 Wheelchair arm motion buzzer
7 CN4.23 W'chair Arm Fully Deployed 7 CN5.22 LH Heated Mirror
8 CN4.24 Security Socket Pin A - Alarm 8 CN5.23 LH Heated Mirror
9 CN4.25 Daylight Running Lights Switch 9 CN5.11 Bus Stopping Sign
10 CN4.2 Exit Door Slide Cushion Timer 10 CN5.12 Disabled Next Stop Request Buzzer
11 CN4.3 11 CN5.13 Drivers Cab/Ticket Machine Light
12 CN4.4 12 CN5.3 Alternator charging
13 CN4.6 13 CN5.4 Emergency Door Lock
14 CN4.7 Exit Door Fully Open µswitch 14 CN5.14 Wheelchair Arm Motor
15 CN4.8 Exit Door Slide Closed µswitch 15 CN5.15 Wheelchair Arm Motor
17 CN4.12 Exit Door Obstruction (HS signal) 17 CN5.17 Wheelchair Arm Motor
18 CN4.13 18 CN5.18 Interior Lighting L/H Bank A
19 19 CN5.19 Interior Lighting L/H Bank A

Inputs Outputs
1 CN4.16 Entrance Door/Emergency Open 1 CN5.24 Power Supply Front Destination
2 CN4.17 2 CN5.25 Power Supply Front Destination
3 CN4.19 Entrance Door Obstruction Sw. 3 CN5.7 Heated Aux. Equipment Seat/Screen
4 CN4.20 Saloon Stop Request Bell LH 4 CN5.8 Illumination Supply Front Destination
5 CN4.21 Disabled Stop Request LH & Ext. 5 CN5.9 FootBrake Pressed Signal
6 CN4.22 Entrance Door Fully Closed µSw. 6 CN5.10 RH Indicator Repeater
7 CN4.23 Entrance Door Low Air Pressure 7 CN5.22 Entrance Door Step Lights
8 CN4.24 Entrance Door Fully Open µSw. 8 CN5.23 Entrance Door Step Lights
9 CN4.25 9 CN5.11 LH Indicator Repeater
10 CN4.2 Entrance Door Open Foot Switch 10 CN5.12 Entrance Door Open Solenoid
11 CN4.3 11 CN5.13 Entrance Door Close Solenoid
12 CN4.4 Entrance Door Emergency Open 12 CN5.3 Illumination Supply Side Destination
13 CN4.6 13 CN5.4 Lighting Bank D Heater Supply
14 CN4.7 Entrance Door Fully Open µSw. 14 CN5.14 Power Supply Side Destination
15 CN4.8 Entrance Door Fully Closed µSw. 15 CN5.15 Power Supply Side Destination
16 CN4.11 16 CN5.16
17 CN4.12 Exit Door Plug Out µSw. 17 CN5.17
18 CN4.13 18 CN5.18 Lighting Bank A Group 1
19 19 CN5.19 Lighting Bank A Group 1
20 20 CN5.20 Lighting Bank B Group 1
21 21 CN5.21 Lighting Bank B Group 1

SLU 0 SLU 1
Inputs Only Inputs Only
1 CN1.2 Interior Lights Dim Switch 1 CN1.2 Reverse Horn Mute Switch
2 CN1.3 Destination Lights Switch 2 CN1.3 Saloon Heating Switch
3 CN1.4 Interior Lights Bank A Switch 3 CN1.4 Drivers Fan Switch
4 CN1.5 Interior Lights Bank B Switch 4 CN1.5 Suspension Raise Switch
5 CN1.6 Demister Speed Increase Sw. 5 CN1.6 Ent. Door Open/Close Switch
6 CN1.7 Heated Screen/Seat Switch 6 CN1.7 Spare
7 CN1.8 Heated Mirrors Switch 7 CN1.8 Suspension Kneel Switch
8 CN1.9 Demister Speed Decrease Sw. 8 CN1.9 Exit Door Open/Close Switch
9 CN1.10 Front Fog Lights Switch 9 CN1.10 Spare
10 CN1.12 Rear Fog Light Switch 10 CN1.12 Suspension Fast Kneel Switch
11 CN1.13 Demister Temp. Increase Sw. 11 CN1.13 Wheelchair Arm Raise Switch
12 CN1.14 Spare 12 CN1.14 Ramp Extend/Retract Switch
13 CN1.15 Spare 13 CN1.15 Wheelchair Arm Lower Switch
14 CN1.16 Demister Temp. Decrease Sw. 14 CN1.16 Master Switch
15 CN1.17 Saloon Blowers Switch 15
16 CN1.18 Spare 16
SLU 2 SLU 3
Inputs Only Outputs Only
1 CN1.2 Interior Lights Dim Switch ill. 1 CN1.2 Saloon Blowers Switch ill.
2 CN1.3 Destination Lights Switch ill. 2 CN1.3 Spare Switch Illumination
3 CN1.4 Interior Lights Bank A Switch ill. 3 CN1.4 Reverse Horn Mute Switch ill.
4 CN1.5 Interior Lights Bank B Switch ill. 4 CN1.5 Saloon Heating Switch ill.
5 CN1.6 Demister Speed Increase Sw.ill. 5 CN1.6 Drivers Fan Switch ill.
6 CN1.7 Heated Screen/Seat Switch ill. 6 CN1.7 Suspension Raise Switch ill.
7 CN1.8 Heated Mirrors Switch ill. 7 CN1.8 Ent. Door Open/Close Switch ill.
8 CN1.9 Demister Speed Decrease Sw.ill. 8 CN1.9 Spare Switch Illumination
9 CN1.10 Front Fog Lights Switch ill. 9 CN1.10 Suspension Kneel Switch ill.
10 CN1.12 Rear Fog Light Switch ill. 10 CN1.12 Exit Door Open/Close Switch ill.
11 CN1.13 Demister Temp. Increase Sw.ill. 11 CN1.13 Spare Switch Illumination
12 CN1.14 Spare Switch Illumination 12 CN1.14 Suspension Fast Kneel Switch ill.
13 CN1.15 Spare Switch Illumination 13 CN1.15 Wheelchair Arm Raise Switch ill.
14 CN1.16 Demister Temp.Decrease Sw.ill. 14 CN1.16 Ramp Extend/Retract Switch ill.

SLU 4 SLU 5
Outputs Only Outputs Only
1 CN1.2 Wheelchair Arm Lower Switch ill. 1 CN1.2 Alternator Not Charging WL
2 CN1.3 Master Switch illumination 2 CN1.3 Engine Amber WL
3 CN1.4 3 CN1.4 Engine Red WL
4 CN1.5 4 CN1.5 Low Coolant Level WL
5 CN1.6 Stop WL 5 CN1.6 Water In Fuel WL
6 CN1.7 RH Indicator WL 6 CN1.7 ABS Active WL
7 CN1.8 LH Indicator WL 7 CN1.8 Cold Start WL
8 CN1.9 Attention Triangle WL 8 CN1.9 Engine MIL WL
9 CN1.10 Main Beam WL 9 CN1.10 Suspension WL
10 CN1.12 Park Brake Applied WL 10 CN1.12
11 CN1.13 Low Air Pressure WL 11 CN1.13
12 CN1.14 Rear Fog WL 12 CN1.14
13 CN1.15 Front Fog WL 13 CN1.15
14 CN1.16 Retarder Active WL 14 CN1.16
SCU
No.Connector Function
1 CN3.12 Sidelight Switch
2 CN3.10 Headlight Switch
3 CN3.8 Cab Light Switch

Wire Identification - Colour Coding

TAN - Permanent battery supplies. Connections made either directly to the battery positive
terminal or via a fuse and/or connector to the battery positive terminal.
RED - Master battery supplies. Connections made either directly after the main contactor
switched terminal or via a fuse and/or connector to the main connector switched
terminal.
WHITE - Ignition supplies. Connections made either directly to the ignition relay or via a fuse
and/or connector to the ignition relay.
YELLOW - General loads. Connections made to lighting units, motors, actuators etc.
BLUE - Switches and sensors. Inputs from switches or sensors to either the multiplex system or
relays etc.
LIGHT GREEN - Data / communication. Connections carrying data i.e. CAN / SAE J1939.
SLATE - Ground. Connection made directly to chassis ground or connection made via connectors
to chassis ground.

WIRE No SYSTEM FUNCTION SUB-FUNCTION COLOUR GUIDE

001 Negatives GND 1A S
002 Negatives GND 1B S
003 Negatives GND 1C S
004 Negatives GND 1D S
005 Negatives GND 1E S
006 Negatives GND 1F S
007 Negatives GND 1G S
045 lighting exterior daylight running switch Blue
049 lighting exterior indicator current monitor supply rear indictors RED
050 lighting exterior side light left hand YELLOW
051 lighting exterior side light right hand YELLOW
052 lighting exterior tail light left hand YELLOW
053 lighting exterior tail light right hand YELLOW
054 lighting exterior headlight main beam left hand YELLOW
055 lighting exterior headlight main beam right hand YELLOW
056 lighting exterior headlight dip beam left hand YELLOW
057 lighting exterior headlight dip beam right hand YELLOW
058 lighting exterior indicator current monitor LHR left hand BLUE
059 lighting exterior indicator current monitor RHR right hand BLUE
060 lighting exterior indicator front left hand YELLOW
061 lighting exterior indicator front right hand YELLOW
062 lighting exterior indicator side repeater left hand YELLOW
063 lighting exterior indicator side repeater right hand YELLOW
064 lighting exterior indicator rear left hand YELLOW
065 lighting exterior indicator rear right hand YELLOW
067 lighting exterior indicator w/l YELLOW
068 lighting exterior indicator side repeater additional left hand YELLOW
069 lighting exterior indicator side repeater additional right hand YELLOW
070 lighting exterior foglight front YELLOW
071 lighting exterior foglight rear YELLOW
072 lighting exterior foglight front w/l YELLOW
073 lighting exterior foglight rear w/l YELLOW
074 lighting exterior indicator rear high level left hand YELLOW
075 lighting exterior indicator rear high level right hand YELLOW
076 lighting exterior stoplight left hand YELLOW
077 lighting exterior stoplight right hand YELLOW
078 lighting exterior stoplight high level left hand YELLOW
079 lighting exterior stoplight high level right hand YELLOW
080 wipers power supply RED
081 wipers auxiliary supply RED
082 wipers input slow YELLOW
083 wipers input fast YELLOW
084 wipers output slow YELLOW
085 wipers output fast YELLOW
086 wipers park YELLOW
087 wipers intermittent YELLOW
088 wipers washer pump positive YELLOW
089 wipers washer level switch BLUE
090 Demister blower motor YELLOW
091 Demister water valve motor (4) YELLOW
092 Demister water valve motor (6) YELLOW
093 Demister water valve position sensor BLUE
094 Demister water valve input signal heater control panel BLUE
095 Demister motor speed signal heater control panel BLUE
096 Demister air direction flap motor (4)/bypass sol. YELLOW
097 Demister air direction flap motor (6) YELLOW
098 Demister air direction flap sensor YELLOW
099 Demister air direction flap input signal heater control panel YELLOW
100 Demister heater control panel heater control panel YELLOW
101 Demister heater control panel clock heater control panel YELLOW
102 Miscellaneous DDA brake (output) YELLOW
103 Miscellaneous Vehicle speed > 5 kph (input) YELLOW
104 Miscellaneous Wheelchair access door lamp (output)
105 Miscellaneous reverse horn YELLOW
106 lighting interior Cleaning Lights Switch BLUE
107 lighting interior YELLOW
108 lighting interior Upper LH interior lights YELLOW
109 lighting interior Upper RH interior lights YELLOW
110 lighting interior saloon main left hand YELLOW
111 lighting interior saloon main right hand YELLOW
112 lighting interior engine bay YELLOW


113 lighting interior bank C heater supply
114 lighting interior cab YELLOW
115 lighting interior entrance YELLOW
116 lighting interior destination lighting YELLOW
117 lighting interior entrance step YELLOW
118 lighting interior reading front YELLOW
119 lighting interior reading rear YELLOW
120 lighting interior continental door step YELLOW
121 lighting interior map YELLOW
122 lighting interior locker YELLOW
125 lighting interior entrance /cab heater supply YELLOW
126 lighting interior saloon night (dimmed) YELLOW
127 lighting interior coolant level illumination YELLOW
128 lighting interior servery light YELLOW
129 lighting interior gangway lights YELLOW
130 passenger stop bell YELLOW
131 passenger stop bell push left hand BLUE
132 passenger stop bell push right hand BLUE
133 passenger stop hostess call push BLUE
134 passenger stop Upper Bell YELLOW
135 passenger stop Upper Bell push BLUE
136 passenger stop Upper Bus stop sign YELLOW
137 passenger stop Rear Bell YELLOW
138 passenger stop bus stopping sign YELLOW
139 passenger stop microswitch YELLOW
140 entrance door air power supply YELLOW
141 entrance door air pressure monitoring YELLOW
142 entrance door entrapment YELLOW
144 entrance door drivers door open BLUE
145 entrance door drivers door close BLUE
146 entrance door door opened BLUE
147 entrance door door closed BLUE
148 entrance door door open warning BLUE
149 entrance door door not request BLUE
150 entrance door door request or door open BLUE
151 entrance door door not request emergency BLUE
152 entrance door door open emergency BLUE
153 entrance door door emergency close BLUE
154 entrance door door open solenoid YELLOW
155 entrance door door closed solenoid YELLOW
156 entrance door door close cushion sw BLUE
157 entrance door door cushion solenoid YELLOW
158 entrance door emerg door sw warning BLUE
159 entrance door door open cushion sw BLUE
160 audio/visual amplifier / pre-amplifier +30 RED
161 audio/visual amplifier / pre-amplifier +24v YELLOW
162 audio/visual CD player +24v YELLOW
163 audio/visual Video player +24v YELLOW
164 audio/visual speaker drivers LH YELLOW
165 audio/visual speaker drivers RH YELLOW
166 audio/visual speakers lower saloon YELLOW
167 audio/visual speakers upper saloon YELLOW
168 audio/visual monitor front +ve YELLOW
169 audio/visual monitor centre rack +ve YELLOW
170 audio/visual Video play signal YELLOW
171 audio/visual monitor centre toilet +ve YELLOW
172 audio/visual monitor stowed BLUE
173 audio/visual passenger information RED
174 audio/visual power amplifier +24v YELLOW
175 audio/visual 2 Way radio supply RED
176 audio/visual 2 Way radio panic signal BLUE
177 audio/visual 2 Way radio panic signal return BLUE
180 HVAC saloon sensor 1 BLUE
183 HVAC demister water valve demand BLUE
184 HVAC demister air flap demand BLUE
185 HVAC demister air flap feedback BLUE
186 HVAC demister water valve feedback BLUE
187 HVAC water valve position feedback BLUE


188 HVAC Preheater/Air-Con Diagnostic GREEN
Preheater pump supply Heater
189 HVAC Supply (2) TAN
190 HVAC saloon temperature sensor BLUE
191 HVAC saloon sensor supply RED
192 HVAC fresh air flap control motor (4) left hand YELLOW
194 HVAC fresh air flap control motor (4) right hand YELLOW
196 HVAC fresh air flap sensor left hand BLUE
197 HVAC fresh air flap sensor right hand BLUE
198 HVAC saloon temperature set point heater control panel BLUE
199 HVAC coolant temperature sensor BLUE
200 HVAC Saloon ventilation blower YELLOW
201 HVAC Saloon ventilation blower YELLOW
202 HVAC rack blower No 3 rear YELLOW
saloon water valve motor (4)
203 HVAC Lower Saloon Heater Solenoid YELLOW
saloon water valve motor (6)
204 HVAC Upper Saloon Heater Solenoid YELLOW
205 HVAC saloon water valve position sensor BLUE
206 HVAC rack blower on/off signal heater control panel BLUE
207 HVAC air condition on signal heater control panel BLUE
208 HVAC air conditioning refrigerant low pressure BLUE
209 HVAC air conditioning refrigerant high pressure BLUE
210 HVAC combustion heater run signal heater control panel BLUE
211 HVAC combustion heater on/off w/l BLUE
212 HVAC compressor clutch No 1 YELLOW
213 HVAC compressor clutch No 2 YELLOW
214 HVAC Condenser Fans RED
215 HVAC Evaporator Motor 1 Supply RED
218 HVAC extractor YELLOW
219 HVAC external air temperature sensor BLUE
220 HVAC anti-ice stat BLUE
221 HVAC combustion heater supply TAN
222 HVAC refrigerant valve pod air conditioning YELLOW
223 HVAC water pump YELLOW
saloon blower No 1
224 HVAC saloon blower LH slow YELLOW
saloon blower No 2
225 HVAC saloon blower LH fast YELLOW
saloon blower No 3 YELLOW
saloon blower RH slow YELLOW
226 HVAC Evap. Motors Slow SLATE
saloon blower No 4 YELLOW
saloon blower RH fast YELLOW
227 HVAC Evap. Motors Fast SLATE
228 HVAC drivers fan YELLOW
229 HVAC couriers fan YELLOW
230 marker lights front left hand YELLOW
231 marker lights front right hand YELLOW
232 marker lights rear left hand YELLOW
233 marker lights rear right hand YELLOW
234 marker lights side left hand YELLOW
235 marker lights side right hand YELLOW
236 marker lights side high level left hand YELLOW
237 marker lights side high level right hand YELLOW
238 marker lights number plate number plate YELLOW
240 central locking central locking YELLOW
241 clock clock YELLOW
250 mirror heated left hand YELLOW
251 mirror heated right hand YELLOW
260 mirror adjustable left hand YELLOW
264 mirror adjustable right hand YELLOW


268 mirror adjustable supply YELLOW
269 mirror adjustable s/t supply YELLOW
270 Window lower YELLOW
271 Window raise YELLOW
272 Window heated side window YELLOW
273 Window heated windscreen YELLOW
274 Window heated windscreen boost YELLOW
275 Window heated windscreen LH YELLOW
276 Window heated windscreen RH YELLOW
277 Window heated windscreen RH no 2 YELLOW
280 toilet toilet enable BLUE
281 toilet servery enable BLUE
282 toilet toilet door locked BLUE
283 toilet waste water level BLUE
284 toilet clean water level BLUE
285 toilet toilet engaged BLUE
286 toilet toilet permanent supply TAN
290 warning horn YELLOW
291 warning reverse horn YELLOW
292 warning drivers assault alarm YELLOW
293 warning drivers assault alarm return to cmu BLUE
294 warning assault reset sw BLUE
298 warning Emergency Hammer BLUE
299 warning lift-up roof YELLOW
300 warning signs emergency door open BLUE
301 warning signs continental door open BLUE
302 warning signs fasten seat belts YELLOW
303 warning signs Lift access door closed (input) BLUE
304 warning signs Lift locker door closed (input) BLUE
305 warning signs Wheelchair lift warning lamp YELLOW
306 warning signs Rear window open
307 warning signs engine bay door open
310 12 volt supply mobile phone driver YELLOW
311 12 volt supply mobile phone courier YELLOW
312 12 volt supply mobile phone YELLOW
320 emergency signal BLUE
321 emergency saloon lighting LH YELLOW
322 emergency saloon lighting RH YELLOW
323 emergency DDA brake overrode (input) BLUE
330 camera systems signal reverse BLUE
331 camera systems signal entrance door NOT fully closed BLUE
332 camera systems signal exit door NOT fully closed BLUE
333 camera systems CCTV Power Supply Ignition supply & Permanent RED & TAN
334 camera systems Spares
340 camera systems Crystaleyes lower cameras power YELLOW
341 camera systems Crystaleyes upper cameras power YELLOW
350 ticket equipment ticket machine power supply RED
351 ticket equipment validator RED
352 ticket equipment coin Vault RED
354 wheelchair ramp Plate Stowed Switch BLUE
355 wheelchair ramp Extend Plate
356 wheelchair ramp Enable Sensitive Edge
357 wheelchair ramp Ramp Stowed Limit Switch
358 wheelchair ramp Ramp ECU Audible Output
359 wheelchair ramp Ramp Ext limit sw
360 wheelchair ramp ramp driver extend YELLOW
361 wheelchair ramp ramp drive retract YELLOW
362 wheelchair ramp ramp extend YELLOW
363 wheelchair ramp ramp retract YELLOW
364 wheelchair ramp ramp request - disable bell -push input BLUE
365 wheelchair ramp ramp magnet hold YELLOW
366 wheelchair ramp ramp magnet release YELLOW
367 wheelchair ramp ramp request - disable buzzer output YELLOW
368 wheelchair ramp ramp supply WHITE
369 wheelchair ramp ramp buzzer YELLOW
370 wheelchair ramp Wheelchair lift enable (input) BLUE
371 wheelchair ramp Lift fully stowed (input) BLUE
372 wheelchair ramp Wheelchair NOT fully stowed (input) BLUE
373 wheelchair ramp Wheelchair enable (output) YELLOW
374 wheelchair ramp Ramp overide BLUE
375 wheelchair ramp Motor (G) YELLOW


376 wheelchair ramp Motor (P) YELLOW
377 wheelchair ramp ramp status warning light YELLOW
380 exit door air power supply YELLOW
381 exit door air pressure monitoring BLUE
382 exit door entrapment internal BLUE
383 exit door Sensitive edge overide BLUE
384 exit door door open YELLOW
385 exit door door close YELLOW
386 exit door door opened / slide opened BLUE
387 exit door door closed / plug in BLUE
388 exit door door open warning YELLOW
389 exit door door not request BLUE
390 exit door door request or door open BLUE
391 exit door door not request emergency BLUE
392 exit door door open emergency BLUE
393 exit door cushion close sw BLUE
394 exit door door step light YELLOW
395 exit door Sensitive edge supply YELLOW
396 exit door Slide closed BLUE
397 exit door cushion sol. YELLOW
398 exit door emergency switch warning BLUE
399 exit door Plug out BLUE
400 destination destination ECU power supply front Ignition supply & Permanent WHITE & BROWN
401 destination destination ECU power supply side WHITE
402 destination destination ECU power supply rear WHITE
403 destination Hanover comms + GREEN
404 destination Hanover comms - GREEN
405 destination power supply controller WHITE
406 destination power supply message maker WHITE
407 destination destination power down supply YELLOW
408 destination destination +24V BROWN
415 Fuel Monitoring Supply and Ground Igniton and Negative supply White and Slate
416 Fuel Monitoring identic supply RED
417 Fuel Monitoring identic sensor signal BLUE
420 Roof Hatch Front Hatch supply Permanent,Master & Return BROWN, RED & SLATE
421 Roof Hatch Rear Hatch supply Permanent,Master & Return BROWN, RED & SLATE
422 Roof Hatch Front Hatch front lift Master sw supply YELLOW
423 Roof Hatch Front Hatch rear lift Master sw supply YELLOW
424 Roof Hatch Rear Hatch front lift Master sw supply YELLOW
425 Roof Hatch Rear Hatch rear lift Master sw supply YELLOW
426 Roof Hatch Roof hatch not closed Warning BLUE
427 Roof Hatch Roof hatch emergency release Warning BLUE
430 Wheelchair arm restraint Motor YELLOW
431 Wheelchair arm restraint Motor YELLOW
432 Wheelchair arm restraint Buzzer YELLOW
433 Wheelchair arm restraint Fully in signal BLUE
434 Wheelchair arm restraint Fully out signal BLUE
440 Smoke Detector Smoke Detection upper saloon1 signal BLUE
441 Smoke Detector Smoke Detection upper saloon2 signal BLUE
442 Smoke Detector Smoke Detection lower saloon 1 signal BLUE
443 Smoke Detector Smoke Detection lower saloon 2 signal BLUE
444 Smoke Detector Smoke Detection engine bay signal BLUE
445 Smoke Detector Supply YELLOW
450 Security plug Start BLUE
451 Security plug Alarm activation BLUE
460 Spare Wired IOU 5 CN4.3 drivers locker Blue
464 Spare Wired IOU 5 CN5.5 drivers locker Yellow
465 Spare Wired IOU 5 CN5.9 drivers locker Yellow
470 Spare Front edc to drivers locker Yellow
471 Spare Front edc to drivers locker Yellow
472 Spare Front edc to drivers locker White
473 Spare Front edc to drivers locker Red
474 Spare Front edc to drivers locker Blue
475 Spare Wired IOU 6 CN4.24 Upper EDC Blue


477 Spare Wired IOU 6 CN5.3 Upper EDC Yellow
479 Spare Lower saloon
480 Spare Rear edc to exit door Yellow
481 Spare Rear edc to exit door Yellow
482 Spare Rear edc to exit door Blue
483 Spare Drivers locker to entrance door Yellow
484 Spare Drivers locker to entrance door Blue
485 Spare Drivers locker to entrance door Yellow
495 Spare Negative Slate
496 Spare Negative Slate
498 Spare front EDC to rear EDC 1mm sq wire white/yellow/blue
499 Spare front EDC to rear EDC 2mm sq wire white/yellow/blue
500 lighting exterior side lights input signal from switch blue
501 lighting exterior headlights input signal from switch blue
502 lighting exterior headlights dip beam input from switch blue
503 lighting exterior headlights main beam input from switch blue
504 lighting exterior headlights flash / input from switch blue
505 lighting exterior yellow
506 lighting exterior column switch common ground input slate
508 lighting exterior hazard input signal from switch blue
509 lighting exterior INDICATOR l/h input from switch blue
510 lighting exterior INDICATOR r/h input from switch blue
520 wipers intermittent input signal from switch blue
521 wipers park park switch signal blue
522 wipers washers input signal from switch blue
523 wipers washer low level warning output to light yellow
530 heating / cab and saloon external temperature sensor supply signal blue
531 heating / cab and saloon external temperature sensor return signal blue
533 heating / cab and saloon drivers heated seat supply signal Yellow
537 heating / cab and saloon boost pump/combustion heater diagnostic green
540 heating / cab and saloon Engine temperature sensor supply signal blue
541 heating / cab and saloon Engine temperature sensor return signal blue
590 warnings water in fuel supply white
591 warnings water in fuel output yellow
595 warnings horn input from switch blue
596 warnings horn horn unit yellow
623 emergency switch EEC 36 cab input to CMU blue
624 emergency switch EEC 36 battery carrier input to CMU blue
640 brake interlocks dda brake solenoid valve yellow
641 brake interlocks dda brake pressure switch blue
659 brake interlocks Queue Brake solenoid supply yellow
660 engine ecu / vehicle interface positive PIN1 neg = PIN3 tan/slate
661 engine ecu / vehicle interface fuel heater return signal blue
662 engine ecu / vehicle interface gridheater return signal blue
663 engine ecu / vehicle interface fan clutch driver yellow
664 engine ecu / vehicle interface positive PIN7 neg = PIN9 tan
665 engine ecu / vehicle interface w/l's & diagnstc sw pos supply yellow
666 engine ecu / vehicle interface fan clutch return signal blue
667 engine ecu / vehicle interface exhaust brake driver yellow
668 engine ecu / vehicle interface positive PIN12 neg = PIN14 tan/slate
669 engine ecu / vehicle interface positive PIN 13 neg = PIN15 tan/slate
670 engine ecu / vehicle interface gridheater no.1 driver yellow
671 engine ecu / vehicle interface gridheater no.2 driver yellow
672 engine ecu / vehicle interface fuel heater driver yellow
673 engine ecu / vehicle interface idle validation return blue
674 engine ecu / vehicle interface exhaust brake on / off blue
675 engine ecu / vehicle interface remote throttle switch blue
676 engine ecu / vehicle interface fan clutch switch blue
677 engine ecu / vehicle interface a/c pressure switch blue
678 engine ecu / vehicle interface remote pto on / off blue
679 engine ecu / vehicle interface r s g limit switch blue
680 engine ecu / vehicle interface eng override protection switch blue
681 engine ecu / vehicle interface park brake signal blue


682 engine ecu / vehicle interface diagnostic lamp supply pos yellow
683 engine ecu / vehicle interface wait to start lamp driver yellow
684 engine ecu / vehicle interface j 1708 negative ( low ) green
685 engine ecu / vehicle interface j 1708 positive ( high ) green
686 engine ecu / vehicle interface w I f / temp sensor return blue
687 engine ecu / vehicle interface analog torque driver yellow
688 engine ecu / vehicle interface tachometer high side driver yellow
689 engine ecu / vehicle interface accelerator interlock switch blue
690 engine ecu / vehicle interface ignition switch positive supply white
691 engine ecu / vehicle interface torque control switch blue
692 engine ecu / vehicle interface coolant level low switch blue
693 engine ecu / vehicle interface coolant level high switch blue
694 engine ecu / vehicle interface starter lockout signal blue
695 engine ecu / vehicle interface engine stop lamp driver blue
696 engine ecu / vehicle interface tachometer low side driver blue
697 engine ecu / vehicle interface remote thrttle / coolnt sensor rtn blue
698 engine ecu / vehicle interface tachograph return C3 green
699 engine ecu / vehicle interface throttle supply white
700 engine ecu / vehicle interface vss low green
701 engine ecu / vehicle interface tachograph signal C3 green
702 engine ecu / vehicle interface idle decrement switch blue
703 engine ecu / vehicle interface idle increment switch blue
704 engine ecu / vehicle interface clutch switch blue
705 engine ecu / vehicle interface w i f lamp driver yellow
706 engine ecu / vehicle interface c o r s driver yellow
707 engine ecu / vehicle interface remote throttle supply yellow
708 engine ecu / vehicle interface diagnostic lamp driver yellow
709 engine ecu / vehicle interface remote throttle input blue
710 engine ecu / vehicle interface idle validation on switch blue
711 engine ecu / vehicle interface idle validation off switch blue
712 engine ecu / vehicle interface vss high green
713 engine ecu / vehicle interface pto on /off switch blue
714 engine ecu / vehicle interface diagnostic switch blue
715 engine ecu / vehicle interface service brake switch input blue
716 engine ecu / vehicle interface throttle return signal (gnd) blue
717 engine ecu / vehicle interface throttle input signal blue
718 engine ecu / vehicle interface remote throttle input signal blue
719 engine ecu / vehicle interface 9 way front diagnostic tan/slate
720 engine ecu / vehicle interface 9 way rear diagnostic tan/slate
721 engine ecu / vehicle interface ECU fuse supplies tan/slate
722 engine ecu / vehicle interface ECU fuse supplies tan/slate
723 engine ecu / vehicle interface ECU supplies tan/slate
726 engine Fuel heater tan/slate
727 engine Grid heater tan/slate
749 engine Suppression system supply Ignition supply white, slate
750 engine Temperature Thermistor Input signal with over temp condition blue, slate
770 transmission transmission ecu supplies white/tan/slate
771 transmission transmission ecu supplies white/tan/slate
772 transmission trans external switches ignition fused feed white
773 transmission trans external switches neutral at bus stop switch blue/yellow
774 transmission trans external switches gearguard switch blue
775 transmission trans external switches retarder switch blue
776 transmission warning lights output status monitor yellow
777 transmission warning lights temperature yellow
778 transmission controls starter interlock blue
779 transmission diagnostics "k" line green
780 transmission diagnostics "l" line green
781 transmission controls retarder / brake lights signal blue
782 transmission controls neutral signal blue
783 transmission controls foot pedal output yellow
784 transmission controls foot pedal positive supply white
785 transmission controls foot pedal return slate
786 transmission controls control relay input blue
787 transmission temperature yellow
788 transmission shift program ( 5th gear ) blue
789 transmission controls ecu 5 V output white
790 transmission warning light oil level blue
791 transmission controls limp home blue


792 transmission proprietry canbus can high yellow
793 transmission proprietry canbus can low green
794 transmission proprietry canbus can ground slate
795 transmission controls gear selector supply white
796 transmission controls retarder disable signal blue
797 transmission controls gear selector neutral blue
910 braking systems stop lights switch input air 1 blue
911 braking systems stop lights switch input air 2 blue
912 braking systems low pressure warning handbrake tank switch blue
913 braking systems low pressure warning air 1 transducer signal blue
914 braking systems low pressure warning air 1 transducer return blue
915 braking systems low pressure warning air 2 transducer signal blue
916 braking systems low pressure warning air 2 transducer return blue
917 braking systems warnings handbrake active switch blue
918 braking systems low pressure warning air 1 low tank switch blue
919 braking systems low pressure warning air 2 low tank switch blue
920 braking systems low pressure warning air 2 regulator supply yellow
921 braking systems back pressure warning crt transducer blue
922 braking systems back pressure warning crt transducer rtn blue
924 braking systems abs ecu primary supply
927 braking systems abs diagnostics "k" line green
928 braking systems abs diagnostics "l" line green
929 braking systems abs abs cut-off signal blue
930 braking systems abs warning lamp output yellow
931 braking systems abs modulator valves left hand front av yellow
932 braking systems abs modulator valves left hand front ev yellow
933 braking systems abs modulator valves right hand front av yellow
934 braking systems abs modulator valves right hand front ev yellow
935 braking systems abs modulator valves left hand rear av ( drive axle ) yellow
936 braking systems abs modulator valves left hand rear ev ( drive axle ) yellow
937 braking systems abs modulator valves right hand rear av ( drive axle ) yellow
938 braking systems abs modulator valves right hand rear ev ( drive axle ) yellow
939 braking systems abs modulator valves left hand av ( tag axle ) yellow
940 braking systems abs modulator valves left hand ev ( tag axle ) yellow
941 braking systems abs modulator valves right hand av ( tag axle ) yellow
942 braking systems abs modulator valves right hand ev ( tag axle ) yellow
943 braking systems abs modulator valves left hand front return slate
944 braking systems abs modulator valves right hand front return slate
945 braking systems abs modulator valves left hand rear return slate
946 braking systems abs modulator valves right hand rear return slate
947 braking systems abs modulator valves left hand tag return slate
948 braking systems abs modulator valves right hand tag return slate
949 braking systems diagnostic switch ASR blinkcode blue
950 braking systems air dryer yellow
951 braking systems pad wear l/hand front blue
952 braking systems pad wear r/hand front blue
953 braking systems pad wear l/hand rear blue
954 braking systems pad wear r/hand rear blue
955 braking systems ABS diagonal 1 tan
956 braking systems ABS diagonal 2 tan
990 suspension systems front sensor positive supply yellow
991 suspension systems front sensor output blue
992 suspension systems kneeling valve block ( front ) valve 41(SG) yellow
993 suspension systems kneeling valve block ( front ) valve 42(SOB) yellow
994 suspension systems kneeling valve block ( front ) valve 43(SUB) yellow
995 suspension systems single valve ( front ) valve 6 yellow
996 suspension systems kneeling valve block ( rear ) valve 41 yellow
999 suspension systems single valve ( rear ) valve 6 yellow
1000 suspension systems rear sensor positive supply yellow
1001 suspension systems rear sensor output blue
1002 suspension systems ferry lift valve (front) valve 44 yellow
1003 suspension systems Front suspension solenoid valve
1040 ancilliaries coolant header tank output resistor 2K2 Ohms blue
1041 ancilliaries resistor upper probe blue
1042 ancilliaries output resistor 150 Ohm blue
1043 ancilliaries input resistor 2k2 Ohms blue
1044 ancilliaries fuel tank sender blue
1045 ancilliaries Warning Light Low Coolant Level yellow
1046 ancilliaries
1047 ancilliaries switch ignition input to CMU blue


1048 ancilliaries switch master (dash) input to CMU blue
1049 ancilliaries switch master relay output from CMU blue
1050 ancilliaries supply master relay batterey to m/sw coil red
1051 ancilliaries relay front ignition white
1052 ancilliaries relay rear ignition white
1054 ancilliaries autolube pump yellow
1055 ancilliaries coolant header tank output from IOU to module yellow
1056 ancilliaries input to IOU from module blue
1057 ancilliaries input from upper probe to module blue/slate
1058 ancilliaries module ground slate
1059 ancilliaries input from top up probe to module blue
1060 ancilliaries cooling upper header tank output resistor 2k2 ohms blue
1061 ancilliaries cooling upper header tank resistor upper probe blue
1062 ancilliaries cooling upper header tank output resitor 150 ohms blue
1063 ancilliaries input resistor 2k2 Ohms blue
1064 ancilliaries header tank water pump yellow
1065 ancilliaries (Oil Master) oil reservoir level sensor Engine mounted solenoid blue/slate
1066 ancilliaries (Oil Master) supply tan/white/slate
1067 ancilliaries (Oil Master) Optional test switch Grounded if not used slate
1068 ancilliaries (Oil Master) Warning Light input to Multibus (IOU) blue
1069 ancilliaries (Oil Master) Diagnostic K-line green
1070 ancilliaries cooling upper header tank output from IOU to module yellow
1071 ancilliaries cooling upper header tank input to IOU from module blue
1072 ancilliaries cooling upper header tank input from probe to module blue/slate
1073 ancilliaries cooling upper header tank module ground slate
1090 starting systems relay start signal yellow
1091 starting systems relay output / supply red/yellow
1092 starting systems switch start input blue
1093 starting systems switch engine door blue
1094 starting systems switch start input rear blue
1095 starting systems switch stop input rear blue
1096 starting systems pressure switch charge coupling blue
1110 charging systems alternator 1 warning light yellow
1111 charging systems alternator 1 a/c signal green
1112 charging systems alternator 2 warning light yellow
1113 charging systems alternator 2 a/c signal green
1114 charging systems alternator 1 diagnostics green
1120 instrumentation tachograph ignition white
1121 instrumentation tachograph battery permanent batt tan
1122 instrumentation tachograph battery switched batt red
1123 instrumentation tachograph illumination output from CMU yellow
1124 instrumentation tachograph speed signal PWM output from CMU green
1125 instrumentation tachograph speed signal C3 output from tacho green
1130 multibus diagnostics CMU K line green
1131 multibus diagnostics CMU L line green
1132 multibus diagnostics SCU K line green
1133 multibus diagnostics SCU L line green
1136 multibus communications (CAN) Address green
1137 multibus CAN 1 ground green
1138 multibus CAN 1 low green
1139 multibus CAN 1 high green
1140 multibus CAN 2 low green
1141 multibus CAN 2 high green
1142 multibus SLU Supply from CMU tan
1148 multibus SCU Supply from CMU tan
1149 multibus SCU tan/red
1150 multibus CMU tan/red
1151 multibus IOU1 tan/red
1160 earthing point Splice front harness slate
1161 earthing point Splice EDC-Foundation slate
1162 earthing point Splice front cross member slate
1163 earthing point Starter Motor Splice slate
1164 earthing point Dash panel slate
1165 earthing point Splice chass harness R/H -R/H/R slate


1166 earthing point Splice chass harness-Rrear edc slate
1170 diagnostics Multibus 16 way diagnostic tan/slate
1197 Spares front EDC fused supply 1mm sq wire white
1198 Spares front EDC to rear EDC 1mm sq wire white/yellow/blue
1199 Spares front EDC to rear EDC 2mm sq wire white/yellow/blue
1230 Hybrid systems ZEV Sw Cab mtd white/yellow/blue
1231 Hybrid systems Water pump Roof mtd traction batteries white/yellow/blue
1232 Hybrid systems Cooling fan Roof mtd traction batteries white/yellow/blue
1233 Hybrid systems MST Generator Controller Supplies pin1(neg) pin15(mpos) pin22(perpos) slate/red/tan
1234 Hybrid systems MST Generator Controller Supplies pin 2 (neg) pin 16 (master pos) slate/red
1235 Hybrid systems MST Generator Motor Controller Inhibit blue
1236 Hybrid systems MST Generator Motor Controller Electronics cooling circ fan relay yellow
1237 Hybrid systems MST Generator Motor Controller Auxiliary controller enable blue
1238 Hybrid systems MST Generator Motor Controller enable blue
1239 Hybrid systems MST Generator Motor Controller HV DC insulation OK # 1 blue
1240 Hybrid systems MST Generator Motor Controller Continuity feed to blue
1241 Hybrid systems MST Generator Motor Controller Continuity return blue
1242 Hybrid systems MST Generator Motor Controller GCLR contactor blue
1243 Hybrid systems MST Generator Motor Controller MCLR contactor blue
1244 Hybrid systems MST Generator Motor Controller ACLR contactor blue
1245 Hybrid systems MST Generator Motor Controller GCLR HV DC Insulation OK #2 blue
1246 Hybrid systems Battery Interface Unit contactor blue
1247 Hybrid systems GPS pin 23 tan
1248 Hybrid systems GPRS pin 24 tan
1249 Hybrid systems MST Generator Motor Controller PT CAN bus CAN cable
1250 Hybrid systems MST Generator Motor Controller GCLR diag CAN bus CAN cable
1251 Hybrid systems MST Generator Motor Controller MCLR diag CAN bus CAN cable
1252 Hybrid systems GPS TXD,RXD,GND white,black, braid
1253 Hybrid systems Varta Diagnostic RxD,TxD,CTS,RTS,GND,shield black,red,green,yellow,blue,braid
1255 Hybrid systems GPRS TXD,RXD,GND white,black, braid
1259 Hybrid systems PTMS TXD,RXD,GND white,black, braid
1260 Hybrid systems PTMS Main supply red
1261 Hybrid systems PTMS pin1(neg) pin11(mpos) pin21(perpos) tan/red/slate
1262 Hybrid systems PTMS pin2(neg) pin12(mpos) red/slate
1263 Hybrid systems PTMS pin3(neg) pin13(mpos) red/slate
1264 Hybrid systems BIU CAN_LS_L , CAN_LS_H, BMS string shield yellow,green,black
1266 Hybrid systems BIU Switched (pin34) red
1267 Hybrid systems BIU Guard In/out using A,B etc for branches blue
1268 Hybrid systems BIU CoolingfanGND(pin 46/47)switched(pin 44/45) red/slate
1269 Hybrid systems BIU Gnd (pin6 and 7)/24v Battery (pins 1 and 4) tan/slate
1270 Hybrid systems BIU fansupplyGnd (pin4)/24v switched (pin42/43) red/slate
1271 Hybrid systems BIU FAN 1 slate (neg)/ red (pos)
1279 Hybrid systems BIU Vext green
1280 Hybrid systems BIU GNDext green
1281 Hybrid systems BIU 1stMC green
1282 Hybrid systems BIU t sensor shield, t sensor +, t sensor - Braid, white, black
1283 Hybrid systems PTMS Enable 2 out yellow
1284 Hybrid systems PTMS Enable 2 in blue
1285 Hybrid systems PTMS GP out A yellow
1286 Hybrid systems PTMS GP out B yellow
1287 Hybrid systems PTMS CAN 3 HS LS Shield yellow,green,black
1288 Hybrid systems PTMS Analogue A Gnd slate
1289 Hybrid systems PTMS GP in A blue
1290 Hybrid systems PTMS TTYS3 Txd Rxd Gnd white,black, braid
1291 Hybrid systems PTMS Analogue B Gnd slate
1292 Hybrid systems PTMS Analogue A in blue
1293 Hybrid systems PTMS GP Inp B in blue
1294 Hybrid systems PTMS Analogue B 5V out yellow
1295 Hybrid systems PTMS Analogue B in blue
1296 Hybrid systems PTMS GP Inp C blue
1297 Hybrid systems PTMS Analogue A 5V out yellow
1302 Hybrid systems Hybrid electronics header tank output from IOU to module yellow
1303 Hybrid systems input to IOU from module blue
1304 Hybrid systems input from upper probe to module blue/slate
1305 Hybrid systems module ground slate

NOTES Amended:


Care Points Input Output Connectors

For the correct operation of the system it is essential
that all plug and socket connections are correctly
fitted and secured. The male and female connectors
within the plugs and sockets must be correctly fitted
within thier respective housings.
Can Connector
WRONG
1 - Locate end Key
Connector Spring lock

only located on one side
RIGHT 2 - Align Locking clip
Connector spring lock must

be located on both sides
3 - Press down to lock
4 - Correct assy

Harness Connectors
Check that pins are correctly located in holder and
not pushed back or bent.
Check that sockets are correctly located in holder

and not pushed back.
Hardware Features
The system provides protection against short circuit to ground or power supply on each cannector pin.
Outputs are also protected against over-current and over-temperature.
Output Type Max Continous Current Short Circuit / Overload

Current Limit (*)
9A High-side 9A 35A
7A High-side 7A 16A
5A Low-side 5A 28A
3.2A High-side 3.2A 8A
2A High-side 2A 8A
2A low-side 2A 28A
1.5A High-side 1.5A 4A
(*) The maximum current permitted for 1 second before output shutdown.

Electrical System and Instrumentation Amended:11.08.06
Instrument Panel
Vehicle Membrane
Hazard Master Information Warning Ingnition Switch
Switch Switch Centre Lights Speedometer Switch Panel
S TO P
miles kmh
WAIT mph
TO
START
Light Switch
Driver’s Information Screen
10 11 12 13 14 15
Symbol Function
Symbol Function
1. External Ambient Temperature
2. Demister Motor Speed
5
bar 1 3. Driver’s Demister Air Conditioning Active
14:32 17°C 12
4. Demister Temperature Setting
2 10
5. 24 Hour Clock
) 8
6. Fuel Gauge
3 AC 6 9 7. AdBlue (Urea) Gauge
4
Ad
8. Entrance Door
4 Blue 2
0 1
2 1
9. Air System Gauges - circuits 1& 2
0
1 2
10. DDA Brake Applied
11. Passenger - Stop Request
12. Disabled Passenger - Stop Request
8 6 7
13. Wheelchair Arm Restraint
14. Driver Warnings
15. Vehicle Faults

External Ambient Air Temperature 24 - Hour Clock

Position 1 Position 5
Displays the outside air Indicates that the current time in 24 hour
17°C temperature when the
14:32 clock mode.
ignition is switched on.
Demister Status Indicators Air System Gauges
Position 2 Position 6 & 7
Demister Motor Speed Indicates the Air System Pressure in

bar
12 either Service 1 or Service 2 circuit.
Indicates the demister motor speed: Off
10
8
Slow,
6
4
Medium
2
0
Fast. 1 2
Air Conditioning Active

Position 3
Indicates that the Air Conditioning system
is active.
AC
Demister Temperature Settings
Position 4
Indicates the Demister temperature

setting: Cold.
25% Heat
50% Heat
75% Heat
Hot.

Entrance Door Passenger - Next Stop Request

Indicates that the request button for the

next stop has been pushed.
Entrance Door ramp fully stowed
Indicates that the request button has been
pressed again for the next stop and will
flash for 5 seconds.
Entrance Door ramp fully extended
Entrance Door emergency controls active

! Wheelchair Passenger - Next Stop Request
Position 12
Entrance Door low air pressure.
Indicates that the request button for the
next stop has been pushed.
Indicates that the request button has been

pressed again and will flash for 5 seconds.
Exit Door
Position 9
Exit Door ramp fully stowed.
Wheelchair Passenger - Restraint Arm Position

Exit Door ramp fully extended. Position 13
Indicates that the wheelchair restraint arm

Exit Door fully closed is fully extended.

Exit Door Fully Open is fully stowed.

Exit Door emergency controls active or is in motioned; this is animated.
! obstruction detected
Exit Door low air pressure.
NOTE
Any of these symbols will also flash
DDA Brake
if the restraint arm is obstructed in
Position 10 any way.
DDA brake symbol. Indicates when the

Ramp Interlock is activated.

Driver Information & Warnings Vehicle Fault Warnings
Battery Guard Active Exterior Light Fault

The battery guard is active and indicates Indicates that there has been a bulb failure
that there is insufficient battery charge to in one of the external lights.
operate the vehicle.
Emergency Door Open DDA Brake Fault

Indicates that the emergency door has Indicates there is a fault in the Ramp
been opened. Interlock circuit.
Engine Rear Door Open

Indicates that the rear engine door is open.
! ! DDA Brake Override Fault
Engine Idle Timeout Active

This fuction is active when the vehicle has
been idling for an excesssive period. Driveline Communication
D Fault.
Engine Stop Button Pressed

Indicates that the engine stop button has Multiplex Commication Fault
been pressed. Indicates a communications fault
M
Emergency Hammer Removed

Indicates emergency hammer has been Suspension Kneeling Fault
removed from its enclosure. Indicates that there is fault in the air
suspension kneeling system.
Windscreen Wash - Suspension Raising Fault

Fluid Low Indicates that there is fault in the air
Indicates that the fluid is low in the suspension raising system.
winscreen washer reservoir.
Low External Temperature Engine Oil Pressure Low

Indicates that the outside temperature is Indicates that the engine oil pressure is
3ºC or below and there is a posssiblity of low.
ice on the road.

Electrical System and Instrumentation Amended:150107
Engine Coolant Level Low Buzzer Warnings

! Indicates that the engine coolant level is
low and should be topped up to the correct
level.
Intermittent Tone
Driveline Communication Fault
Multiplex Communication Fault
Battery Guard Active
! Check Transmission
Indicates the transmission has developed
a fault.
Hazard Warning Lights - In phase with lights
Transmission Temperature Fault The chassis buzzer sounds with the following:
Indicates that the transmission oil Continuous Tone
temperature is too high.
Entrance and/or Exit Door Open above 2kph
Entrance and/or Exit Door Low Air Pressure
Transmission Range Inhibit Active DDA Brake Override Active
Indicates a transmission fault, gear
selection is restricted. Emergency Door Open
Engine Coolant Temperature High
Engine Coolant Level Low
Brake Pad Wear
1 Indicates that the front pads (1) or the rear
pads (2) are worn.
Engine Oil Pressure Low
Engine Warning Red
Transmission Temperature High
Low Air Pressure
DDA Brake Fault
Suspension Fault
Emergency Hammer Removed (Optional)
) Low Urea level
) Urea Injection equipment fault
Single Period Tone

Entrance and/or Exit Door Emergency Controls
Active
Intermittent Tone
Retarder Disabled (Optional)
Direction Indicator Audible Warning (Optional)


Front Electrical Distribution Centre (E.D.C.)
Diagnostic Socket ABS Blinkcode Switch

(Multibus)
(ABS) Retarder Switch Engine Diagnostic Switch
(Voith Gearbox)
Diagnostic Socket
(Engine)
(Allison Gearbox)
IOU
ON/OFF CODE ON/OFF
ABS ECU
IOU
Relay
(Allison
Gearbox
Model
Only)
CAMU
PCB
Assy
440321-FRT
ALEXANDER-DENNIS
SW
PCB - FRONT - EDC
BATT+
PT. NO 439617
30A
torque
F12 3,9Nm 15 F18
20
20 Ignition 8 5 F19
7.5 F20
F13
F29 10 10 F21
30
30
F30 10 15 F22
F31 15 5 F23
F14
F32 5 5 F24
40
F33 10 5 F25
F15
F34 20 5 F26
30 R1 R2
30
15 F27
F6 5 15 F28
F16
F7 5 F1
35 7.5
F8 5 3 F2
F17 F9 3
5 F3
25 F10 3
10 F4
torque
F11 10 5 F5
17 Nm
GND BATT+ torque

31 30 3,9Nm 439617

Front EDC Fuses Rear EDC Fuses

F1 SCU Perm 5A F1 IOU3 Mast 30A
F2 IOU2 Perm 3A F2 IOU4 Mast 30A
F3 IOU6 Perm 3A F3 IOU5 Mast 30A
F4 IOU7 Perm 3A F4 Spare Mast 3A
F5 DIAG Perm 5A F5 Comb Htr Perm 10A
F6 IOU1 Perm 5A F6 Pre Heater Perm 10A
F7 CAMU Perm 7.5A F7 Spare Perm 20A
F8 Dest Perm 5A F8 IOU3 Perm 5A
F9 CCTV Perm 5A F9 IOU4 Perm 5A
F10 IOU8 Perm 10A F10 IOU5 Perm 5A
F11 Body Perm 10A F11 Diagnostic Perm 3A
F12 CAMU Mast 20A F12 Engine ECU Perm 15A
F13 IOU6 Mast 30A F13 Engine ECU Perm 15A
F14 IOU1 Mast 40A F14 Engine ECU Ign 5A
F15 IOU8 Mast 30A F15 G/Box / Rtdr ECU Ign 7.5A
F16 IOU2 Mast 35A F16 Water in Fuel Ign 3A
F17 IOU7 Mast 25A F17 Gearbox Mast 20A
F18 ABS Mast 15A F18 Doser Pump Mast 20A
F19 NG EDC W/LTS 5A F19 Air Dryer Ign 5A
F20 Ticket Machine 7.5A F20 Body Ign 5A
F21 Radio Mast 10A F21 Body Ign 5A
F22 CCTV Mast 15A F22 Fuel Heater Mast 20A
F23 Assault Alarm 5A F23 Starter Sol Mast 30A
F24 Coin Vault 5A F24 Spare Mast 30A
F25 Adjust Mirrors 5A
F26 Ticket Validator 5A
F27 Body Mast 15A
F28 W/Chair Ramp 15A
F29 G/Box Controls Ign 10A
F30 Radio Ign 10A
F31 Ramp Ign 15A
F32 Ticket Validator Ign 5A
F33 CCTV 10A
F34 Body Ign 20A

Electrical System and Instrumentation Amended:240107

Rear Electrical Distribution Centre (R.E.D.C.)
IOU 3 IOU 4 Gearbox ECU
IOU 3
IOU 4
BO-1
BO-3
BO-1
BO-3
For Vehicles Fitted

With Allison Gearbox
439899
Rear PCB Starter Hand Throttle

Indicator Relay Switch
Module Retarder
ECU
ALEXANDER-DENNIS
SW PCB - REAR- EDC
BATT+ PT. NO 439616
30A IGNITION
F1 torque 6
9Nm
30 F14 5
30
F15 7.5
F2
F16 3
30
30 F17 20
F19 5
F3 F20 20
F18 20 For Vehicles Fitted
30
30 F21 20
F22 20 With Voith Gearbox
Fuel Heater
Coolant
F4 Module - Lower
30 5
30
4
Coolant
F23
Module - Upper
30
30 F5 10
F10
5
F24 F6 10
SPARE F11
3
30
30
F7 20
F12
15
F8 5
F13 15
torque torque F9 5
17 Nm 3,9Nm
GND BATT+
31 30

Alternator AC172RA - 140 amp Amended:
Specification
Nominal voltage 24V
Maximum output 3990W
Maximum permissible alternator speed 8,000 rpm
Maximum ambient operating temperature 80°C
Rotation Reversible
Mounting Swing
Drive V-belt
Weight (approx. excluding pulley) 13.5 kg
Surge voltage protection nominal trip @ 55V
Surge voltage protection 70v maximum for 2us.
Surge voltage protection Over vol. trip @ 31.1V nom.for >3s
Maximum torque 22.5 Nm at 2000 rpm
Maximum power absorbed 10.7 kW
Stator winding connections Delta
Minimum slip-ring diameter 22.2mm
Service life 250,000 miles or 10,000 hrs
Workshop Tests
Performance
Cutting in speed 1100 rpm
Output at max. load (28V) 140A at 6000 rpm
Regulated voltage 28.5V
Stator Volt Drop Test (with winding at 20° and carrying 40A DC) 1.75 to 1.85V
Rotor Resistance (with rotor at 20°) 5.4 ± 0.3 ohm
Torque Settings
Nm lb.ft. lbf in
Rear cover securing screws 1.7 - 2.3 15 - 20
Top cover securing screws 2.8 - 3.4 25-30
Regulator securing screws 1.4 - 1.7 13 - 15
Drive shaft nut 90 -100 800 - 885
Main negative terminal nut 2.0 - 2.3 18 - 20
Main positive terminal nuts 2.8 - 3.4 25 - 36
Auxiliary lead tag nuts 1.7 - 2.3 15 - 20
Alternator pulley 100 73
Alternator positive terminal 1.3 - 2.45 11.5 - 21.6
Alternator negative terminal 4.52 - 5.65 40 - 50

Alternator AC172RA Amended:
Description Operation
The AC172R alternator represents a range of alternators All alternators have a revolving field coil assembly (the
for use in the public service vehicle market. Normally rotor) and a stationary armature (the stator). Field coil
supplied for 24 volt systems only, it is available in various current flows through two carbon brushes which bear on
outputs. two slip-rings mounted on the rotor shaft. The slip- rings
and brushes operate in an enclosed compartment, thus
The AC172R is a ventilated machine, similar in basic
preventing dust or water contaminating the slip-rings.
construction to the familiar AC5R. A narrow stator
containing the winding laminations is housed between two As the rotor revolves, alternating current (AC) is
end shields. There is a fan mounted externally at the drive generated. This is converted (rectified) to direct current
end and a cover protecting the regulator, brush box and (DC) by six diodes mounted in heat sinks fitted to the slip-
diodes at the rear (slip-ring) end. A rotor revolves inside, ring end shield; these diodes can be press-fit or stud type.
supported at either end by a ball bearing.
A second rectifier bridge is formed by three additional
Variations include different mounting lug configurations, press-fit diodes mounted in the same heat sinks as the
rear cover design and lubrication methods. Either a type main diodes. These, together with the main negative
546 or, more commonly, a type 547 regulator can be fitted. diodes, provide the current for the field coil.
Both can be used in conjunction with the 543 Battery Over-
The electrical DC output is delivered through two main
Voltage Protection Unit.
terminals, with the voltage being controlled by the
regulator. The alternator is self limiting in respect of
maximum output current.
AC172R - Fig 1 - 100 - 24 Alternator

Alternator AC172RA - Dismantling Amended:
NOTE
When a machine is being checked to isolate a
fault, it is advisable to test the regulator as
described in "Testing & Lubrication", Page 5.22
- 5.23 before dismantling the complete machine.
Thoroughly clean the alternator before dismantling. Refer

to "Cleaning Fluids", Page 5.24 for details on cleaning
fluids and their use.
Special tools required for dismantling are also detailed in
"Special Tools", Page 5.24.
Removing The Pulley And Fan

Grip the alternator pulley in a vice, ensuring that the pulley
is protected from damage (use a pair of rubber drive belts),
and that the body of the alternator is supported. Unscrew
and remove the drive shaft nut and spring washer (3) and
remove the pulley (2). Line up the notch in the fan (1) with
the Woodruff Key and slide the fan off the drive shaft.
Lever out the Woodruff Key (4).
Removing The Rear Cover

Unscrew and remove the four screws, spring washers and
plain washers (2) then remove the rear cover (1).
NOTE
In the case of a radio-suppressed machine it will
be necessary to disconnect the two capacitor
leads to release the cover.

Removing The Capacitors

If it is deemed necessary to remove a capacitor, proceed
as follows: Unscrew the four screws securing the capacitor
(2) to the clamp plate (1) and, holding the clamp plate,
withdraw the capacitor.
Removing The Terminal Box

Prise off the rubber terminal cover (9) and disconnect the
three leads (6), (7) and (8). Unscrew and remove the two
screws, washers and spring washers (1) and (3) and
remove the brush holder and gasket (2). Remove the
plastic insulator then disconnect the Lucar connector from
lead (6). Remove the terminal box (5) and discard the
gasket (4).
Removing The Regulator

Remove the screw and spring washer (1) securing the
black regulator lead to the main negative terminal pillar.
Similarly, remove the red lead (if fitted) from the main
positive terminal pillar (8).
Unscrew and remove the three regulator securing screws,
washers and spring washers (5), and remove the regulator
(4).
Unscrew and remove the four rear cover mounting pillars
(2), (3), (6) and (7), if fitted.

Removing The Heat Sink Assembly

Unscrew and remove the three screws and spring washers
(6), (8) and (10), securing the stator leads. Remove the
two nuts and spring washers (2) and (4) and lift off the
terminal link (3), if fitted. Remove the regulator pillars and
washers (7) and (9). Unscrew and remove the three
screws and washers (5), (11) and (12), and the terminal
pillar (1). Pull the stator leads clear. The heat sink
assembly can now be removed.
Separating The Stator From The End

Shields
Straighten the three stator leads (1) as shown. Scribe a
line (5) across the two end shields and stator. Unscrew
and remove the four through bolts and spring washers (3).
Using two screwdrivers, carefully prise the slip-ring end
shield (2) from the stator (4). Similarly, separate the stator
from the drive end shield (6).
Separating The Rotor From The Drive

End Shield
Using a standard workshop press, separate the rotor from
the drive end shield as shown.

Removing The Clamp Plate

Position the drive end shield (1) as shown, holding a hand
underneath to catch the spacer (4) as it falls out. Unscrew
and remove the three clamp plate securing screws and
spring washers (2), and remove the clamp plate (3).
Removing The Drive End Bearing

Using a standard workshop press, remove the bearing
from the drive end shield.
Removing The Slip-Ring End Bearing

Remove the spacer (3) from the rotor shaft. Fit a 'Sykes'
race extractor to the slip-ring end of the rotor (taking care
not to damage the slip-ring moulding) and remove the slip-
ring end bearing (1). Slide the plastic spacer (2) off the
rotor shaft.

Removing The Drive End Bearing Seal
NOTE
The following instruction does not apply to
machines with sealed bearings.
Using a large screwdriver, lever out the rubber seal (1)

from the drive end shield (2): use a piece of wood or
similar material to avoid damage by the screwdriver to the
edge of the end shield. Discard the rubber seal.

Alternator AC172RA - Component Inspection & Renewal Amended:
General Stator
Wipe all components clean with a dry cloth then use Visual Check
compressed air to remove loose dust from inaccessible Check the stator visually for signs of damage or
areas. DO NOT 'spin' the bearings with compressed air as deterioration of the insulation of windings and leads.
this can cause damage to the bearing. Ensure that the windings are held securely in place and
All components must be thoroughly cleaned with an that all bindings are tight and in good condition.
approved cleaning fluid before examination (refer to
Insulation Test
"Cleaning Fluids", Page 5.24). The stator frame and rotor
shaft should be wiped clean using a non-fluffy rag Check the insulation between the frame and one of the
moistened with white spirit. Take care to avoid the spirit three stator leads using the 100 V 'Megohm' test meter or
having prolonged contact with the winding insulation and 100 V 'Flash' tester. A minimum resistance of 10 megohms
stator leads. should be indicated if the 'Megohm' test meter is being
used. If the resistance is below this figure, clean and
All seals and gaskets must be renewed. thoroughly dry the stator then check the insulation again.
Examine all components visually for signs of cracking, Renew the complete stator if the specified resistance
corrosion, local discolouration and any other signs of cannot be obtained.
damage or excessive wear. Check all internal and external Stator Volt Drop Test
threads.
Check for continuity and correct resistance by wiring the
It is essential to remove all remaining traces of carbon dust 24 V battery in series with the adjustable load and the 0-
with compressed air before carrying out any insulation 50 A ammeter; complete the circuit across one pair of
tests. stator leads. Adjust the resistor until a current of 40 A flows,
then measure the voltage across these two same stator
In addition to the usual workshop facilities, the following
leads with the 'Avo'. Repeat this complete test on the
electrical equipment will be required:-
remaining two pairs of leads. The indicated voltage should
1. First-grade moving coil DC ammeter with a range be the same each time and within the limits given in
of a to 50 A. "Specification", Page 5.6. If the results are not similar in
each test, renew the stator.
2. 'Avo' or similar 'multimeter'.
3. 100 V 'Megohm' test meter or similar 100 V 'Flash'
tester.
4. 4 V battery of 50 ampere-hour minimum capacity.
5. Adjustable load capable of carrying a current of 40
A at 24 V.
6. 24 V 44/48 W lamp and single pole ON/OFF
switch.
Brushgear
Examine the moulded brush box for cracks and any other
signs of damage or 'tracking'.
Check that the brushes are in good condition and that they
protrude from the brush box for a minimum of 11.0mm
(0.429 in).
Should the brushes or brush box be faulty, the complete
brush box must be renewed. It is recommended that the
brush box is renewed when a complete overhaul is being
carried out.

Rotor Carefully examine the field coil leads for any signs of
mechanical stress or damage to the insulation. Pay
Check the rotor for any signs of damage or rubbing. particular attention to the ends where they were attached
Examine the field windings for damage or deterioration of to the slip-rings. Ensure that the coil leads are long enough
the insulation and ensure that they are held securely in to connect to the new slip-rings.
place.
Ensure that the slip-rings are clean and free from grease,
then check for continuity by measuring the resistance
between them with the 'Avometer'. Take care not to
damage the brush tracks with the meter prods. The
resistance should be as specified in "Specification", Page
5.6. Renew the complete rotor if this resistance cannot be
obtained.
Check the insulation between each slip-ring and the drive
shaft with the 100 V 'Megohm' test meter or 100 V 'Flash'
tester. The resistance should be 10 megohms minimum if
the 'Megohm' test meter is being used.
If the resistance is below this figure, clean and thoroughly
dry the rotor then check the insulation again. Renew the
complete rotor if the specified resistance cannot be
obtained. AC172R - Fig 2 Renewing the field coil leads
Check the slip-ring surfaces for any pitting or scoring. If

skimming is necessary, mount the rotor in a lathe using the Should the lead ends be defective in any way, they should
bearing journals for location. Remove the minimum be renewed in the following manner:-
amount of metal necessary using a diamond or tungsten Cut the two leads as indicated in Fig. 2.
carbide tipped tool to obtain a fine even finish. The
minimum permissible slip-ring diameter is 22.2 mm (0.875 Taking each lead in turn, trim back a short length of the
in). glass fibre sleeving and clean off the covering of the wire
to expose the copper surface. Lightly twist a new length of
Should it prove impossible to remove all pitting or scoring 21 swg enamelled copper wire (Fig. 2) to the existing wire
without reducing the diameter below the minimum stated and solder the joint together. Snip off any excess wire.
figure, new slip-rings must be fitted.
Apply a coating of Z6/V A445 varnish to the joint. Slide a
The slip-rings must be concentric with the rotor shaft to short length of 2 mm glass fibre sleeving (Fig. 2) over the
within 0.05 mm (0.002 in). joint so that it slides inside the existing sleeve. Apply a
Great care must be taken when handling the rotor to avoid further coating of varnish to the sleeve and slide on a new
damaging the slip-ring surfaces. length of 3 mm glass fibre sleeving to abut the original
sleeve. Apply a final coating of Z6/VA445 varnish to the
outside.
Degrease the shaft with white spirit and allow to dry. Coat
Bearings the relevant part of the shaft with 'Araldite' using the two-
It is recommended that new bearings are fitted as normal tube method in accordance with the manufacturer's
routine when the alternator is being completely instructions. Do NOT allow 'Araldite' to come into contact
overhauled. with any other part of the shaft.
Slide the slip-rings on to the shaft and over the field coil
lead, ensuring that the lead passes through the groove in
the slip-ring. Allow to set for one hour at 70ºC or 20 hours
Renewing The Slip-Rings (See Fig. 2) at 20ºC (ambient).
Should it prove impossible to remove pitting or scoring Cut the extended field coil leads to length, bare the ends
without reducing the diameter below the minimum stated for the minimum length necessary, then solder one lead to
figure, new slip-rings must be fitted. Proceed as follows:- each slip-ring.
Carefully unsolder and remove the two leads from the slip- Mount the drive shaft of the rotor in a lathe and support the
rings. outer race of the slip-ring bearing in a 'steady'. Use a
Using a 'Sykes' puller " remove the defective slip-rings. diamond or tungsten carbide tipped tool to obtain the fine
Clean and polish the rotor shaft until the new slip-rings are finish required. Remove just enough metal from the slip-
a sliding fit on the shaft. rings to ensure that they are concentric with the rotor shaft
to within 0.05 mm (0.002 in).

Test Probe Position Diode Correct

Test Being Test Lamp
Positive Probe Negative Probe
Tested Indication
1 Each Heat Sink in Turn Main Output Terminal D + Pos. ON

2 Main Output Terminal D + Each Heat Sink in Turn Pos. OFF
3 Main Output Terminal D - Each Heat Sink in Turn Neg. ON
4 Each Heat Sink in Turn Main Output Terminal D- Neg. OFF
5 Each Heat Sink in Turn Terminal 'A' (on Main D+) Aux. ON
6 Terminal 'A' (On Main D+) Each Heat Sink in Turn Aux. OFF
Testing The Diodes

All the diodes can be tested while the three heat sinks are
Renewing the stud type diodes
still assembled in the slip-ring end shield. Using the 24 V Unscrew and remove the securing nut and spring washer
44/48 W lamp connected in series between a probe and (3) from the diode using an 11mm thin-walled tubular
the positive terminal of the 24 V battery plus a second spanner. Push the diode (4) clear of the heat sink.
probe connected to the negative side of the battery, carry Thoroughly clean the contact face and hole in the heat sink
out the tests detailed in the diode testing chart above. then smear both surfaces with 'Biccon X' jointing
Should a lamp indication be obtained that does not agree compound (see "Cleaning Fluids", Page 5.24).
with the table, the diode being tested is faulty and the heat Ensure that the new diode is clean and free from grease;
sink containing it must be renewed or repaired. insert it into the heat sink. Secure with the spring washer
and nut.
NOTE
Tighten the diode securing nut to a torque of 2.7 to 3.1 Nm
A broken lead between diode and terminal or a
using an 11 mm thin-walled tubular spanner.
high resistance solder joint could also indicate
a faulty diode. Check for either of these faults Replacing the heat sinks
before removing a heat sink. Renew the heat sink(s) ensuring that the insulating bushes
and washers are fitted in the correct sequence to insulate
the heat sinks from the end shield and from each other
(see Fig. 3 inset).
Diode And Heat Sink Renewal Ensure that the connecting surfaces of the main leads and
(See Fig. 3 on the next page) diodes are clean and free from grease. Reposition the
leads and solder them to the diodes.
Individual stud diodes can be renewed but a faulty press-
fit diode will necessitate renewal of the complete assembly To connect the auxiliary diode lead, slide a small glass
comprising heat sink and diode(s). The following fibre sleeve of suitable diameter over the lead to be joined.
procedure should be adopted in either case: If necessary, splice in a small length of suitable cable to
lengthen the lead. Twist the bared ends together and
NOTE solder the joints. Apply Z6/ V A445 varnish to the joint.
65 A machines have press-fit type main diodes; When partly dry (tacky), slide the glass fibre sleeve over
the main diodes in 100 A and 120 A machines the joint and varnish with more Z6/VA445.
are stud type. All machines have press-fit When complete, paint the entire assembly - heat sink,
auxiliary diodes. diodes and leads - with Pacific Blue 014 synthetic enamel.
'Crimping' together the auxiliary diode leads is permitted
provided the correct crimping tool and a connector of the
Removing the heat sinks correct size and electrical value are used; typical field
Unsolder the connecting lead (5) from each of the main current is 3.5 A.
diodes in the faulty heat sink.
Cut the leads (1) from the auxiliary diode (2) at a point
approximately 25 mm (1.0 in) from the diode.
Remove the insulating washers and brush (7) and detach
the heat sink (6).

AC172R - Fig 3 View of heat sink and diode assembly
Key
1. Auxiliary diode lead.
2. Auxiliary diode.
3. Nut and spring washer.
4. Main diode (stud type).
5. Main diode lead.
6. Heat sink.
7. Insulating bush and washers.

Alternator AC172RA - Reassembly Amended:
Fitting The Drive End Bearing Seal

Fit a new rubber seal (1) to the drive end shield (2). The
solid side of the seal must face away from the drive end
shield.
Fitting The Drive End Bearing

Press the drive end bearing into the drive end shield as
shown, using a standard workshop press and pressing
against the outer race only.
Fitting The Clamp Plate

Fit the triangular clamp plate (3) to the drive end shield (2)
and secure it using the three screws and spring washers
(1), tightened to a torque value of 2.3 to 2.8 Nm. Fit the
metal spacer (4) so that it sits snugly inside the clamp
plate.

Fitting The Slip-Ring End Bearing

Fit the plastic spacer (2) onto the rotor shaft as shown.
Mount the rotor (1) in a press, drive end uppermost, with
the slip-ring end of the rotor shaft sitting loosely in the slip
ring end bearing (3); the rubber seal of the bearing should
face downwards. Support the inner race of the bearing
with a suitable cylindrical spacer then press the rotor shaft
into the bearing.
Fitting The Rotor Into The Drive End

Shield
Fit the rotor into the drive end shield (2), pressing firmly on
the shoulders of the rotor claws (1) to make sure that the
rotor is pushed fully home.
Fitting The Stator To The Drive End

Shield
Fit the stator (1) to the drive end shield (2) ensuring that
the marks scribed during dismantling are in line with each
other.

Fitting The Slip-Ring End Shield

Fit the slip-ring end shield (2) to the stator (4), making sure
that the three stator leads (1) are correctly positioned and
do not foul the slip-ring end shield; if necessary use a
press. Make sure that the scribe marks (5) made during
dismantling are all in line, then secure the whole assembly
using the four through bolts and spring washers (3),
tightened to a torque value of 6.2 to 7.4 Nm.
Fitting The Heat Sink & Diode Assembly

Fit the heat sink and diode assembly to the slip-ring end
shield. Secure it using the following procedure: The two
regulator pillars (7) and (9), together with their washers
and spring washers; torque value 2.8 to 3.4 Nm.
The three (or four) securing screws, washers and spring
washers (5), (11) and (12); torque values - 2.8 to 3.4 Nm
(large) and 1.7 to 2.3 Nm (small).
The terminal pillar (1) together with its washer and spring
washer. If fitted, this item replaces one of the smaller
securing screws. The torque value is 1.7 to 2.3 Nm.
Fit the terminal link (3) (if fitted) as shown. Secure it with
the two nuts (2) (torque value 1.7 to 2.3 Nm) and (4)
(torque value 2.8 to 3.4 Nm). Secure the stator leads to the
heat sinks using the three screws and spring washers (6),
(8) and (10) tightened to a torque value of 2.0 to 2.3 Nm.
Fitting The Terminal Box

Place the plastic terminal box (3), with a new gasket (4), in
position over the brush box. Pass the yellow lead (5)
through the hole and fit a new Lucar connector and
insulator (2). Insert the brush holder (7) into the terminal
box and secure using the two screws, washers and spring
washers (1) and (6); tighten to a torque value of 1.4 to 1.7
Nm. Connect the Lucar connector (2) as shown.

Fitting The Regulator

Fit the regulator (4) and secure it using the three screws,
washers and spring washers (5), (8) and (9), tightened to
a torque value of 1.4 to 1.7 Nm. Connect the black
regulator lead to the main negative terminal and secure it
using the small screw and spring washer (2), tightened to
a torque value of 1.4 to 1.7 Nm. Similarly, connect the red
regulator lead (if fitted) to the main positive terminal (12).
Connect the two remaining regulator leads (13) to the two
remaining brush box terminals (green lead to the 'F'
terminal) then re-fit the rubber terminal box cover (1).
In the case of radio-suppressed machines, fit the four rear
cover mounting pillars (3), (6), (7) and (10), and tighten to
a torque value of 1.7 to 2.3 Nm. Fit new capacitors (15)
and (18) (if previously removed) to the rear cover and
secure each using the four screws and spring washers
(not shown) screwed into the clamp plates (14) and (19).
Connect the two capacitor leads (16) and (17) in the rear
cover to the main positive terminal (12) and the auxiliary
(warning light) terminal (11); tighten the terminal nuts to
torque values of 2.8 to 3.4 Nm and 1.7 to 2.3 Nm
respectively.
Fitting The Rear Cover

Fit the rear cover (1) and secure using the four screws and
spring washers (2), tightened to a torque value of 1.7 to
2.3 Nm.

Fitting The Pulley And Fan

Slide the remaining spacer (1) onto the rotor shaft and
engage it with the recess in the drive end shield as shown.
Fit a new Woodruff Key (5) into the slot in the rotor shaft.
Slide the fan (2) onto the rotor shaft (there is a notch to
enable it to slide over the key) and seat it firmly against the
spacer. Re-fit the pulley (3) and secure it using the nut and
spring washer (4) tightened to a torque value of 90 to 100
Nm (secure the pulley in a vice as described at the
beginning of "Dismantling", Page 5.8 - 5.12).

Alternator AC172RA - Testing & Lubrication Amended:
Test Equipment The batteries (24V and 6 V) must be fully charged; no

significant volt drop should occur when the variable
Equipment required to test the alternator resistor is set at its lowest value.
• Test machine with variable speed drive capable of Set the variable resistance until 24 V is indicated on the
driving the alternator at speeds of up to 8000 rpm meter; the lamp should be ON.
on full load.
• 24 V 100 ampere-hour lead acid battery.
• Carbon pile or similar variable electrical load
capable of carrying a current of 120 A at 30 V.
• 100 V 'Megohm' test meter or a 100 V 'Flash'
tester.
• First grade DC moving coil ammeter with a range
of 0 to 150 A.
• First grade moving coil DC voltmeter with a range
of 0 to 50 V.
• 'Avo' or similar multimeter with a resistance range.
• 24 V, 2.8 W warning lamp. AC172R - Fig 4
Test Circuit for 546 & 547 regulators
Additional equipment required to test the Decrease the resistance until the lamp goes out; this must
regulator occur at between 28 V and 29 V. The lamp must switch off
cleanly - no flickering is permissible.
• 6 V battery (low capacity acceptable).
If the regulator fails this test it is faulty and must be
• Field coil from AC172R alternator.
renewed.
NOTE
If a suitable field coil is not available a 10
ohm 100 W wire wound resistor can be
Static Tests - Alternator
used as a substitute load. If a 10 ohm 100
W resistor is not available, a similar Before mounting the alternator on the test machine or
resistance can be made up using two 22 making any connections, check the insulation resistance of
ohm 50 W resistors in parallel. Resistors the alternator windings.
of this value can be obtained from RS
Components Ltd. under stock No. 158- NOTE
345. They should be used with heat sinks
stock No. 401-4 03. These heat sinks The regulator must be disconnected from the
must be placed so that the fins are alternator when carrying out the following
vertical in free air. insulation tests; UNDER NO CIRCUMSTANCES
MUST THE INSULATION TESTER BE
CONNECTED TO ANY OF THE REGULATOR
• 250 ohm 3 W variable resistor. LEADS.
Connect one side of a 100 V 'Megger'-type tester to the

alternator frame and keep it there until the test has been
Static Tests - Regulator completed. Connect the other side of the tester to one of
the heat sinks, then the main positive, main negative and
The alternator and regulator form an integral unit, 'A' terminals in turn. The resistance between any of these
therefore before undertaking repair work on the alternator terminals and earth should be not less than 10 megohms.
it is essential to carry out a test to determine which is at
fault.
Remove the regulator leads from the terminals on the
alternator and connect the leads to the test circuit as
shown in Fig. 4.

Alternator AC172RA - Testing & Lubrication Amended: 05/02/07
Performance Testing Lubrication

1. Mount the alternator on the test machine and Although some machines are fitted with sealed bearings,
connect the drive. many are 'Stauffer' lubricated. The following instructions
apply to 'Stauffer' lubricated machines only:
2. Make the connections as shown in Fig. 5
Before re-assembly, pack the following with Shell 'Dolium
NOTE R' grease:-
DO NOT REMOVE ANY CONNECTIONS • The grease passageways in both end shields.
WHILE THE ALTERNATOR IS RUNNING.
• Both bearings.
3. Start the drive and increase speed to 1500 rpm • The cavity between the slip-ring end bearing and
(approx.). Check that the alternator is charging. the plastic spacer, two thirds full.
4. Reduce speed until the ammeter reads zero and NOTE
the lamp is extinguished. This speed should
correspond to the cutting-in-speed. See It is important that the slip-ring end
bearing is fitted the correct way round
) "Specification", Page 5.46.
with the sealed end towards the slip-ring.
5. Adjust alternator speed and load to correspond to
the figures in the performance table, in Smear a thin film of Volium R' grease on the lips of the
) "Specification", Page 5.46. Check for each drive end seal and also on the rotor drive shaft.
condition specified.
Every 100,000 km, or every year (whichever is the
Some variation from the stated outputs is permissible but sooner), remove the lubricator caps and add TWO caps
failure to reach within 10% of the required figures indicates full of 'Dolium R' grease to the drive end lubricator and one
a faulty machine. If the static tests were satisfactory then cap full to the slip-ring end lubricator. No other lubrication
the regulator must be considered suspect and should is required.
therefore be replaced.
The adjustable load must be set so that the machine NOTE
provides the maximum rated output at 28 V. If the battery Do Not Over-Lubricate the Machine.
is fully discharged it may not be possible to obtain the
rated voltage.
If the load will not absorb the full rated output it may be
necessary to discharge the battery before commencing
the performance tests.
AC172R - Fig. 5
Test Circuit for AC172R alternator

Alternator AC172RA Amended:
Special Tools Cleaning Fluids

Kerosene may be used on parts which do not contain
electrically insulated components.
Components containing electrical insulation should be
cleaned with a chlorinated solvent. Usually wiping with a
moistened cloth is quite sufficient.
 WARNING
Chlorinated solvents can be dangerous.
Avoid breathing the vapour.
These solvents are safe when properly used but
in common with other halocarbons inhalation of
high concentration of vapour will cause
AC172RA - Fig. 6 'Sykes' type race extractor drowsiness, headaches and giddiness. Severe
exposure may lead to unconsciousness or
prove suddenly fatal.
These vapours are considerably heavier than
A 'Sykes' race extractor of the type shown in Fig. 6 will be air and may collect at low levels, particularly in
necessary to remove the slip-rings and the slip-ring end undisturbed areas.
bearing. No other special tools are required.
Do not smoke when using these solvents.
Do not use the solvent in a place which is not
well ventilated, but avoid draughts.
Do not lean into any vessel containing the
solvent - liquid or vapour.
Avoid contact with the skin and eyes.
These solvents will remove the natural grease
from the skin. Contact with the hands should be
avoided as far as possible, and if contact is
likely PVC gloves should be worn.
Solvent in the eyes will be irritating and if there
is any danger of splashing, eye protection
should be worn.
Do not take internally.
Avoid contact of the liquid or vapour with naked
flames or red hot surfaces (e.g. welding arcs) as
acidic and toxic decomposition products will be
formed.

Battery Carrier Area pressing and releasing the reset button in intervals
of approximately 2 seconds.
Master Switch
Permanent Supply
Switch Supply Fuses - front & rear EDC
Fuse - front EDC (40 amp)
(125 amp)
Permanent Supply
Fuse - Instrument Panel
(5 amp)
• When the correct number is displayed, cease

pressing the button and wait until the next number
Torque settings to the right begins to flash. (if the number begins to
Master switch bolt . . . . . . .7.9 - 10.2 Nm (5.8 - 7.5 lbf.ft) flash before setting the correct number, then
switch the ignition off and begin the process from
Master switch coil terminal . . . . . . . .20.25 Nm (14 lbf.ft) step 1).
Master switch main terminal . . . . . . .20.25 Nm (14 lbf.ft)
• Repeat the process until all the numbers are
Front EDC-fuse terminations . . . . . . . .13 Nm (9.5 lbf ft)
correctly set.
• When all the numbers are set, wait approximately
4 seconds and the speedometer will return to
normal mode.
Calibration of Speedometer If the process is aborted at any time before completion, the
old calibration number is retained. The speedometer can
Digital Speedometer be set for pulses per mile or kilometre in the range 2,500
Vehicles are be fitted with a digital speedometer from to 128,000.
manufacture or as a replacement. This type require a
programming switch harness (push button) to set the
calibration. Pt No: 660487
Setting Calibration - Digital Speedometer

Mph/Kph Axle Ratio Gearbox Type Pulses per Mile
The programming switch must be connected to the MPH 4.89:1 Allison 2100 13680
programming input connection (pin 3), by temporarily
unplugging the vehicle harness connector from the MPH 4.89:1 Voith DV500 13680
speedometer and reconnecting to the speedometer via the KPH 4.89:1 Allison 2100 8500
calibration harness.
KPH 4.89:1 Voith DV500 8500
• To set the calibration (pulses per mile or km), hold
the button ON and switch on the ignition. Continue
to hold the button on until the odometer display
shows 6 numbers. This sets the speedometer into
calibration mode.
• Release the button and the left hand number on

the odometer display will flash on and off,
Increment this number to the required value by

Wiring Schematics - Chassis - Allison 2100 Gearbox

up to chassis 0510 - Euro 4 engine
Chassis Schematics
Batteries, Starting, Charging & Power Distribution . . . . . . . . . . . . . . . . . . . . .Page 5.72
Front EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.73
Rear EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.74
CMU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.75
IOU 1 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5.76
IOU 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.77
IOU 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.78
IOU 4 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.79
IOU 5 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.80
IOU 6 Systems - RH Front Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.81
IOU 7 Systems - LH Front Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.82
SLU1 & 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.83
SLU3, 4, 5 & 6 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.84
SCU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.85
CAN Com Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.86
Tachograph & Speedo Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.87
Cummins ISBe4 Engine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5.88
Allison 2100 Gearbox Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.89
Wabco E Series ABS Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.90
Earth Points, Soldered Joints & Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.91
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.92
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.93
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.94
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.95
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.96

Wiring Diagrams - Allison 2100 - up to chassis 0510 - Euro 4

BATTERIES, STARTING, CHARGING & POWER DISTRIBUTION Amended: 07/11/07


FRONT EDC PCB
Amended: 07/11/07

REAR EDC PCB
Amended: 07/11/07


CMU SYSTEMS Amended: 07/11/07

IOU1 SYSTEMS Amended: 07/11/07










IOU6 SYSTEMS - RH Front Body Amended: 07/11/07


IOU7 SYSTEMS - LH Front Body Amended: 07/11/07


SLU1 & 2 SYSTEMS Amended: 07/11/07


SLU3, 4, 5 & 6 SYSTEMS Amended: 07/11/07


SCU SYSTEMS Amended: 07/11/07

Wiring Diagrams - Allison 2100 - up to chassis 0510 - Euro 4 Amended: 07/11/07
STOP
ABS
P
!
!
!
CAN COM SYSTEMS
Warning
Array
Light


Tachograph & Speedo SYSTEMS Amended: 07/11/07


Cummins ISBe4 Engine SYSTEMS Amended: 07/11/07


WABCO E Series ABS
SYSTEMS


EARTH POINTS, SOLDERED JOINTS & SYMBOLS Amended: 07/11/07

9 12 15
8 11 14
7 10 13
4
6
5
1
2
3
G
H
F
J
E
U
K
D
X
L
C
R
M
B
N
A
P
10 1
11 2
12 3
4
13
5
14
15
16
17
6
18 7
19 8
20 9

B
C
4 1
6 3
5 2
P
3
1
2
B
6
7
5
C
A
N
A
N
C
B
3
5
1
4
2

16
18
17
13
15
14
13
15
14
11
10
12
10
11
12
7
8
7
9
5
6
4
6
4
3
2
1
3
1
2
14
01
16
15
1

13 12 11 10 9 8 7 6 5 4 3 2 1
25 24 23 22 21 20 19 18 17 16 15 14
1 3
4 2
20
30
40
6 7 8 9 10
50
g
B
A
f
e
h
d
48
F
C
D
c
G
k
B
b
H
M
A
46
l
A
a
J
m
N
F
P
x
B
J
n
w
G
H
45
p
1 2 3 4 5
v
r
u
s
t
43
41
11
31
21

8 9 10 11 12 13 14
1 2 3 4 5 6 7
2
1
1 2
4
3

Wiring Schematics - Chassis - Allison 2100 Gearbox

on & after chassis 0511 - Euro 4+ engine
Chassis Schematics
Rear EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.100
CMU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.101
IOU 1 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5.102
IOU 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.103
IOU 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.104
IOU 4 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.105
IOU 5 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.106
Switch Panel PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.109
SCU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.110
CAN Comm Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.111
Allison 2100 Gearbox Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.113
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.116
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.117
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.118
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.119
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.120

Wiring Diagrams - Allison 2100 - chassis 0511 on - Euro 4+ Amended: 07/11/07
BATTERIES, STARTING, CHARGING & POWER DISTRIBUTION

FRONT EDC PCB

REAR EDC PCB

CMU SYSTEMS

IOU1 SYSTEMS

IOU2 SYSTEMS

IOU3 SYSTEMS

IOU4 SYSTEMS

IOU5 SYSTEMS

IOU6 SYSTEMS - RH Front Body

IOU7 SYSTEMS - LH Front Body


STOP
ABS
P
!
!
!
Switch Panel PCB

SCU SYSTEMS

CAN COMM SYSTEMS

Cummins ISBe4 Engine SYSTEMS


WABCO E Series ABS

SYSTEMS

EARTH POINTS, SOLDERED JOINTS & SYMBOLS

3
1
2
4
6
7
5
8
N
N
3
5
1
4
2 G
H
F
J
E
U
K
D
X
L
C
R
M
B
N
A
P
10 1
B
11 2
C
12 3
A
4
13
5
14
15
16
17
A
6
18 7
C
19 8
B
20 9
9 12 15
8 11 14
7 10 13
4
6
5
4 1
6 3
5 2
2
1

13
15
14
11
10
12
7
9
5
4
6
3
2
1
g
f
e
h
d
j
C
D
c
k
B
b
L
16
18
17
E
M
l
A
a
K
13
15
14
m
N
F
11
P
10
12
n
w
7
G
H
p
v
5
4
r
u
s
t
3
2
1
B
A
14
01
16
15
1

13 12 11 10 9 8 7 6 5 4 3 2 1
25 24 23 22 21 20 19 18 17 16 15 14
F
E
G
D
H
A
C
J
B
20
30
40
6 7 8 9 10
50
48
46
45
1 2 3 4 5
43
41
11
31
21


Page 5.120
8 9 10 11 12 13 14
1 4 7 10 13 16 19 1 4 7 10 13 1 4 7 10 13 16
1 2 3 4 5 6 7
1 2 2 5 8 11 14 17 20 2 5 8 11 14 2 5 8 11 14 17
Enviro200Dart
3 6 9 12 15 18 21 3 6 9 12 15 3 6 9 12 15 18
8 7 6 5 4 3 2 1
16 15 14 13 12 11 10 9
Wiring Diagrams - Allison 2100 - chassis 0511 on - Euro 4+
Amended: 07/11/07
SERVICE MANUAL

Wiring Schematics - Chassis - Voith DV500 Gearbox
Chassis Schematics
Rear EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.124
CMU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.125
IOU 1 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5.126
IOU 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.127
IOU 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.128
IOU 4 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.129
IOU 5 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.130
SLU1 & 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.133
SLU3, 4, 5 & 6 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.134
SCU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.135
Voith.5 Gearbox Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.139
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.142
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.143
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.144
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.145
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.146

Wiring Diagrams - Voith DV500 Amended:
























16
18
17
14
13
15
14
15
13
11
12
10
11
10
12
9
7
6
5
5
6
4
1

Wiring Schematics - Chassis - Allison T280R Gearbox

Euro 4 engine
Chassis Schematics
Rear EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.150
CMU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.151
IOU 1 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.152
IOU 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.153
IOU 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.154
IOU 4 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.155
IOU 5 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.156
SLU1 & 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.159
SLU3, 4, 5 & 6 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.160
SCU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.161
Cummins ISBe4 Engine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.164
Allison T208R Gearbox Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.165
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.168
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.169
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.170
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.171

Wiring Diagrams - Allison T280R - Euro 4 Amended: 07.11.07

























Wiring Schematics - Chassis - Allison T280R Gearbox

chassis 0509 onwards - Euro 4+ engine
Chassis Schematics
Rear EDC PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.176
CMU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.177
IOU 1 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5.178
IOU 2 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.179
IOU 3 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.180
IOU 4 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.181
IOU 5 Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.182
Switch Panel PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.185
SCU Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.186
Allison T208R Gearbox Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.189
Gear Selector System & Spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.191
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.193
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.194
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.195
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.196
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 5.197

Wiring Diagrams - Allison T280R - chassis 0509 on - Euro 4 + Amended: 07.11.07
BATTERIES, STARTING, CHARGING & POWER DISTRIBUTION

FRONT EDC PCB

REAR EDC PCB

CMU SYSTEMS

IOU1 SYSTEMS

IOU2 SYSTEMS

IOU3 SYSTEMS

IOU4 SYSTEMS

IOU5 SYSTEMS

IOU6 SYSTEMS - RH Front Body

IOU7 SYSTEMS - LH Front Body


STOP
ABS
P
!
!
!
Switch Panel PCB

SCU SYSTEMS

CAN COM SYSTEMS

Cummins ISBe4 Engine SYSTEMS


WABCO E Series ABS SYSTEMS

SPARES
GEAR SELECTOR System

EARTH POINTS, SOLDERED JOINTS & SYMBOLS

G
H
F
J
E
U
K
D
X
L
C
R
M
B
N
A
P
B
C
A
10 1
11 2
12 3
A
4
C
13
5
B
14
15
16
17
6
18 7
19 8
20 9
4 1
6 3
5 2
P
P
9 12 15
8 11 14
7 10 13
4
6
5
2
1
3
1
2
4
6
7
5
8
N
N
3
5
1
4
2

13
15
14
11
10
12
7
9
5
4
63
2
1
g
f
e
h
d
j
C
D
c
B
k
b
E
M
l
A
a
m
N
F
P
x
n
w
G
H
p
v
r
u
s
t
16
18
17
13
15
14
10
11
12
8
7
9
5
4
6
3
1
B
A
14
01
16
15
1

13 12 11 10 9 8 7 6 5 4 3 2 1
25 24 23 22 21 20 19 18 17 16 15 14
F
E
G
D
H
A
C
J
B
20
30
40
6 7 8 9 10
50
48
46
45
1 2 3 4 5
43
41
11
31
21

2
1
4
3
2468
1357

8 9 10 11 12 13 14
1 4 7 10 13 16 19 1 4 7 10 13
1 2 3 4 5 6 7
2 5 8 11 14 17 20 2 5 8 11 14
1 2
3 6 9 12 15 18 21 3 6 9 12 15
SERVICE MANUAL

1 4 7 10 13 16
2 5 8 11 14 17
3 6 9 12 15 18
8 7 6 5 4 3 2 1
16 15 14 13 12 11 10 9
Wiring Diagrams - Allison T280R - chassis 0509 on - Euro 4 +
Enviro200Dart
Amended: 07.11.07
Page 5.197
Suspension, Wheels Amended:

Contents
Air Suspension Shock Absorbers

Air circuit diagram . . . . . . . . . Page 6.2 Description . . . . . . . . . . . . . . Page 6.18
Description . . . . . . . . . . . . . . Page 6.3 - 4 Removal . . . . . . . . . . . . . . . . Page 6.18
Checking the ride height . . . . Page 6.5 Fitting . . . . . . . . . . . . . . . . . . Page 6.18
Main component diagram . . . Page 6.6 Checking shock absorbers . . Page 6.18
Main components . . . . . . . . . Page 6.7
Specifications . . . . . . . . . . . . Page 6.8 Wheels and Tyres
Charging valve adjustment . . Page 6.8 Wheel inspection . . . . . . . . . Page 6.19
Proximity switch adjustment . Page 6.9 Tyre inspection . . . . . . . . . . . Page 6.19
Fitting wheels . . . . . . . . . . . . Page 6.19
Front Suspension Thread protection . . . . . . . . . Page 6.19
Assembly diagram . . . . . . . . Page 6.10 Wheel and stud removal . . . . Page 6.19
Description . . . . . . . . . . . . . . Page 6.11 Replacement tyres . . . . . . . . Page 6.19
Torque settings . . . . . . . . . . . Page 6.11 Tyre pressure . . . . . . . . . . . . Page 6.1
Removal / dismantling procedure Page 6.11, 13 Tyre pressure recommendations Page 6.20
Assembly . . . . . . . . . . . . . . . Page 6.13
Panhard rod adjustment . . . . Page 6.13
Panhard rod replacement . . . Page 6.13
Rear Suspension
Rear air suspension assembly
diagram . . . . . . . . . Page 6.14, 16
Removal / dismantling procedure Page 6.15
Assembly . . . . . . . . . . . . . . . Page 6.15
Panhard rod adjustment . . . . Page 6.17
Torque settings . . . . . . . . . . . Page 6.17
Section 6

Air Suspension System Amended:
Vent to
atmosphere
2
1
Charging Valve
11/25
24/13
22
12
Solenoid
Valve 23
21/14
Front Supply from

Levelling Valve front auxiliary
reservoir
21 11
21
Front Axle
Air Air
Spring Spring
Rear
1 21
21
Levelling Valve
Rear Axle
Air Air
Spring Spring
Key to Pipe Size/Colour

41 42 12 43 12mm Green
Front Location Solenoid Valve
12mm Black
Function 41 42 43
3
21 Normal 0 0 0 6mm Orange
11/25 Front Kneel 0 1 1 6mm Green

Raise 1 1 1
6mm Black
22 23

Description A proximity switch is fitted on the vehicle. The switch

senses movement past a fixed indicator on the front axle.
The vehicle is fitted with air suspension, a function of this The indicator is sited at approximately half distance of its
is the facility to kneel the vehicle at the front, or when fitted, full travel. When the switch senses this indicator, the level
an option to lower the suspension all round. warning light (yellow) will come on and the vehicle can be
The air suspension is supplied from auxiliary tanks, sited stopped at any point while the light is on. If the button is
one on the right hand rear side of the chassis and one released before the light comes on the vehicle will return
forward of the battery carrier. Output supply from the to a normal ride height.
vehicle compressor passes through the air dryer,
multicircuit protection valve and system line filter, into the
reservoirs, before it enters the solenoid valve block and When the kneel button is pressed valves 42 and 43 are
the levelling valves. energised. Valve 42 will be put in the open position and
simultaneously valve 43 will close. The closing of valve 43
Levelling valves are fitted to the front and rear axles of the isolates the front levelling system and stops the levelling
vehicle. The levelling valves have a neutral or zero setting valve exhausting or inflating the air bags. Opening valve
and at this position the vehicle ride height is set. Should 42 allows the front air bags to exhaust, allowing the vehicle
the vehicle experience an increase in load, the chassis will to kneel.
move nearer to the ground resulting in the connection
linkage pushing up and the valve spindle turning
clockwise. This results in the valve allowing more air to be
pumped into the air bags until the original ride height is
achieved, although at a greater pressure. For a decrease
in load the reverse happens, with the supply pressure shut
off and the air bag pressure exhausting, the correct ride
height is obtained.
For the kneeling system this function is controlled by a
solenoid valve block and electrical relays via "Raise" and
"Kneel" buttons in the drivers cab.
Kneel

When the “raise” button is pressed, valves 41, 42 and 43 For normal vehicle running valve 43 is at rest thus
are energised. Valve 41 changes over to allow the completing the levelling circuit. The levelling valve will
auxiliary air supply to reinflate the front air bags. Valve 42 detect whether to inflate or exhaust the air bags depending
will open to allow the air through to re-inflate the front air on the load.
bags. Valve 43 closes to isolate the levelling system to
allow re-inflation from the auxiliary reservoir.
Raise
Normal running

Checking the Ride Height

If it is suspected that the normal ride heighting is incorrect,
the measurements shown on the illustrations should be
checked.
201
263
AIR
142
BAG
H
EIGH
35
T
A
A
(305)
92 RIDE HEIGHT
TOP OF AXLE PAD TO FRAME
Front Suspension Layout
108 TOP OF AXLE TO

UNDERSIDE OF FRAME
725
325 UNLADEN
335 LADEN
Rear Suspension Layout

Air Suspension System - Main Components Amended:
Charging Valve
Front Levelling Valve
Auxiliary Reservoir (Front)
Solenoid Valve
Rear Levelling Valve
Proximity Swtich
Line Filter & Auxiliary

Reservoir (Rear)

Air Suspension System - Main Components Amended:
Levelling Valve Solenoid Valve

Location Location
The vehicle is fitted with two levelling valves, one at the Beneath the drivers seat area mounted on the chassis side
left and one at the rear. They are bolted to the left side of member.
the chassis ahead of the wheels.
Description
Description The solenoid valve block has three valves which control
The levelling valve controls the inflation or exhausting of the "kneel" and "raise" functions. For the kneel function
air bags. By the use of an eccentric cam within the valve, the solenoid block isolates the levelling system and
air pressure is adjusted depending on the load on the exhausts through charge valve to reduce the pressure in
vehicle. the air bags. For the raise function the levelling system is
again isolated and air from the auxiliary reservoir re
inflates the air bags.
Air Spring
Location Line Filter
The air bags are fitted one per wheel, the front air bags are
fitted centrally behind the wheel and the rear air bags are Description
mounted on the panhard rod crossmember. The line filter is fitted to the output side of the auxiliary
reservoir, sited at the front, right hand side forwards of the
Description battery carrier.
The air bags are of the "rolling diaphragm type" this term
refers to the manner in which the inturned portion of the Function
spring rolls up and down the piston piece during This filters the air before it enters the solenoid valve and
suspension movement. has a replaceable element.
Proximity Switch
Location
The proximity switch is near where the panhard rod
attaches to the front axle. The proximity switch is mounted
in a slotted plate attached to the chassis frame and the
indicator is welded to the panhard rod mounting bracket.
Description
The proximity switch detects the lowering of the chassis
and will indicate, via a warning light, when the vehicle can
be knelt.
Charge Valve
Location
The valve is mounted beneath the drivers seat area on the
chassis side member next to the solenoid valve block.
Description
The charge valve is effectively a pressure regulator valve
which is preset at 1.6 bar. When the solenoid valve
exhausts on the kneel cycle to the charge valve the
minimum pressure in the air bags will be 1.6 bar. This will
protect the air bags from damage as the system pressure
will not let the air bags "bottom out".

Specifications Charging Valve Adjustment - Kneeling

System
Levelling Valve
Maximum operating pressure . . . . . . . . . . . . . . . .13 bar
Lever arm length . . . . . . . . . . . . . . . . . .200 mm centres
Charging Valve
Operating pressure (preset) . . . . . . . . . . . . . . . .1.6 bar
1. Release adjusting screw locknut and turn

adjusting screw full in.
2. Press and hold in the kneel button until the vehicle
stops lowering.
NOTE
The vehicle may not lower at all at this
stage.
3. With the kneel button held down, slowly turn out

the charge valve adjusting screw until the frame
just contacts the bump stops.
4. Turn the adjuster screw OUT a further HALF turn
and tighten the lock nut.
5. Check system operation:
Press the raise button to bring the vehicle back to
the normal ride height. Press and hold in the kneel
button, the vehicle should lower and stop on the
bump stops. The front air bags should be firm, as
a nominal pressure is retained in the bags to
reduce air consumption and prevent air bag
detachment - Readjust the valve if necessary.

Proximity Switch Adjustment

The proximity switch is mounted on a slotted plate If adjustment is required, the chassis must be sitting on the
attached to the chassis frame. The switch senses the bump stops. The proximity switch should then be adjusted
location, travelling up and down, of a bracket or "flag" so that the upper edge of the proximity switch is 2 -3 mm
mounted on the panhard rod mounting. below the of the "flag". By slackening off the locking nuts
the switch can be slid up or down in the slot to the correct
When the air suspension is in kneel mode, the air springs position and the nuts retightened (12 Nm). The clearance
will exhaust and the chassis will start to lower; coming to gap between the end face of the switch and the flag should
rest on the bump stops. be 6.0 - 6.4 mm.
As the proximity switch passes in front of the "flag" the The vehicle should then be raised and knelt to check
kneeling lamp on the instrument panel will be illuminated correct positioning of the proximity switch.
and the suspension will be held in the knelt position.
Kneeling Position
In the Raise mode the suspension lifts quickly off the bump
stops until the proximity switch clears the "flag". The Raise
solenoid valve is then switched off allowing the chassis to
come to the correct ride height under the control of the
levelling valves.
Raised Position

Front Air Suspension Assembly Amended:
3 15
4
14
6
3
5
3
16
2
7
8 1
11
9
10
13
17
12
10
1. Road Spring Assembly 10. Nut - spring to axle

2. Tower LH 11. Nut - panhard rod mounting
3. Bolt - Spring to axle M20 x 110mm 12. Bolt - Spring to frame
4. Bolt - Spring to axle M20 x 120mm 13. Nut - spring to frame
5. Tower LH 14. Damper
6. Bump Stop 15. Damper top mounting
7. Panhard rod mounting bracket - axle 16. Damper bottom mounting
8. Panhard rod 17. Angle packer (both sides of spring)
9. Bolt M16 x 140mm - panhard rod mounting

Front Air Suspension - Maintenance Amended: 25/03/08
Surface damage vehicle air system pressure may cause the vehicle
to roll.
Any surface damage in the form of scores, dents etc or
weld splatter can cause premature failure of the spring due • Keep hands away from actuator push rods and
to stress concentration. slack adjusters; they may apply as system
pressure drops.
Surface damage can also destroy the corrosion protection
layer. • Never connect or disconnect a hose or line
containing air pressure, it may whip as air
Check the air bags for signs of damage or wear. escapes.
• Never remove suspension components without
Description first releasing stored pressure held in the air
The solid front axle is located by two trailing road springs springs
secured to rubber bushed mountings on the chassis. At • Never remove a component or pipe plug unless
the right hand side a dowel in the rear of the spring locates you are sure that all system pressure has been
in the panhard rod mounting bracket. The air spring depleted.
mounting bracket bolts to the axle so that it clamps the
spring in position. The air spring piston is bolted to the • Never exceed recommended air pressure and
mounting bracket and air bag clamp plate is bolted to the always wear safety glasses when working with air
chassis frame wheel arch area. Air is supplied to the air pressure.
spring through levelling valves which sense the distance • Never look into air jets or direct them at anyone.
between the axle and the chassis through a linkage
system. This enables the valve to be set to give the ride • Never attempt to dismantle a component until you
height required. have read and understood recommended
procedures. Some units contain powerful springs
Two dampers are fitted between the air spring mounting and injury can result if not properly dismantled.
and the chassis. Bump stops are fitted on the chassis Use only correct tools and observe all precautions
frame. The axle is located laterally by a panhard rod. relative to the use of these tools.
Torque Settings
Front spring clamp bolts (items 3&4)(M20 x 1.5 grade Removal / Dismantling Procedure
10.9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
) . . . . . . . . . . . . . . . . .550 - 600 Nm (405 - 442 lb. ft.)
Damper mounting nuts (item 15) . . . . . . . . . . . . . . . .  WARNING
. . . . . . . . . . . . . . . . . . . . .66 - 87 Nm (49 - 64 lb. ft.)
No work is to be undertaken beneath the
Front spring eye bolt (item 12) . . . . . . . . . . . . . . . . . . vehicle using jacks as a sole means of
. . . . . . . . . . . . . . . . .610 - 640 Nm (449 - 470 lb. ft.) support. Additional support, capable of
Panhard rod mounting to axle (item 9) . . . . . . . . . . . . accepting the vehicle weight when the
. . . . . . . . . . . . . . . . .249 - 275 Nm (183 - 202 lb. ft.) jacks are removed, are to be positioned
Not Shown: under the framework junction slightly
Screw - air spring to axle . . . . . . . .75 Nm (55 lb. ft.) forward of the gearbox side mountings.
Nut - air spring to frame . . . . . . . . . . . . . . . . . . . . . .

1. Loosen the road spring pivot bolts and the
. . . . . . . . . . . . . . . . . . . . . . .17-20 Nm (12-14 lb. ft.)
panhard rod attachment bolts.
Panhard rod clamp bolt . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .75 Nm (55 lb. ft.) 2. Jack up the vehicle and position vehicle supports
as necessary.
3. Remove the road wheels.
4. Disconnect and remove the shock absorbers.
 WARNING 5. Completely depressurise the vehicle air systems.
Before working on or around air systems and (refer to previous warnings).
components, the following precautions should 6. Slacken back at the delivery connections on the
be observed. levelling valves and release any air pressure
entrained in the air bags.
Precautions 7. Disconnect the levelling rod.
• Stop the engine before working under a vehicle. 8. Disconnect the panhard rod.
• Always chock the wheels because depleting

Front Air Suspension Assembly Amended:
3 15
4
14
6
3
5
3
16
2
7
8 1
11
9
10
13
17
12
10
1. Road Spring Assembly 10. Nut - spring to axle

2. Tower LH 11. Nut - panhard rod mounting
3. Bolt - Spring to axle M20 x 110mm 12. Bolt - Spring to frame
4. Bolt - Spring to axle M20 x 120mm 13. Nut - spring to frame
5. Tower LH 14. Damper
6. Bump Stop 15. Damper top mounting
7. Panhard rod mounting bracket - axle 16. Damper bottom mounting
8. Panhard rod 17. Angle packer (both sides of spring)
9. Bolt M16 x 140mm - panhard rod mounting

Front Air Suspension - Maintenance Amended: 03/05/07
9. With the weight of the axle and suspension 9. Gradually tighten the front spring mounting bolts in )
assembly supported on jacks remove the road a sequential diagonal pattern as follows, A-C B-D
spring attachment bolts. up to 500Nm (368 lb. ft.).
Then repeat the final
10. Carefully lower the assembly away from the
diagonal sequence to
vehicle. During this process the air bags will start
torque the bolts to
to break away from either the upper or lower A B
550Nm - 600Nm (405 -
seats. If this does not occur the break away
442 lb. ft.) D C
should be assisted, either with firm use of the
hands or with the use of tyre levers or similar
tools. If tools are used care must be taken not to
cause damage to the seal area.
11. Completely remove air bags.
12. To separate the road springs from the air bag NOTE
mounting brackets, remove the bolts securing the
bracket to the axle. The vehicle should be at normal ride
height before fully tightening.
13. The air spring mounting brackets can be removed
from the axle after removing the four bolts.
10. Fit and secure shock absorbers tightening to a
torque of 66 - 87 Nm (49 - 64 lb. ft.).
11. Reconnect the levelling valve to the levelling rod.
Assembly
NOTE
1. See that the panhard rod mounting bracket is in
position. When fitting the operating lever, the
marking on the spindle and lever must
2. Place the road springs so that their dowels locate always be on the same side.
in the holes in the axle casing. Position the air
spring mounting bracket. Secure with the bolts 12. Apply air pressure to the air bags and inflate
and nuts but do not tighten. ensuring that the seal is satisfactory.
3. Fit the air spring pistons to the air spring mounting 13. Replace the road wheels.
brackets.
4. Position the front axle and suspension system
under the vehicle.
5. Lift the front ends of the road springs into their Panhard Rod Adjustment
brackets on the frame, with the angle packers and
secure loosely. With the vehicle height set correctly, check the distance
between the inner face of the front wheel hub and the
6. Ensure that the air spring air bag seating beads chassis at each side. Both dimensions should be the
are free of irregularities and also that the seats on same. If they are not, disconnect the end of the panhard
the air spring pistons and the upper mounting rod and screw the adjustable end in or out to equalise the
plate (secured to the wheel arch area of the distances.
vehicle) are free of dirt and burrs.
7. Apply liquid soap to the air bag beads and fit air
bags.
8. Connect the panhard rod. Panhard Rod Replacement
When replacing the panhard rod assembly the centre
distances on the new unit should be checked against the
old unit, the measurements should be equal.
If the centre distance is incorrect, misalignment of the axle
will occur and a possible foul condition may be present
between the proximity switch and the indicator "flag"
bracket.

Rear Air Suspension Assembly Amended:
22
25
21
24 23
11
10
16 2 8
7
9
17 6
5
18
19
15
12
13
14 20
3
1. 'U' bolt 10. Bolt M12 19. Bolt plate - captive

2. Sadle 11. Capscrew M12 20. Panhard rod
3. Clamp plate 12. Washer 21. Damper
4. Nylock nut M22 13. Nut M12 - self locking 22. Damper mounting Top
5. Bolt M22 - spring eye 14. Bolt M12 23. Damper mounting Btm
6. Spacer 15. Spring washer 24. Air Spring
7. Spring assy 16. Bolt M16 25. Nuts
8. Nut M22 - spring eye bolt 17. Nut M16 - self locking
9. Panhard beam 18. Washer - dome

Rear Air Suspension Amended:
Removal / Dismantling Procedure Assembly

• Support the axle in a suitably safe manner.
• Locate the dowel on the road spring into the axle
WARNING spring chair.
No work is to be undertaken beneath the vehicle • Fit the saddle, U bolts and clamp plate, do not fully
using jacks as a sole means of support. tighten.
Additional support, capable of accepting the
• Bolt the rear ends of the road springs to the
vehicle weight when the jacks are removed, are
suspension beam, do not fully tighten.
to be positioned under the framework.
• Position the axle assembly under the vehicle.
• Lift the front ends of the road springs and secure
• Jack up the vehicle and situate vehicle supports
to the frame using the spring eye nuts and bolts.
as necessary.
Do not tighten the bolts.
• Remove the road wheels and disconnect propeller
• Ensure that the air spring air bag seating beads
shaft.
are free of irregularities and also that the seats on
• Disconnect and remove the shock absorbers. the air spring pistons are free of dirt and burrs.
• Completely depressurise the vehicle air systems. • Apply liquid soap to the air bag beads and fit air
(Refer to previous warnings.) bags.
• Slacken the delivery pipe to the air bags to release • Connect the panhard rod.
any air pressure trapped in the air bags.
• Disconnect the linkage to the levelling valves.
NOTE
• Disconnect the brake hoses.
The vehicle should be at normal ride
• Disconnect the panhard rod from the frame. height before tightening the following
• With the weight of the axle and suspension bolts.
assembly supported on jacks, remove the bolts
Road spring bolts (5).
and nuts (5 and 8) securing the front of the spring
to the frame. Axle U bolts (1).
• Carefully lower the assembly away from the The 12 mm bolts securing the springs to
vehicle. During this process the air bags will start the suspension beam.
to break away from the lower seats. If this does
not occur the break away should be assisted,
either with firm use of the hands or with the use of • Fit and secure shock absorbers.
tyre levers or similar tools. If tools are used care
must be taken not to cause damage to the seal • Reconnect the height sensor to the levelling rods
area. ensuring that the valve is in its neutral position.
• Slacken and remove the U bolt nuts (4) and • Apply air pressure to the air bags and inflate
remove clamp plate (3). The U bolt (1) and saddle ensuring that the seal is satisfactory.
(2) can now be removed. • Refit the road wheels and torque wheel nuts (see
Wheels and Tyres section).

Rear Air Suspension Assembly Amended:
22
25
21
24 23
11
10
16 2 8
7
9
17 6
5
18
19
15
12
13
14 20
3
1. 'U' bolt 10. Bolt M12 19. Bolt plate - captive

2. Sadle 11. Capscrew M12 20. Panhard rod
3. Clamp plate 12. Washer 21. Damper
4. Nylock nut M22 13. Nut M12 - self locking 22. Damper mounting (Top)
5. Bolt M22 - spring eye 14. Bolt M12 23. Damper mounting (Btm)
6. Spacer 15. Spring washer 24. Air Spring
7. Spring assy 16. Bolt M16 25. Nuts
8. Nut M22 - spring eye bolt 17. Nut M16 - self locking
9. Panhard beam 18. Washer - dome

Rear Air Suspension Amended:
Panhard Rod Adjustment

With the vehicle set at ride height take suitable
measurements between the frame and axle assembly to
ensure it sits centrally in the frame.
If adjustments are required disconnect the panhard rod
and screw the adjustable end in or out to equalise the
distances.
Torque Settings
'U' bolts . . . . . . . . . . . . . . . . . . . .435 Nm (319 lb. ft.)
Spring eye bolt . . . . . . . . . . . . . .830 Nm (612 lb. ft.)
Damper mounting nuts . . . . . .63-70 Nm (46-51 lb.ft.)
Panhard rod mounting bolts . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .249 - 275 Nm (183 - 202 lb. ft.)
Panhard rod clamp bolt . . . . . . . . . .75 Nm (55 lb. ft.)
Bolt - road spring to panhard beam . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .101-111 Nm (74-81 lb. ft.)
Bolt - road spring to panhard beam (Dacromet finish)
. . . . . . . . . . . . . . . . . . . .132-147 Nm (97-108 lb. ft.)
Air spring piston to panhard rod beam . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .75 Nm (55 lb. ft.)
Nut - air spring to frame . . . . .17-20 Nm (12-14 lb. ft.)
Spring Replacement
If replacement springs are being fitted, sealant must be
applied between the spring protection plates and the
spring. See diagram below.
Apply a continious bead of 656042 Polyurethane

sealant (Loctite No 5221) around the edge of
spring protection plate to form water tight seal
between plate and spring.
Seal both the top and bottom plates.
Polyurethane sealant around edge of spring protection plates

Shock Absorbers Amended:
Description Checking Shock Absorbers

Four hydraulic double acting shock absorbers are used on The shock absorbers are fully sealed, and cannot be
the suspension system, one at each front wheel, one overhauled. If in any of the following checks the shock
adjacent to each rear air bag and another at either side of absorber proves to be faulty, a new unit must be fitted.
the rear axle.
• Check visually for signs of fluid leakage.
The shock absorbers are sealed units and require no
• Check for dented or cracked body.
servicing, all mountings are rubber bushed.
• Check for scored or bent piston rod.
• Slowly expand and contract the shock absorber
Armalok nut several times and note the resistance. The
Outer washer resistance should be even throughout full travel in
Rubber bush both directions.
Inner washer
• There should be no zone of reduced or zero
resistance as the direction of travel is reversed.
A useful indication of the efficiency of the shock absorber
can be gained by comparison with a new unit. Allowance
must, however, be made for slightly more resistance in the
new unit due to tightness of seals.
Part number
Removal
• Remove the nut from the shock absorber lower
attachment stud. Remove the lower bush and
contract the shock absorber to enable the lower
stud to clear the mounting bracket.
• Remove the nut from the shock absorber upper
attachment stud. Remove the upper bush and
withdraw the shock absorber.
Fitting
Refitment is a reversal of the removal procedure. The
following points, should, however, be noted.
• Renew the mounting bushes if these show signs
of deterioration.
• Note that the two flat washers are positioned at
each side of the mounting bushes, are of different
internal diameters. The washer with the large
internal diameter is positioned adjacent to the
shock absorber body; the other washer being
positioned adjacent to the attachment nut.
• Torque mounting nuts to 63-70 Nm (46-51 lb.ft.).

Wheels and Tyres Amended:
Wheel Inspection Finally torque the nuts to a torque of 385 to 425 Nm (283
to 313 lb ft) with the weight of the vehicle on the ground.
Carefully examine the wheels for corrosion, damage or Wheel nuts should be check tightened after a short run.
cracks, particularly in the region of studholes. Examine
the studholes for signs of ovality or fretting caused by
NOTE
slack wheel nuts.
Torque wrenches should be checked frequently
Examine the stud threads for damage or severe burring,
for correct operation.
when they must be replaced. If only slight burring exists
clean up the threads using a ‘chaser’. Inspect the wheel
nuts for thread damage, renewing where suspect.
Thread Protection
Tyre Inspection Under condition of abnormal corrosion, a modest amount
of lubricant may be applied to the protruding threads only
Examine the tyre sidewalls for any signs of cuts, bulges, of the wheel studs. Do not use penetrating oil.
splitting or chafing. Inspect the tyre tread for damage
such as splitting, bulges, sections of tread lifting and
remove any foreign objects from the tyre.
Wheel Stud Removal
Remove any oil or grease from tyres using a petrol soaked If a wheel stud breaks due to loose wheel nuts, install a
cloth. Kerosene must not be used. new stud and also renew both adjacent studs which could
have become cracked or fatigued due to the original
If uneven tread is evident the cause should be failure.
investigated and the fault rectified.
Radial and cross ply tyres must not be mixed on the same Replacement Tyres
axle.
Replacement tyres should be of a similar specification.
Fitting tyres of a different rating will affect accuracy of
Fitting Wheels speedometer readings and of plated weight ratings.
Clean contact surfaces of wheel and drum. Clean and Under no circumstances may crossply and radial ply
lightly lubricate the wheel studs with sufficient very light oil tyres be mixed.
to prevent thread pickup between the wheel nut and the
stud. Various types of aerosol spray lubricant / inhibitors Tyre Pressure
are ideal for this purpose. Refit the wheel(s) to the hub
ensuring that the tyre valves are diametrically opposite in Tyre pressure for any vehicle will depend on its laden axle
the case of twin wheels. loadings. The pressures can therefore only be finally
determined by the bodybuilder, to take account of varying
Tighten the nuts a few turns at a time in a diagonally body types, passenger weights etc.
opposite sequence in the order shown.
The attached table gives the nominal pressures for a
range of axle loadings for the vehicle and can be used as
a basis for determining tyre pressures after laden axle
weights have been established.
The pressures quoted have been determined to ensure an
acceptable compromise between ride comfort, handling,
and tyre life. Reduction of pressures below those
identified for any given axle load is not permitted unless
agreed by the tyre manufacturer. An increase of up to
10% in front tyre pressures may provide improved front
tyre life, particularly in urban conditions where sharp
corners or roundabouts are frequently encountered.
However, this improved wear life may be accompanied by
a reduction in ride quality.
Increasing the rear tyre pressures in isolation is not
permitted on rear engined bus applications, as handling
could be adversely affected.
In case of doubt, reference should be made to Alexander
Dennis Dennis Engineering Department or the Technical
If an air wrench is used the nuts should only be run-up to Department of the tyre manufacturer.
touch the wheel. Final tightening must be done with a
Restricted access jack - Part No 657452.
hand-operated torque wrench.

Wheels and Tyres Amended:
Tyre Pressures
Tyre Pressure Recommendations - Typical Axle Loads
Laden Front Axle Load Laden Rear Axle Load
Tyre Size Pressure Pressure

Load (kg) Load (kg)
psi bar psi bar
3300 80 5.50 7000 91 6.25
3500 85 5.85 7200 93 6.45
245/70R19.5 XZE2+ 3700 91 6.25 7400 96 6.65
3900 96 6.65 7600 99 6.80
4000 99 6.80 7800 102 7.00
4360 109 7.50 8000 104 7.20
max. plated weights: 4480 113 7.80 8480 113 7.80

Steering, Front Axle Amended:

Contents
Steering Front Axle

Steering system diagram . . . . Page 7.2 Description . . . . . . . . . . . . . . Page 7.7
Data . . . . . . . . . . . . . . . . . . . Page 7.3 Routine maintenance . . . . . . Page 7.7
Torque settings . . . . . . . . . . . Page 7.3 Greasing instructions . . . . . . Page 7.7
Description . . . . . . . . . . . . . . Page 7.3 Hub bearing checks . . . . . . . Page 7.7
Checking steering alignment . Page 7.3 Diagram . . . . . . . . . . . . . . . . Page 7.8
Steering box description . . . . Page 7.4 Front wheel “Toe in” check . . Page 7.9
Adjustment of hydraulic steering Swivel(king) pin check . . . . . . Page 7.9
limiter using pressure gauge Page 7.5 Ball joint & corrosion check . . Page 7.10
Adjustment of steering limiter Care of wheels . . . . . . . . . . . Page 7.11
using turning platforms . . . . . Page 7.6 Brake disc surface evaluation Page 7.12-13
Fault finding . . . . . . . . . . . . . Page 7.6 Swivel / axle bed tightening torques Page 7.14
Swivel / hub end tightening torques Page 7.15
Overhaul procedures . . . . . . . . . Page 7.16
Swivel / axle bed disassembly . . Page 7.16
Removal / refitting steering levers Page 7.20
Swivel reassembly . . . . . . . . . . . Page 7.21-30
Hub End Diagram . . . . . . . . . . . . Page 7.31
Swivel / axle bed reassembly . . . Page 7.32
Hub end disassembly . . . . . . . . . Page 7.32-35
Hub end reassembly . . . . . . . . . Page 7.36-43
Stud fitting procedures . . . . . . . . Page 7.44
Tool list . . . . . . . . . . . . . . . . . . . Page 7.45
Section 7

Steering Amended:
To set up steering box: Arrow Should

Line up mark on input Point Forwards
shaft to line on casing,
and line up mark on output
shaft centrally as shown
Mark on End of
Splined Shaft
Should Point
Drop arm: line up mark
Down
on drop arm to line on Steering
end of steering box Column
output shaft
Torque Shaft
R = Right Hand Drive

L = Left Hand drive
End Universal Joints

Should be Horizontal
As Shown
Steering Box
From Pump
Axle Stop
Track
To Reservoir Axle Rod
Beam

Steering Amended:
Data Setting the Steering Alignment

Front Axle 1. If the power steering box has been removed the
Steering lock - front . . . . . . . . . . . . . . . . . . . . . . . . .37° securing bolts should be fitted with new spring
washers and torque tightened to 410 Nm.
Steering lock - rear . . . . . . . . . . . . . . . . . . . . . . . . . .53°
Castor angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2° 2. Check that the drop arm is fitted to the splined
shaft so that the index marks on the two
Camber angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5° components are in alignment. (Note - the drop arm
King pin inclination . . . . . . . . . . . . . . . . . . . . . . . . .6.5° has two index marks, identified ‘L’ and ‘R’ for left-
hand drive and right-hand drive applications
Tracking
respectively).
Toe in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0°
3. Ensure the vehicle ride height is correctly set and
Toe out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0°
that the front axle is centred in the chassis frame.
Torque settings With the drag link disconnected set the front
Drag link ball joint nut (castellated) .200 - 280 Nm (147 - wheels in the straight ahead position check that
206 lbf.ft). the front wheel rims are parallel (i.e. no toe in or
Drag link clamp bolt . . . . . . . .80 - 95 Nm (59 - 70 lbf.ft). out). To allow for inaccuracies in the wheel rims,
repeat the check with the vehicle moved to give
Drop arm retaining nut . . .470 - 570 Nm (347-420 lbf.ft).
the wheels one half turn. Adjust the length of the
Steering wheel retaining nut . .40 - 50 Nm (29-36 lbf.ft). track rod as necessary.
Steering box securing bolts . . .543 - 577 Nm (400-425 lbf.ft).
4. Jack the vehicle so that the front wheels are clear
Nut (castellated) - steering relay shaft .57 Nm (42 lbf.ft). of the ground.
Bolt - Bevel box to column . . . . . . . . .115 Nm (84 lbf ft) 5. Put the front wheels on turntables and check the
Bolt - steering column mounting M8 . . .29 Nm (21 lbf.ft). back lock angle available at each wheel. Adjust the
wheel stops at both hubs as necessary to achieve
53° back lock and 37° front lock.
6. Set the wheels in the straight ahead position and
Description check that the mark on the power steering box
input shaft is in line with the mark on the steering
The air adjustable steering column is mounted on the
box casing. If necessary reset the length of the
driver’s floor structure. The foot operated adjustment
drag link to obtain this condition. If adjustment is
button is mounted in the floorplate directly in front of the
made, check that at least 50mm of thread is
column.
engaged in each ball joint.
The base of the column incorporates a bevel box which is
7. Remove the cap from the centre of the steering
connected to the ZF power steering box by a torque shaft
wheel and check that the mark on the column shaft
with a universal joint at each end.
is at 12 o'clock. If necessary disconnect the torque
The drop arm on the steering box is connected to the shaft at the base of the column and turn the
steering lever on the offside front hub by a drag link with steering wheel to achieve correct alignment of the
an adjustable ball joint at each end. mark on the steering column shaft.
The track levers on the two front hubs are interconnected 8. Check that the two universal joint forks on the
by an adjustable track rod. power steering box and the steering column bevel
box are horizontal as shown. When viewed from
Hydraulic powerUsed
isfromsupplied by8574
chassis 8563 excluding anto 8579
engine-driven pump as8562 and 8574 to 8579 inclusive
Used on and up to chassis
the side of the vehicle. If necessary, disconnect
described under Hydraulic System.
FROM
6mm
FROM and realign the transfer shaft and universal joints..
HANDBRAKE HANDBRAKE
The ZF steering box incorporates VALVE hydraulic steering Orange
VALVE
9. Ensure fixings are torque tightened in accordance
limiters. These can only be adjusted once the steering
with the setting listed.
geometry has been correctly 4mm set. 4mm
Black
Black
2 2
12 4mm
Blue
3
2
1 3 2
1 3 Drag Link
PILOT VALVE OPERATION
Pilot Valve Operation 3
1
1
FROM TO STEERING
COLUMN
FROM AUXILIARY
RESERVOIR
AUXILIARY
RESERVOIR Note:
After replacement or refitting of drag link,
FROM AUXILIARY TANK check that it does not contact the road
spring when on full steering lock

Steering Amended:
Steering Box - Description The control valve consists of the valve rotor (C) which is
carried in a needle bearing in the worm and features six
The steering box housing contains the control valve, control grooves on the circumference, and the valve
power cylinder and manual steering gear. sleeve (D), also with six control grooves, on the worm.
The pressurised oil flow needed by the steering gear is A torsion bar (E) pinned to the valve rotor (C) and the
supplied by an engine driven pump. Oil is taken from the worm (D) keeps the control valve in the mid position as
reservoir and fed back to the reservoir via the pump and long as no effort is exerted on the steering wheel.
steering gear.
A pressure relief valve (G) limiting the maximum pressure
The housing (A) and the piston (B) have the function of a within the steering system may be integrated in the
cylinder. The piston transforms the rotation of the steering steering gear housing.
input shaft (C) and the worm (D) into an axial motion which
it transmits to the sector shaft (F). In addition, a replenishment valve (H) taking in oil from the
return oil line when a steering motion takes place without
The piston (B) and worm (C) are in positive engagement hydraulic assistance can be fitted to the housing or control
by means of a ball chain. valve.
As the worm rotates, the balls at one end of the chain are When a torque is transmitted from the steering input shaft
taken up by a recirculation tube and fed back to the other to the worm or vice-versa, the torsion bar is subjected to a
end forming an endless chain. deformation in the elastic area of its length, causing a
The teeth of the piston (B) and the the sector shaft (F) torsion to occur between the valve rotor and the valve
cause the sector shaft to rotate when the piston is sleeve and thus to move the control grooves of the valve
displaced. rotor away from the mid-position as compared to the
position of the valve sleeve control grooves.
When the steering wheel is released, the action of the
torsion bar makes the valve return to the neutral (mid)
position.
A. Housing
B. Piston
C. Valve rotor / input shaft
D. Valve sleeve / worm
E. Torsion bar
F. Sector shaft
G. Pressure relief valve
H. Replenishment valve
Q. Oil reservoir
R. Vane pump
S. Flow limiting valve

Steering Amended:
Adjustment of Adjusting screw (X) in fig 1 must be adjusted when

the steering drop arm is moved in direction "A" (fig
Hydraulic Steering Limiter 1). Similarly, adjusting screw (Y) is adjusted to
move the steering drop in direction arm "B".
Initial adjustment of the hydraulic steering limiter is always
performed at the factory on the test bench in accordance 7. After the adjustment has been carried out as
with the particular vehicle requirements. An additional described, the hydraulic power assistance should
adjustment is necessary after installation of the steering remain available until just before the wheel stop is
system in the vehicle, and at the specified service reached. The best method of checking the
intervals. adjustment is to drive normally loaded vehicle
slowly and turn the steering wheel until the power
Procedure for adjusting hydraulic steering limiter in vehicle assistance goes off. In this position there should
using a pressure gauge: still be a gap of approximately 1 to 3 mm between
the parts of the wheel stop. This check also
1. Fit a pressure gauge (measuring range up to 250 enables the correct thickness of shims to be
bar) to the connection point on the steering box. determined.
Jack up the front axle until both wheels are clear of
the ground. If the pressure drops too early or too late when the
steering drop arms is turned in "A" or "B", the
2. With the engine running, slacken the sealing nut at adjusting screws (X or Y) must be reset as follows:
each steering limiter at least one turn to allow any
If a higher pressure is measured, the adjusting
trapped air to escape. When clean oil is ejected
screw concerned must be screwed home (clock-
tighten the nuts. Top up the reservoir level.
wise).
3. With the engine running at idle speed and the If a lower pressure is measured, the adjusting
steering gear oil temperature above 50°C, or 30°C, screw concerned must be backed off (anti clock-
turn the steering as far as the wheel stop without wise).
applying too much force. A helper must hold a 2-
3 mm thick shim between the parts of the wheel 8. Turn steering wheel on slow moving, normally
stop to ensure a small amount of movement is left loaded vehicle until power assistance shuts off.
in reserve. The thickness of the shim required The clearance between the parts of the wheel stop
depends on the stiffness of the steering system. should now be 2mm. This is equivalent to a
steering wheel movement of about 20° - 30°.
4. Once the wheel stop has been reached, continue
turning the steering wheel briefly (max. 5 sec.) to CAUTION
overcome the resetting force of the steering valve
Thoroughly clean the oil reservoir and
and reach a fixed steering wheel stop. Depending
area around it before removing its cap.
on the magnitude of the hydraulic resetting force,
this will require an effort of approximately 100 - This precaution is necessary to prevent
200 N at the periphery of the steering wheel. If the dirt getting into the hydraulic oil.
steering limiter is correctly adjusted the oil
pressure reading on the pressure gauge should
now be 40 to 45 bar at an oil temperature of 50°C,
or 45 to 50 bar at an oil temperature of 30°C.
5. If it is found in the above test that the required drop

pressure is not achieved, the cause may be too
high a flow rate (more than 16cm3/min) or too low
an oil temperature. In such a case the flow rate of
the pump must be checked at engine idle speed or
the oil temperature increased.
6. Adjustment can be carried out by slackening off

the locknut concerned and screwing home or
backing off the adjustment screw (X or Y).
Release the steering wheel during this process so
that only the flow pressure builds up while this
correction is being made. Finish off by tightening
down the locknuts to torque of 30 Nm.
The adjustment for the other wheel stop is

performed in the same manner.

Steering Amended:
Adjustment of Hydraulic Steering Fault Finding

Automatic Limiter Noises in the steering can occur for the following
reasons:
CAUTION
When setting the automatic limiters, the limiting
1. Dirty filter element. . . . . . . . . . .Fit new element
angle can be increased but over adjustment of
the limiting angle will result in the limiter 2. Unions at intake side not properly tightened, i.e. air
assembly having to be replaced. The is sucked in. . . . . . . . . . . . . . .Retighten unions
construction of the limiter only allows
compression of the limiter and not extension. 3. Insufficient oil in system. . . . . . . . . . . . . .Top up
Play in power steering when pump is stopped or

The hydraulic steering limiter is set automatically, running.
this can be done after the linkage and the stops
During normal driving, i.e. when the oil pump is delivering
have been fitted and adjusted.
pressure oil, the torsion bar is twisted and the valve piston
1. Place steering wheels on turning platforms. displaced when the steering wheel is turned or the vehicle
travels over a bump. This causes the power assistance to
2. Without the engine running, slowly cycle the come on. Only a very slight movement of the steering
steering gear from lock to lock until both axle stops wheel or rocker shaft is necessary to trigger this process
are reached. Automatic adjustment is necessary and the driver immediately notices the power assistance
of the limiters occurs during this process. come into effect.
The situation is different if the steering has to be operated
If further adjustment is necessary then this is done in the with the pump at a standstill, e.g. when the vehicle is
following manner: towed. The steering effort is much higher and it is then
necessary to overcome the whole stroke of the control
1. To INCREASE The angle at which the limiter valve, as far as the stop, before the steering wheels
operates, reset the stops and repeat the above movement is transmitted to the rocker shaft. For this
procedure. reason there is noticeable play at the steering wheel when
there is no power assistance.
2. To REDUCE the limiting angle, the automatic limit
assembly MUST be replaced and the set up
procedure repeated.
Notes on automatic limiter adjustment

If the trackrod or drag link is disconnected then there is no
longer a mechanical stop on the steering box.
Great care must be taken not to change the limit settings
by turning the steering wheel beyond its previously set
positions. If this is done, then automatic limiter assembly
must be replaced (Part no. 656420) and the whole
mechanism setup again.

NDS 56XLF Front Axle Amended:
Description Hub Bearings

The axle is a ‘Reverse Elliot’ type comprising a girder Hub bearing check - every 30000 miles
section axle bed or beam with stub axles. Each stub axle (48000km)
is carried on a parallel king pin, with a steep angle taper 1. Before commencing checks, apply parking brake,
roller bearing at the top and a plain phosphor bronze bush raise wheels off the ground and support on axle
at the bottom. stands. Remove the road wheels.
The hub taper roller bearings are Timken Unipac-plus
assemblies pre set at the manufacturers. Never work under a vehicle support only
by jacks. Always use suitable axle
stands.
Routine Maintenance
2. Place magnetic base of a dial indicator on brake
shoe / caliper and position dial indicator stem
Greasing Instructions
against a convenient marked spot on face of Hub
Pressure lubricate every 6 months 0r flange.
30000 miles (48000km) 3. With dial indicator in position pull hard but steadily
1. Grease points as shown in Fig. 1. on Hub flange and oscillate at same time until a
steady reading is achieved.
4. Without releasing the pressure, turn bearing so that
Recommended lubrication dial indicator stem contacts marked spot and note
Lithium base roller bearing grease NLGI No. 2 reading on indicator.
5. Push bearing flange hard and oscillate as before
All other components are greased for life and until a steady reading is achieved.
require no further lubrication during the life of
6. Without releasing the pressure, turn bearing so that
the component.
indicator stem again contacts the marked spot and
note new reading on indicator.
7. The difference between readings is amount of
Grease top and bottom lubricators mounted end play in bearing unit.
until grease can be seen escaping
from swivel / axle bed interfaces 8. The mounted end play figure should not exceed
0.050mm for a new bearing.
If original bearing unit is re-fitted, and

end float is measured at 1 mm with hub
nut fully tightened to correct torque, then
the retaining clip within the bearing unit
is damaged / displaced and a new unit
must be fitted.
Grease top and bottom lubricators
Fig 1

Wheel Bolt Preset

Hub Brake Bearing Brake caliper
Disc
Flanged
Bolt
Caliper
Mounting
Washer
Bolt
Nut & Washer

Collet Washer
Nut
Grease Nipple
Swivel Cap
Neoprene Sponge
Swivel Pin
Washer & Nut
Bolt
Steering Lever (Top)
Seal
Swivel
Bush Thrust
Neoprene Sponge Bearing
Swivel Cap
Lubrication Nipple
Bolt
Axle Bed
Steering Lever (Bottom)
Axle Bed

To check front wheel toe in: Check condition of brake pads as described in the
Braking section.
1. To preserve correct steering and avoid excessive
tyre wear, tracking (or alignment) of front wheels
should be checked periodically, as follows :- Check permissible slackness in swivel (king)
Set front wheels in straight ahead position and at pins every 30,000miles (48,000km).
points level with wheel centre, measure distance Aspects to be considered are:
over hubs / wheel rims, both in front and behind
axle centre. • Lateral slackness
For correct 'Toe In' front measurement 'B' should be • Vertical slackness
0" to 0.04" (0 to 1mm) smaller than rear
measurement 'A' . See Fig.2.
1. Checking lateral slackness
2. To allow for inaccuracies in wheels, same check
should be made with vehicle moved an equivalent Whilst this is being carried out the brake must be
to half of a wheel revolution (180°). Any adjustment applied.
required can be effected by backing off clamp bolts
Place a set-square with its stock on ground and its
in ball sockets and rotating tie (track) rod tube.
blade against the tyre wall.
After adjustment, tighten clamp bolts to 33/37 lbs ft
Place a mark on the ground to indicate position of
(45/50Nm).
stock end.
It is important that when the power assisted
Insert a lever through bottom cut-out of wheel and
steering is fitted, the steering gear is adjusted so
lever it upwards thus moving set-square outboard
that the hydraulic assistance cuts out just before
the lockstops come into contact with the axle beam, Mark changed position of stock end.
to avoid excessive loads being transmitted through
Maximum allowable stock displacement for 19.5”
the steering linkages.
wheels = 7mm
Incorrectly adjusted steering could lead to
premature failure or shortened life of all steering If displacement exceeds 8mm then the need for
components. bush/bearing attention and possible renewal, is in
evidence.
Fig 2

2. Checking vertical slackness

This measured by a dial indicator anchored to the
axle beam and having its pointer placed against the
swivel top.
Place a jack against the underside of the swivel
and, whilst applying a lifting force, observe any
movement on indicator dial.
If vertical movement is evident and it exceeds
1.02mm (0.040”) then re-adjustment of swivel is
required.
Every 6 months, check for movement in ball joints Fig 4

as follows:
This test is to be carried out with the vehicle in Inspect Ball joints for corrosion every 6 months
loaded condition. Ensure that ball joint is in an easy access-position.
Carefully clean the sealing boot contact area, to ensure
DO NOT JACK UP VEHICLE. that pollutants cannot get under the sealing boot during the
following inspection procedure.
Use an appropriate inspection sheet-metal-tool, eg.
Ball Joints spatula with cut out (Fig. 5) to push up the sealing boot
1. Axial end float (axial travel) (without damaging it) until ball pin surface is visible.
Degrease the ball pin surface.
End float in direction of axis of ball pin, as shown in
Fig. 3 should be within limits of 0.4mm to 2.0mm
Inspection of balljoints is important, especially
max. using a test force of 850N.
those in older vehicles, because DAMAGED
SEALING BOOTS, salt on roads in winter
climatic conditions can cause loss of the
corrosion protection coating applied during
manufacture.
If there is corrosion of the ball pin or the sealing boot has

deteriorated through ageing or is damaged, replace the
ball joint in question, or the complete tie rod or drag link as
appropriate.
If there is corrosion of the steering lever area which is in
contact with the sealing boot, clean and eliminate all
surface irregularities.
Fig 3
2. Radial end float (radial travel)

Radial end float at right angles to axis of ball pin as
shown in Fig. 4 should be within limits of 0.4 mm to
0.8 mm max. using a test force of 6000N.
Replace ball joints if outside limits given in a. and /
or b.
Fig 5

Care of Wheels and Fixing Faces Care of Wheels

(all axles with spigot fixing) Check for CRACKS in new wheels, especially around the
fixing holes, and in studs, nuts and washers. If in doubt
At approximately 100 miles after fitting wheels, wheel nut RENEW.
torque should be checked with wheel ends in ''cold" DO NOT simply re-tighten very loose wheel fixings or
condition (i.e. not after prolonged braking). wheels which are continually becoming loose. Find out
If any relaxation of original torque of 285/315 lbs. ft. why they are loose and whether any damage has been
(385/425Nm.) has occurred, re-tighten. Relaxation of caused.
initial torque may occur because of ''Bedding Down" of Use TRAINED personnel and keep RECORDS of all
hub and wheel surfaces attention to wheels and fixings, including which parts were
renewed and when.
CAUTION
Tightening should NOT be done immediately Further details are given in British Standard Code
after prolonged braking i.e. when wheel ends are of Practice for the selection and care of tyres and
hot. A relaxation of wheel nut torque does occur wheels for commercial vehicles BSAU50: Part 2
when wheel end is hot but as it cools down Section 7A: 1995
torque should revert back to original setting.
Re-tightening when hot will produce a higher
torque reading when cold.
Protection of spigot wheel fixing
diameters and pressure surfaces
Although this single re-tightening after first 100 miles Although an initial surface coating to wheel rim mating
should be sufficient to ensure wheels stay tight, extra faces on spigot is applied to stop rusting and facilitate easy
checks are recommended within at least the first 1000 removal of wheels. The application of P.B.C. grease such
miles to check that wheel assembly is stable and that no as 'Rocol Tufgear' or equivalent to wheel register is
further relaxation is occurring. recommended.
Correct tightening sequence of wheel nuts:
Fig 6

NDS 56XLF Front Axle XLF Amended:
Brake disc surface evaluation

1. Upon removal of brake disc Fig. 7, its surface
should be checked for defects. Inspection should
cover both sides of the braking surface as well as
the outer diameter of the disc. Brake disc thickness
should be checked in accordance with
manufacturers dimensional recommendations.
7 You should inspect for the following:
• Heat checking
• Cracks
• Grooves - scoring
• Blue marks - Banding
• Polished discs
Heat checking can be light or heavy,

If light heat checking type cracks (fine and light) are found
as shown in Fig. 8 the disc can continue to be used.
If heavy heat checking type cracks (deep and wide) are
8 found the disc must be replaced.
Cracks can be of two types Radial or Through.

If any radial cracks are found in the brake disc surface as
shown in Fig. 9 then the disc must be replaced.
If any Through cracks are found in the brake disc as shown

in Fig. 10 then the disc must be replaced.
10

EVALUATION (continued)
Grooving - Scoring can be light or heavy, If light grooving

is found as shown in Fig. 11 then the disc can continue to
be used.
11
If Heavy grooving is found as shown in Fig. 12 then the

disc must be replaced.
12
Blue marks - banding indicates that the disc has been

exposed to very high temperatures.
If Blue marks - banding are found, the reason for the high
temperatures must be investigated and corrected. Refer to
the Brake manufacturer for details. if left uncorrected the
formation of heavy heat checking / cracks will occur.
13
Polished discs indicate the use of improper lining

material or that the disc has been re- machined to too fine
a surface finish.
The Gloss / polish should be removed using (80) grit

Emery cloth and the brake manufacturer should be
contacted for an alternate liner material.
14
BRAKE
DISC
SURFACE

14 15 16
9
12
8 11
10
6
5
3 17
2
1
18
19
20
21
22
23
24
25
26
27
28
37
39 36
40
29
30
31
Fig 15
Swivel / axle bed tightening torques
Item Description Tightening Torque

1. Brake backplate nut 1/2" UNF 85 - 103 lbs.ft 115 - 140 Nm
2. Brake backplate stud 1/2" UNF See TD 183/1 (All axles)
8. Swivel top cap 25 - 75 lbs.ft 34 - 102 Nm
9. Swivel top cap lubricator 10 - 15 lbs.ft 14 - 20 Nm
11. Top lever bolts M24 x 3 grade 10.9 433 - 479 lbs.ft 587 - 649 Nm
Top lever bolts M24 x 3 grade 12.9 520 - 575 lbs.ft 705 - 780 Nm
14. Cotter pin nut /2" UNF
1
51 - 61 lbs.ft 69 - 82 Nm
23. Lockstop nut 90 - 120 lbs.ft 122 - 162 Nm
24 & 25. Bottom lever bolts M20 x 2.5 grade 10.9 433 - 479 lbs.ft 587 - 649Nm
27. Ball pin nut 155 - 170 lbs.ft 210 - 230 Nm
30. Socket pinch bolt (M12) 52 - 66 lbs.ft 70 - 90 Nm
Socket pinch bolt (M10) 33 - 37 lbs.ft 48 - 50 Nm
32. Swivel bottom cap lubricator 10 - 15 lbs.ft 14 - 20 Nm
33. Swivel bottom cap 25 - 75 lbs.ft 34 - 102 Nm
40. Hub nut 350 - 400 lbs.ft 475 - 542 Nm

6
5
4
3
2
1
7
8
9
10
Fig 16
Swivel / hub end tightening torques
Item Description Tightening Torque

1. Wheel nut M20 x 1.5 285 - 315 lbs.ft 386 - 427 Nm
4. Brake air cylinder retaining nuts M16 x 1.5 133 - 155 lbs.ft 180 - 210 Nm
6. Brake Caliper Mounting Bolt M16 x 1.5 266 - 294 lbs.ft 360 - 399 Nm
10. Hub flange retaining bolt M14 x 1.5 174 - 192 lbs.ft 236 - 260 Nm

Overhaul Procedures
Preparation
Prepare for axle overhaul as follows:
1. Set parking brake and block drivewheels to
prevent vehicle movement.
2. Raise vehicle until tyres are off the ground.
Support raised vehicle with safety stands.
WARNING
NEVER WORK UNDER A VEHICLE
SUPPORTED ONLY BY A JACK.
ALWAYS USE SAFETY STANDS.
Swivel / axle bed disassembly

1. Disconnect brakes and A.B.S sensor from vehicle.
Fit plugs to connectors to prevent dirt ingress.
2. Remove roadwheels, brake drums (if fitted), hub
flanges,hub bearings and brakes from swivel.
NOTE
The Hub bearing assembly should only
be removed if it is to be replaced or for
removal of brake assembly / backplate.
Unnecessary removal can cause damage
to the unit.
WARNING
Take care to avoid breathing in brake
dust during removal swivel / axle bed
disassembly.


(continued)
3. Remove split pin (if fitted) and loosen but do

not remove ball socket nuts on tie rod.
17
For ease of disassembly when loosening
self locking ball pin nuts.
Insertion of a hexagonal key (allen key) into
the ball pin itself will aid in removal.
If for service reasons the tie rod is only to

be removed in isolation without removing
3 mm any other parts it may be necessary to use
gap a long reach thin walled socket in certain
applications.
4. Back off nuts approximately 3 - 4 mm.

5. Using a suitable extraction tool, disconnect ball
18
sockets from bottom steering lever.
6. Disconnect steering linkages from top steering
lever, using a suitable extraction tool as in steps 3,
4, & 5.
When separating ball socket from steering

lever, an extractor tool MUST be used. DO
NOT strike areas around ball pin tapers with
hammer blows under any circumstances due
to possible ball pin taper deformation.
Also take care not to trap the rubber boot
during removal of the socket assembly, as
this would require replacement of the entire
19 socket assembly.
7. Inspect rubber boots of socket assemblies as

described in routine maintenance section. If
damaged replace entire socket assembly.
20


(continued)
8. Remove lubrication nipples from top and bottom
caps.
9. Remove top and bottom caps. Discard ‘O’ ring
seals and foam inserts.
21 10. Remove Cotter pin nut and washer, then drive out
cotter pin using a soft metal drift.
11. Drive kingpin out of swivel / axle bed with a hide
faced / brass hammer and a suitable drift.
12. Carefully remove swivel from axle beam.
WARNING
Component is heavy, care should be
taken when removing. Also take care not
to drop bearing and shims when sliding
swivel from axle bed.
22
Cleaning
Once swivel has been removed clean all parts as below:

1. Castings / forgings and rough parts
• Clean with wire brush or steam clean.
2. Steel parts
• Clean with suitable cleaning agent.
• Rinse thoroughly.
• Dry off, using clean rags.

23
3. Inspect rubber boots of socket assemblies as

described in routine maintenance section if
damaged replace entire socket
WARNING
Never use petrol (gasoline) to clean parts
due to extreme combustability.
Do not clean hub bearing assembly due
to possibility of seal damage.
Take care not to use wire brush to clean
bearing journals on swivel.
24

Swivel disassembly (continued)
1. Measure and record for later use the length of

swivel stops.
2. Remove swivel stops and put in a safe place.
3. Remove king pin bush dirt seals from swivel using

25
a suitable tool.
4. Discard seals.
5. Remove swivel / king pin bushes using correct

service tool (see tool list on Page 7.45).
6. Discard bushes.
7. Remove swivel lock stops and check for wear /

damage. Replace if found to be faulty.
8. Thoroughly clean seal / bush area using a wire

brush and suitable cleaning agent.
26
27
28

Removal and refitting of steering levers

(This procedure can be performed with swivel
either on or off axle)
CAUTION
29 The following instructions should be
strictly adhered to.
Fitment of the steering levers is one of
the most safety critical factors on the
vehicle.
Removal
1. Using a suitable socket, loosen but do not remove
the steering lever bolts.
2. Using a hide faced mallet, tap the steering lever to
loosen it from the swivel face if required. Do not
strike the steering lever with a steel hammer.
30
3. Carefully remove steering lever bolts and steering
lever.
4. Discard steering lever bolts.
5. Clean and check the screw thread in the swivel, the
thread should be un damaged.
6. Clean and degrease the mating surfaces of steering
lever and swivel.
Refitting
1. Apply a small amount of Loctite 275 to new steering
lever bolt threads.
31 2. Refit steering lever and tighten new bolts to
specified torque.
32

Swivel reassembly
1. Lightly lubricate outside of replacement bushes

with clean grease.
2. Hand start replacement bush in swivel bore.
Note
33 position of Ensure split line in replacement bush is
split line positioned as shown in Fig. 33
3. Draw bush into swivel using correct service tool

(see Tool list on Page 7.45).
4. Check bushes are to correct depth by tapping into
position using top section of correct service tool
(see Tool list on Page 7.45).
5. Use same procedure for both upper and lower
bushes.
6. Once bushes are correctly positioned in swivel bore
Draw they require reaming.
34 bush into 7. Ream bushes using correct Kentmoore tool for the
swivel bush fitted (see tools table).
35

Swivel assembly(continued)
8. Install new upper and lower swivel seals using
correct service tool (see chart at front of this
section). as follows:-
Use of correct tool ensures that the seal

36 is seated at the correct depth.
Incorrect fitting of seal can cause
problems when fitting the swivel
assembly to axle bed.
A. Place seal onto tool, open side fist see Fig

41 on Page 7.22 to check correct
orientation.
B. Position tool, into seal / bush bore in swivel
as shown.
C. Insert remainder of tool, through swivel as
shown.
D. Gently tap seal into swivel bore to depth.
37
Ensure lip of seal is positioned as shown
below. The seal sits 0.25mm below
swivel face. This helps to prevent
damage during assembly of swivel onto
axle beam.
38
39

Slot in bush must be

positioned within
these limits
Fig 40
Install top seal face down
5.50mm
5.25mm
Bush depth
Ensure seal is
below surface
when fitted
5.50mm
5.25mm
Bush depth
Install bottom seal face up
Fig 41
Kingpin Bushing Specification

Axle Model Finished Dimension Kentmoore Tool Part No
NDS 56XLF 1.7955" PT4370 - 10

Swivel / axle bed reassembly

(continued)
Always replace kingpin and thrust

bearing if found to be faulty.
42
1. Lightly lubricate the following components with
clean grease before assembly:
• Thrust bearing areas of swivel
• Axle beam ends
• Kingpin bore of axle bed
2. Prepack dimples in bushing bores with grease.
Also pack thrust bearing with grease, by manually
kneading grease into rollers. (see Page 7.7 for
correct spec.)
Do not disassemble when packing
43 On no account simply wipe grease

around inside of bearing. Rollers must
be fully packed with grease to avoid
failure in service.
Top of thrust bearing. Note dirt seal 3. Select a nominal shim pack of 0.13mm thickness.
4. Place shim pack onto bottom of swivel.
Setting tool (see chart) 5. Place thrust bearing onto top of shim pack,
ensuring that the bearing is the correct way up
(see photograph.)
6. Insert setting tool (see chart at front of this section)
into bottom bore of swivel, through bush, shims
and thrust bearing (this serves to assist in placing
44 swivel onto axle bed).
Use setting tool (see Tool list on Page

7.45).
Top of thrust bearing Not king pin to align bearing and shims.
Note dirt seal This prevents bearing dirt seal from
being pushed upwards and causing dirt
seal to become trapped upon assembly
of swivel to axle beam.
7. Offer swivel, shims, thrust bearing and setting tool,

up to axle beam.
45
WARNING
Component is heavy, care should be
taken when lifting.


(continued)
8. Position kingpin in top of swivel.
Align slot in kingpin with cotter pin hole in bed.
For ease of fitting!

46
Suggest that slightly turning swivel pin
will aid when cotter pin is to be fitted
later.
9. Drive kingpin down through the swivel and axle

bed using a hide faced / brass hammer and a
suitable drift until bottom of kingpin is flush with
bottom of lower swivel bush. (see Fig 41 on Page
7.22).
Drive King Pin down
through the swivel, At this point it is necessary to check the
displacing setting tool vertical play in the swivel and adjust if
necessary.
47
END PLAY CHECKING / ADJUSTMENT
A. Position swivel in straight ahead position.
Setting tool B. Mount a D.T.I on axle bed with stylus positioned on
top face of swivel.
C. Position a suitable pry bar between axle bed and
swivel and check for lift.
Correct reading should be between 0.05mm to
0.13mm.
D. Add or remove shims until correct D.T.I reading is
obtained.
48
49


(continued)
10. Once vertical play adjustment is correct, check
alignment of kingpin flat and cotter pin hole.
11. Install a new cotter pin.
50 Cotter pin is fitted from rear of axle.
12. Drive cotter pin home using a hammer and a drift

Note flat on if necessary.
cotter pin 13. Fit new cotter pin washer and new nut.
Tighten nut to correct torque.
14. Check cotter pin is correctly seated by tapping
further with hammer and punch.
15. Re-check torque on cotter pin nut.
51
52

16. Lightly grease ‘O’ ring bores in top and bottom of

swivel. (This helps to hold the ‘O’ ring in place)
17. Place a new ‘O’ ring into top and bottom bores in
swivel, and new foam insert lightly lubricated using
clean oil on each top and bottom cap. (this helps to
prevent foam insert from deforming upon fitment of
top / bottom caps)
53 18. Install new king pin top and bottom caps.
Should existing top and bottom caps be

in good condition, it is possible to re-use
them, provided the following procedure
is followed:
1. Remove all existing sealant using a
wire brush.
2. Apply a bead of Loctite 577 to
second thread for 180° and refit
Spicer speciality axle division does
not recommend re-use of
top/bottom caps with original
sealant.
54
For ease of assembly:
Suggest using a socket and ratcheting
spanner to press down top / BTM cap and
tighten at the same time,
On no account use an air powered gun to
tighten topcaps due to possibility of
stripping threads.
19. Tighten top and bottom caps to correct torque.

20. Refit top and bottom cap lubricators, tighten to
correct torque and orient in correct direction.
55 Top and bottom cap lubricators are self

tapping.
Take care when fitting to avoid stripping
threads.
Note orientation
of foam insert 21. Charge top and bottom bushes with grease until
grease seepage is evident at both the swivel / axle
bed interface and thrust bearing axle bed
interface.
If grease is seen to seep from top and

bottom cap threads, the 'O' ring seal has
become damaged and must be replaced.
56


(continued)
22. If Top and bottom steering levers have been
removed for replacement / Checking, Refit to
swivel using bolts and tighten to specified torque.
23. Offer tie rod assembly up to bottom steering lever.
57 24. Fit Ball socket nuts and tighten to specified torque.
Suggest initial tightening of ball pin nut

to lower torque figure. Then tighten just
enough to align split pin hole.
Do not exceed maximum torque figure.
58
59
60


(continued)
25. Check alignment of split pin holes in nut and ball
pin. If necessary tighten ball pin nut to align holes.
26. Insert a new split pin into ball pin.
27. Using suitable pliers, bend new split pin to secure
61
ball pin nut.
62
63
64

The following instructions are general.

Refer to hub end maintenance manual
and vehicle manufacturers assembly
instructions for more detailed
descriptions.
65 2. Re fit brake assemblies / brake drums.

3. Re connect brake connections.
4. Check that interfaces between hub flange and
wheel rim are free of the following:-
Dirt - including liner materials
Rust
Paint
Failure to keep the interfaces, can and

will cause the wheel rim to distort upon
tightening of wheel nuts.
For further details see BS AU 50: Part 2:
Section 7A; 1995
66
5. Refit road wheels.
6. Refit wheel nuts and tighten in correct sequence
(as shown in Fig 66) to specified torque
7. Check wheel alignment.
8. Refit swivel stop screws to original recorded length
and check lock angles. (see relevant installation
arrangement and / or vehicle manufacturer’s
instructions.)
Due to manufacturing tolerances on

beam forgings, it is impossible to state a
required length for longstops. Actual
lock angle should be checked on the
vehicle.
9. Lower vehicle to ground.

NDS 56XLF Front Axle - Hub End Diagram Amended:
14
15
16
9 13
12
8 11
10
7
6
5
4
3 17
2
1
18
19
20
21
22
23
24
25
26
27
38 28
37
39 36
40
35
34
33
32
29
30
31
Item No Description Item No Description
1 Brake backplate nut 21 A.B.S sensor brush
2 Brake backplate stud 22 Lockstop screw
3 Swivel assembly 23 Lockstop nut
4 King pin oil seal (top) 24 Bottom lever bolt - M20
5 King pin bush (top) 25 Bottom lever bolt - M24
6 Top cap ‘O’ ring 26 Bottom lever
7 Top cap foam insert 27 Ball pin nut
8 Top cap 28 Split pin (Ball pin nut)
9 Top cap lubricator 29 Tie rod
10 Top steering lever L/H 30 Socket pinch bolt
11 Top lever bolts 31 Socket assembly
12 Setting shims 32 Bottom cap lubricator
13 King pin thrust bearing 33 Bottom cap
1
14 Cotter pin nut /2” UNF 34 Bottom cap foam insert
15 Cotter pin washer 35 Bottom cap ‘O’ ring
16 Axle bed 36 King pin
17 Cotter pin 37 King pin bush (bottom)
18 Cable protector A.B.S sensor 38 King pin oil seal (bottom)
19 Tie wrap 39 Thrust washer (hub bearing)
20 A.B.S sensor 40 Hub nut

Preparation
Prepare for axle overhaul as follows:
1. Set parking brake and block drive wheels to
prevent vehicle movement.
2. Raise vehicle until tyres are off the ground. support
raised vehicle with safety stands.
67
WARNING
Never work under a vehicle supported
only be a jack.
Always use safety stands.
Hub end disassembly

1. Disconnect brake connections and ABS sensor
from vehicle.
Fit plugs to connections to prevent dirt ingress.
68
2. Loosen but do not remove, brake caliper retaining
bolts
3. Using suitable lifting equipment, support the brake
caliper.
4. Remove brake caliper retaining bolts and remove
brake caliper from axle.
WARNING
Brake caliper is heavy. Ensure weight is
fully supported before removing retaining
bolts. Take care to avoid caliper
swinging and trapping fingers.
Brake calipers are handed!

Spicer Speciality Axle Division
recommends marking calipers with paint
or marker pen to facilitate correct
refitting.
Brake air cylinders should only be
removed if replacement or repair is
required.
Refer to the brake manufacturer's manual
for details of caliper or air cylinder
service.

Hub end disassembly (continued)

5. Loosen but do not remove hub flange bolts.
6. Remove 2 diametrically opposed hub flange bolts.
7. Replace 2 diametrically opposed hub flange bolts
with 2 studs (loosely fitted).
69
Replacement studs should protrude
beyond front face of hub flange to aid
removal.
8. Gently tap hub flange outwards using a hide faced

hammer.
9. Support weight of hub flange and remove
hub flange retaining bolts.
10. Remove hub flange and place on a suitable
workbench.
WARNING
70 Component is heavy.
Ensure weight is fully supported before
removing retaining bolts.
11. Inspect wheel studs and remove for replacement,

any that are found to be defective.
71


12. Once hub flange has been removed, insert two
bolts into brake disc extraction holes
13. Tighten to free brake disc from hub bearing.
14. Support weight of brake disc and carefully
slide along dummy studs to remove.
72
WARNING
Component is heavy.
Ensure weight is fully supported before
removing retaining bolts.
15. Place brake disc on a suitable work bench and

inspect for cracks and defects, Replace if
necessary.
(See Pages 7.11 & 7.12 for details of typical defects and
acceptability)
73
Check brake disc thickness is within manufacturer's
specifications.
Refer to table below for Acceptable dimensions:
WARNING
Do not allow brake disc to wear below
minimum thickness!
74
Brake Disc Type Original Thickness Minimum Thickness

PAN 19.1 45MM 37MM


16. Using a small ended chisel, pry off the "staking" on
the hub nut.
17. Remove hub nut and discard.
18. Remove bearing thrust washer.
75 19. Fit bearing guide sleeve onto swivel thread.

(See Tool list on Page 7.45 )
20. Carefully pull unitised hub bearing assembly
towards end of swivel stub and remove.
21. Place on a suitable workbench and inspect
for wear / damage, taking care not to
damage the ABS exciter ring in the process.
The unitised bearings used on the NDS

range of axles are non serviceable items.
Bearings are pre-adjusted, lubricated and
have seals fitted as part of the
manufacturing process.
76
The bearings are greased for life and
there is no need or facility for re-
lubrication.
22. Remove ABS sensor and sensor bush inspect for

wear / damage and replace if necessary.
Strip down remainder of axle as described in swivel

assembly removal and refitting instructions.
77
78
Place bearing this way up on bench to

avoid damaging pole wheel.

Hub end reassembly

1. Follow instructions contained in swivel / axle bed
reassembly section, before attempting to
reassemble hub end.
2. Fit Unitised hub bearing guide sleeve onto swivel
stub (see Tool list on Page 7.45)
79 3. Smear swivel stub axle with a thin layer of anti-
fretting assembly paste white i.e. Optimol Paste
White T (Castrol) or equivalent.
4. Offer new unitised bearing onto swivel stub.
80
81
82

Hub end reassembly (continued)

5. Place unitised hub bearing thrust washer onto axle
stub.
6. Fit hub nut.
7. Tighten to specified torque.
83
Rotate unitised hub bearing whilst
tightening.
84
85
86


8. Stake the hub nut by deforming with a round nosed
chisel.
9. Using a modified hub flange bolt as a guide,
carefully position brake disc onto unitised hub
bearing.
87 10. Tap securely home (using a hide faced hammer to
avoid damaging the brake disc itself.)
11. Remove the modified hub flange bolt at this point.
12. Carefully offer hub flange up to brake disc /
unitised hub bearing assembly and hold in position
by inserting 1 - off hub flange bolt and tightening
hand tight.
13. Insert remainder of hub flange bolts.
14. Tighten to correct torque using selection
procedure as shown in Fig 90.
88
89
90


15. Refit ABS sensor bush and sensor into swivel.
A new sensor bush should be fitted

whenever a new sensor is fitted.
If fitting a new sensor and bush into an
91 ABS ready axle. Sensor and bush
should be supplied from the same
manufacturer.
16. Push sensor through bush until it comes into

contact with polewheel on hub assembly.
17. Rotate hub bearing assembly through at least one
revolution.
This serves to set the correct gap

between sensor and polewheel.
Refit ABS sensor bush and sensor into swivel.

A.B.S. Sensor Performance Check 5. Minimum reading must be greater than voltage
threshold (Vt) i.e.
Check A.B.S. sensor performance as follows:
1. Insert probes from a volt-meter into two plugs in
sensor connector.
2. Set voltmeter to read mili-volts AC. Vmin. > Vt
3. Rotate hub in any direction at a constant speed of

60Hz (7Kph).
To determine this speed use the following
calculation
Vt. = 60mV
60Hz
RPM = x 60 secs
z
If this is not the case, then sensor gap is too large

where z = number of teeth on pole wheel (100 or there may be excessive pole wheel runout. The
teeth on this application). pole wheel will therefore need to be inspected and
remounted or replaced.
NOTE
6. If paragraphs 4 and 5 are satisfied, then the
Reading may not be steady due to installation can be considered as satisfactory.
possibility of pole wheel run out and
Inconsistent speed of wheel.
The above test procedure is as
recommended by WABCO Automotive
U.K.
4. Maximum reading (Vmax) must not be more than
80% greater than minimum reading (Vmin) i.e. At GKN Axles Ltd the sensor is checked
using hand held computer equipment
with software developed by GKN Axles
Kirkstall Division, details of which are
available from our Production
Vmax Engineering Dept. If required.
< or = 1.8
Vmin
If following is true then it is likely that there is

excessive pole wheel runout. Pole wheel
installation will therefore need to be inspected and
remounted or replaced.
Vmax
> 1.8
Vmin


19. Using suitable lifting equipment, support the brake
caliper.
WARNING
Brake caliper is heavy.
92
20. Offer brake caliper up to brake bracket. (Ensure

correct hand of brake caliper is selected)
21. Insert brake caliper retaining bolts and tighten
hand tight.
22. Tighten brake caliper bolts to secure assembly.
23. Remove caliper lifting equipment
WARNING
Brake caliper is heavy.
Ensure weight is fully supported by
93
retaining bolts before removing lifting
equipment.
24. Tighten brake caliper bolts to correct torque.

25. If the brake caliper air chamber has been
removed; Refit to caliper and tighten nuts to
correct torque.
Take care not to damage pad wear sensor

cable during reassembly of chamber to
caliper.


26. Refit lockstop screws and adjusting nuts
27. Reset lockstop screws to achieve correct lock
angles as shown on installation drawing or vehicle
manufacturer's specifications.
94 Do not allow lockstop threads to protrude

through front face of swivel.
28. Check wheel alignment as follows

a. Set axle in straight ahead position.
b. At a point level with wheel centre, measure
distance over hubs / wheel rims, both in front and
Clamp bolt behind axle centre.
type A c. Front measurement ‘B’ should be 0.0" to 0.04" (0.0

to 1mm) LESS than rear measurement ‘A’.
Socket assembly
d. Any adjustment on type A socket and tie rod
assemblies can be effected by slackening clamp
95 bolts in ball sockets and rotating track rod tube.
For type B socket and tie rod assemblies, slacken
the clamped end of the assembly and use the
adjuster ring.
End of threads must
e. After adjustment, tighten clamp bolts to specified
not be visible here
torque.
When adjusting Type A tie rods, ensure

Adjuster ring socket threads are equally positioned in
each end of the tie rod and that the end of
type B Socket the socket thread is not visible through
assembly the sawcut.
96
Crimped end
type B socket
assembly

97
29. Re-connect brake to vehicle hydraulic system as

recommended in brake manufacturer’s manual.
30. Clean interfaces of wheelnuts, wheel rim & hub

98
then re-fit road wheels securing with wheel nuts
and tighten in correct sequence (as shown) to
specified torque.
Interfaces must be free from dirt,

including brake liner material debris, rust
and paint.
Failure to keep interfaces clean can and
will cause wheel rim to distort upon
tightening of wheel nuts.
For further details see BS AU50: Part 2:
Section 7A: 1995.
31. Remove axle supports and lower vehicle to

ground.

Stud fitting procedures

Standard studs - fitted into machined chamfered
holes.
Studs to be inserted until thread run-out locks into parent
metal.
Fig 99
IMPORTANT
This stud fitting procedure is to be used in lieu of stated torque values on existing arrangements. New
arrangements will specify TD183/1 from the date of issue.
Special studs - filled into machined parallel

counterbore
Studs to be inserted until

correct torque value is
obtained - as shown on
relevant arrangement
drawing.
Fig 100
IMPORTANT
This specification is for stud fitting only; nuts & setscrews must be torqued to value specified.

Tooling required
Item Number Description
E662 Alignment sleeve for ∅55 hub bearing
E646 Puller for top & bottom swivel bushes
E647 Kingpin oil seal bush bumper
E656 Alignment tool for fitting swivel to bed

Alphabetical Index Amended: 10.11.06
A Rear Electrical Distribution Centre (R.E.D.C.) 5.45
Air Cleaner 2.2 Engine 2.1
Air Dryer 4.5 Injector Supply Lines 2.45
Air Suspension System 6.2 Oil & Filter Drain Interval Procedure 2.28
Air Suspension, Front 6.10, 6.12 Engine and Mountings 2.24
Allison 2000 3.3 Exhaust Gas Processor System - EGP 2.7
Allison AT545 Gearbox 3.3 Exhaust System 2.6
Alternator AC172R 5.46 F
Axle, Rear 3.38 Fan Motor 2.18
B Fault Code Readout, Engine 2.30
Batteries 5.3 Foot Brake Valve - Dual 4.5
Battery Carrier Area 5.65 Footbrake Valve, Dual 4.36
Brake Chamber 4.5 Front Axle 7.1, 7.8
Braking System 4.1, 4.2 Front Brake Actuator 4.32
Disc Brake Type PAN19-1plus 4.10 Front Suspension 6.10, 6.12
C Fuel System 2.10
Change Speed Linkage 3 Position 3.6 G
Compressor, Braking System 4.5 Gearbox - Allison T280R 3.19
Control Valve, Hand 4.40 Gearbox, Allison AT545 3.3
Cooling System 2.4 H
D Hand Brake Valve 4.5
Differential Carrier Assembly, Rear Axle 3.38 Hand Control Valve 4.40
Double Check Valve 4.5 Hazardous Materials 1.3
Driver’s Information Screen 5.38 Hydraulic Pump, Tandem 2.20
Dual Footbrake Valve 4.36 Hydraulic System 2.14
E I
Electrical System 5.1, 5.3 Instrument Panel 5.38
Front Electrical Distribution Centre (E.D.C.) 5.43 Instrumentation 5.3

Alphabetical Index Amended: 10.11.06
L Transmission fault light 3.8
Lubricants and Fluids 1.17 Tyres 6.19
M V
Multi-Circuit Protection Valve 4.5, 4.42 VIN Plate 1.4
P W
Pipe Connectors, Braking System 4.62 Wheels 6.1, 6.19
Propshaft 3.34 Wiring Diagrams - Allison 2100 5.68
Q Wiring Diagrams - Allison T280R 5.120
Quick Release Valve - QRV 4.5 Wiring Diagrams - Voith DV500 5.94
Rear Axle 3.38
Rear Brake Actuator 4.33
Rear Suspension 6.14, 6.16
Retarder 3.26, 3.28
Service Schedule 1.5
Shock Absorbers 6.18
Special Tools 1.18
Spring Brake Actuator 4.5
Standard Torque Figures 1.19
Starter 5.4
Steering 7.1
Suspension 6.1
Tandem Hydraulic Pump 2.20
Towing 1.16
Transmission 3.1, 3.2
Range inhibited light 3.8


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SERVICE MANUAL

Covering 4 and 6 Cylinder Models

SFD111AR1 SFD332BR1 SFD633BR1

Publication Number: 2291 Date: July 2006 (03/08)

Alexander Dennis Ltd

Main Index Amended: 12/11/07

PARTS, SERVICE & TECHNICAL CENTRES SECTION 4: . . . . . .BRAKING

ABS System .............. Page 4.46 - 55

Servicing Schedule . . . . . . . . . Page 1.5 - 11 SECTION 5: . . . . . .ELECTRICAL SYSTEM )

Front & Rear EDC . . . . . . . . . . . Page 5.47-49

Hydraulic System . . . . . . . . . . . Page 2.14 - 21 SECTION 6: . . . . . .SUSPENSION, WHEELS

Rear suspension . . . . . . . . . . . Page 6.14 - 17

Allison T280R . . . . . . . . . . . . . . Page 3.18 - 25 SECTION 7: . . . . . .STEERING, FRONT AXLE

Service Manual - Publication Number 2291 - July 2006

AFTER MARKET SUPPORT LINE

0845 358 9988

including : Part Number Identification

FAX numbers : Parts Ordering . . . . . . . . . . . .0845 358 9992

Service Manual - Publication Number 2291 - July 2006

REGIONAL PARTS MANAGERS Amended: 02/04/07

REGIONAL PARTS MANAGER MARK BOWLEY

REGIONAL PARTS MANAGER KEVIN YEARDLEY

) REGIONAL PARTS MANAGER LES RIVETT

REGIONAL PARTS MANAGER JOHN McPHERSON

CUSTOMER MANAGEMENT ROB WILLIAMS

Service Manual - Publication Number 2291 - July 2006

BRISTOL SERVICE CENTRE: Folly Lane. St Philips. Bristol. BS2 0RH

HARLOW SERVICE CENTRE: Unit B, Pinnacles Industrial Estate

TELEPHONE: 01279 770600 FAX : 01279 419744

Service Manual - Publication Number 2291 - July 2006

REGIONAL SERVICE MANAGERS Amended:

REGIONAL SERVICE MANAGER STEVE EDMONDS

REGIONAL SERVICE MANAGER Glen Wilkie

REGIONAL SERVICE MANAGER STUART BOND

REGIONAL SERVICE MANAGER JOHN BRADLEY

REGIONAL SERVICE MANAGER DAVID ALLEN

NIGEL PARKS E-MAIL : nigel.parks@alexander-dennis.com

Service Manual - Publication Number 2291 - July 2006

Service Manual - Publication Number 2291 - July 2006

General Amended: 12/11/07

Health and Safety Maintenance . . . . . . . . . . . . . . . Page 1.12 - 15 )

Service Manual - Publication Number 2291 - July 2006

Warning and Caution Symbols Working on the Vehicle

• Moving parts - Cooling fan, propshaft, brake

• Temporary components - driver's seat.

• Noise - engine and exhaust noise may exceed

Page 1.2 Service Manual - Publication Number 2291 - July 2006

Health and Safety Amended:

Hazardous Materials Viton ‘O’ rings and seals (fluoro-elastomers)

Exhaust Emissions Any fluoro-elastomer (Viton, Flourel or Tecmoflon)

Friction Material Dust 5. Disposable heavy duty gloves (neoprene) MUST

Service Manual - Publication Number 2291 - July 2006 Page 1.3

Key to VIN Plate

Page 1.4 Service Manual - Publication Number 2291 - July 2006

Service Schedule Amended:

Service Intervals Recommended Servicing sequence

Service Manual - Publication Number 2291 - July 2006 Page 1.5

Air Cleaner DAILY FIRST A B C

Air Conditioning DAILY FIRST A B C

Front Axle DAILY FIRST A B C

Rear Axle DAILY FIRST A B C

Page 1.6 Service Manual - Publication Number 2291 - July 2006

Service Schedule Amended:

Cooling System DAILY FIRST A B C

Check gearbox breather is not blocked