EH600 370TD+T8EF E 01+Operational+Principles

Manual No.
T8EF-E-01
Technical Manual
(Operational Principles)
EH600
370TD
Rigid Dump Truck

INTRODUCTION
TO THE READER
• This manual is written for an experienced technician • If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this rigid dump truck. manual, please contact using “Service Manual
Revision Request Form” at the end of this man-
• Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Truck Manufacturing Ltd.
TEL: 519-823-2000
FAX: 519-823-5545
ADDITIONAL REFERENCES
• Please refer to the materials listed below in addition
to this manual.
• The Operator’s Manual • Operation Manual of the Engine

• The Parts Catalog • Parts Catalog of the Engine
• Hitachi Training Material
MANUAL COMPOSITION
• This is the Technical Manual (Operational Princi-
ples).
• Information included in the Technical Manual

(Operational Principles):
technical information needed for redelivery and
delivery, operation and activation of all devices
and systems.
PAGE NUMBER
• Each page has a number, located on the center
lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE

NOTATIONS
In this manual, the following safety alert symbol and • CAUTION:
signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of rigid dump truck could, if not avoided, result in personal injury or
damage. death.
• IMPORTANT:
This is the safety alert symbol. When you see this Indicates a situation which, if not conformed to the
symbol, be alert to the potential for personal injury. instructions, could result in damage to the rigid
Never fail to follow the safety instructions prescribed dump truck.
along with the safety alert symbol.
The safety alert symbol is also used to draw attention NOTE: Indicates supplementary technical informa-
to component/part weights. tion or know-how.
To avoid injury and damage, be sure to use appropri-
ate lifting techniques and equipment when lifting
heavy parts.
UNITS USED
• SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm2, 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parentheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature °C °F °C×1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
Force N kgf 0.10197 min-1 rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque N٠m kgf٠m 1.0197 mL/rev cc/rev 1.0
N٠m lbf٠ft 0.7375
IN-02
SECTION 1 GENERAL
SECTION AND GROUP Group 1 - Specifications
CONTENTS
Group 2 - Component Layout
SECTION 2 SYSTEM
TECHNICAL MANUAL Group 1 - Control System

(Operational Principles)
Group 2 - Hydraulic System
Group 3 - Electrical System
All information, illustrations, and Group 4 - Air System

Specifications, in this manual are
based on the latest product
information available at the time
of publication. The right is
Group 5 - Air Conditioning System
reserved to make changes at any
time without notice.
SECTION 3 COMPONENT OPERATION
COPYRIGHT(C) 2008 Group 1 - Steer and Hoist

Guelph, Ontario, Canada
All rights reserved
Group 2 - Brake Cooling
Group 3 - Brake
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications ....................................…….T1-1-1 Vehicle Electrical Center ......................... T1-2-24
Performance Data .................................... T1-1-2 Battery Box ............................................. T1-2-27
Engine ...................................................... T1-1-5 Tail Lamp Bracket ................................... T1-2-28
Engine Accessories .................................. T1-1-7 Air Conditioning Unit Location................. T1-2-29
Transmission ........................................... T1-1-8 Air Conditioning System
Hydraulic Devices..................................... T1-1-8 Components and Hoses .................. T1-2-30
Electrical Equipment................................. T1-1-9
Brakes .................................................... T1-1-10
Group 2 Component Layout

Main/Electrical Components ..................... T1-2-1
Hydraulic System Components................. T1-2-5
Steering Components ...................... T1-2-5
Supp. Steering Components ............ T1-2-6
Hoist Components ........................... T1-2-7
Hydraulic Tank ................................. T1-2-8
Hydraulic Pumps ........................... T1-2-10
Windshield Washer Pump...............T1-2-11
Air System Components ......................... T1-2-12
Air Tanks........................................ T1-2-12
Brake Converters/Reservoirs......... T1-2-13
Air Compressor/Governor .............. T1-2-14
Air Dryer/Service Brake Treadle .... T1-2-15
Retarder Treadle............................ T1-2-16
Engine .................................................... T1-2-17
Exhaust Side ................................. T1-2-17
Fuel Pump Side ............................. T1-2-18
Transmission .......................................... T1-2-19
Air Cleaner/Surge Tank .......................... T1-2-20
Cab Features ........................................ T1-2-21
Instrument Monitoring Panel .......... T1-2-22
Lamp Display................................. T1-2-23
T1-0-1
(Blank)
T1-0-2
GENERAL / Specifications
SPECIFICATIONS
Model EH600
Body Capacity
Struck (SAE) 14.6 m3 (19.1 yd3)
Heap 2:1 (SAE) 21 m3 (27.5 yd3)
Max. GMW 56911 kg (125467 lb)
Engine Cummins N14-C400
Transmission Avtec CLT754
Net machine weight 26490 kg (58400 lb)
Body Raise Time (@ 2250 rpm) 12 seconds
Body Float Down Time 12 seconds
A 8.04 m (26’ 4”)
B 3.6 m (11’ 10”) unloaded, 3.5 m (11’ 5”) loaded
C 3.73 m (12’ 3”)
D 7.73 m (25’ 4”)
E 0.46 m (1’ 6”)
F 55°
G 2.07 m (6’ 10”)
H 3.65 m (12’)
I 2.86 m (9’ 5”) unloaded
T1-1-1
PERFORMANCE DATA
T1-1-2
T1-1-3
INSTRUCTIONS:
Diagonal lines represent total resistance (Grade % plus rolling resistance %). Charts based on 0%
resistance, standard tires and gearing unless otherwise stated.
1. Find the total resistance on diagonal lines on right-hand border of performance or retarder chart.
2. Follow the diagonal line downward and intersect the NMW (Net Machine Weight) or GMW weight
(Gross Machine Weight) line.
3. From intersection, read horizontally right or left to intersect the performance or retarder curve.
4. Read down for machine speed.
T1-1-4
ENGINE
MAIN SPECIFICATIONS
Manufacturer ............................................. Cummins India Ltd.
Model ........................................................ N14-C400
Type .......................................................... Diesel, 4 cycle, 6-cylinder In-line,
water cooled, turbocharged, after cooled
direct injection type, Tier 1 Emission Certification.
Cyl. No.-bore x stroke................................ 140 mm x 152 mm (5.5 in x 6.0 in)
Displacement ............................................ 14 L (855 in3)
Rated output power (gross)....................... 298 kW / 2100 rpm (400 hp / 2100 rpm)
Dry weight ................................................. 1316 kg (2901 lb)
Firing order................................................ 1, 5, 3, 6, 2, 4
Rotation direction ...................................... Clockwise (Viewed from the fan side)
COOLING SYSTEM
Cooling fan diameter ................................. 991 mm (39 in)
Fan Drive Ratio ......................................... 0.75 : 1
Thermostat ................................................ Opening temperature 82 ºC (180 ºF)
Fully open temperature 93 ºC (200 ºF)
LUBRICATION SYSTEM
Lubrication pump type ............................... Gear type.
Oil filter...................................................... Full flow type with bypass
Oil pan capacity (low to high) .................... 30 - 36 L (8 – 9.5 US gal)
STARTING SYSTEM
Motor......................................................... Delco-Remy 42MT
Voltage ...................................................... 24 V
ENGINE STOP SYSTEM

Stop method.............................................. Ignition signal cut-off
FUEL SYSTEM
Injection pump........................................... Gear-Type Fuel Pump
Speed control device................................. Throttle
PERFORMANCE
Fuel consumption @ rated output ............. 213 g/Kw-hr (0.350 lb/hp-hr)
Peak Torque .............................................. 1857 N٠m (189 kgf٠m, 1370 lbf٠ft) @ 1400 rpm
T1-1-5
Engine Performance Curves
T1-1-6
ENGINE ACCESSORIES
ALTERNATOR
Type .......................................................... Brushless type, Delco-Remy 33 SI
Weight....................................................... 11.1 kg (24.47 lb)
Capacity .................................................... 24 V, 75 A, DC
AIR CONDITIONING COMPRESSOR

Type .......................................................... Sanden SD7H15
3
Displacement ............................................ 154.9 cc/rev (9.5 in /rev)
3
Oil ............................................................. 240 cc (14.6 in ) SP-20 Type
RADIATOR ASSEMBLY
Type .......................................................... Engine/Transmission Oil cooler assembly
Dry Weight ................................................ 234 kg (515 lb)
RADIATOR
Dry weight ................................................. 132 kg (291 lb)
Testing pressure........................................ 82.7 kPa (12 psi)
Pressure cap ............................................. 96.5 kPa (14 psi)
OIL COOLER
Type .......................................................... Shell & tube
Dry Weight ................................................ 113 kg (250 lb)
Testing pressure (shell) ............................. 4137 kPa (600 psi)
Testing pressure (tube).............................. 517 kPa (75 psi)
T1-1-7
TRANSMISSION
Model ........................................................ Avtec
Type .......................................................... CLT 754
Speeds ...................................................... 5 Forward, 1 Reverse
Weight (dry)............................................... 444 kg (980 lb)
HYDRAULIC DEVICES
BRAKE COOLING OIL PUMP
Model ........................................................ Parker V25660
Displacement ............................................ 0.22 L/rev (13.42 in3/rev)
Rated flow ................................................. 439 L/min (115.9 gpm) @ 2000 psi
STEERING/HOIST PUMP
Model ........................................................ Vickers Inc. PVH074L
Type .......................................................... Piston
Displacement ............................................ 0.0737 L/rev (4.50 in3/rev)
Rated flow ................................................. 158 L/min(41.8 gpm) @ 2100 rpm x 1.022 (PTO Ratio)
HOIST CONTROL VALVE

Type .......................................................... Four Position Manual Spool
Maximum Flow .......................................... 300 L/min (79.3 gpm)
Relief Setting............................................. 21000 kPa (3046 psi)
STEER VALVE
Type……………………………………………Closed Center
Displacement…………………………………630 cc/rev (38.4 in3/rev)
Max Pressure Port P...………………………17500 kPa (2550 psi)
Max Pressure Port T...………………………1500 kPa (220 psi)
Rated Oil Flow...……………………………..63 L/min (16.6 gpm)
SUPPLEMENTARY STEER PUMP

Type……………………………………………Electrically Driven 24V DC
Power……….…………………………………2.2 kW (2.95 hp)
Working Pressure…....………………………5000 kPa (725 psi)
Relief Setting………....………………………5500 - 6000 kPa (798 - 870 psi)
HOIST CYLINDER
Quantity ..................................................... 1
Type........................................................... Double Acting
Stages ....................................................... 2 Double Acting, 1 Single Acting
Stroke ........................................................ 539/559/589 mm (21.22/22.01/23.19 in)
Bore........................................................... 211/180/150 mm (8.31/7.09/5.91 in)
Piston Rod Diameter ................................. 200/170/100 mm (7.87/6.69/3.94 in)
Fully Retracted Length .............................. 976 mm (38.43 in) (center-center)
Test Pressure (Raise Port)......................... 18960 kPa (2750 psi)
Test Pressure (Lower Port) ........................ 6895 kPa (1000 psi)
T1-1-8
STEERING CYLINDER
Quantity .......................................................... 2
Type ............................................................... Double Acting
Stages ............................................................ 1
Piston Rod Diameter ...................................... 40 mm (1.58 in)
Bore................................................................ 63 mm (2.48 in)
Stroke ............................................................. 500 mm (19.69 in)
RIDE STRUTS
Quantity .......................................................... 4
Effective stroke ............................................... 179 mm (7.05 in)
Fully retracted................................................. 525 mm (20.67 in) (center-center)
ELECTRICAL EQUIPMENT
HORN
Quantity .......................................................... 1
Make .............................................................. Roots
Type ............................................................... Vibrating Diaphragm Type
Voltage ........................................................... 24V DC
LIGHTS Quantity Watts

Headlights ...................................................................... 4 75/70
....................................................................... 2 5
Direction Indicators ......................................................... 6 21
Backup ............................................................................ 2 70
Tail ................................................................................. 2 5
Stop ................................................................................ 2 21
Cab ................................................................................. 3 10
AIR CONDITIONER
Refrigerant ................................................... 134a
Evaporator Air Flow...................................... 490 m3/h (641 yd3/h)
Temperature Control .................................... Manual control
Refrigerant Capacity…………………………..1.1 – 1.2 kg (2.4 – 2.6 lb)
BATTERY
Capacity…………………………….350 min @ 25 Amps @ 25 ºC (77 ºF).
Voltage………………………………12 V
Weight (Wet)………………………..55 kg (121 lb) x 2
Cold Cranking Amps……………….906 A / 30 seconds / -18 °C (-0 °F)
T1-1-9
BRAKES
SERVICE BRAKES Front Rear (Retarder)
Make .............................................................. Carlisle HH6 Euclid
Type ............................................................... Dry disc Wet disc
Location.......................................................... Wheels Wheels
No. of Discs per Axle ...................................... 2 50
No. of Brake Heads per Axle .......................... 4 N/A
Control System ............................................... Air-Over-Hydraulic Air-Over-Hydraulic
Secondary System ......................................... Automatic retarder low pressure apply at 517 kPa (75 psi)
Safety Valve Opening Pressure ...................... 1034 ± 34 kPa (150 ± 5 psi)
PARK BRAKE
Type ............................................................... Drum brake, spring apply, air pressure release
Location.......................................................... Transmission
Secondary System ......................................... Automatic low pressure apply at 400 kPa (58 psi) decreasing
REAR BRAKE CONVERTERS

Conversion Ratio ............................................ 9:1
3
Hydraulic Displacement .................................. 328 cc (20 in )
Overstroke Warning........................................ 75% Displacement
FRONT BRAKE CONVERTER

Conversion Ratio ............................................ 23:1
Hydraulic Displacement .................................. 144 cc (8.8 in3)
AIR TANKS
Quantity .......................................................... 3
Function.......................................................... 2 Rear Brake Reservoirs, 1 Wet Tank Reservoir
Capacities....................................................... 2 x Rear Tank 60 L (15.9 gal), 1 x Wet Tank 20 L (5.3 gal)
AIR COMPRESSOR
3
Capacity.......................................................... 6.2 liters/s (13.2 ft /min)
Governor Cut In Pressure............................... 690 kPa (100 psi)
Governor Cut Out Pressure ............................ 830 kPa (120 psi)
T1-1-10
GENERAL / Component Layout
MAIN COMPONENTS / ELECTRICAL COMPONENTS 8
10
6
2
11
3
14
9
1 7
13 13
12 4
1. Battery Box 6. Brake Converters and Reservoirs 11. Horn

2. Body 7. Engine Access Cover 12. Headlights
3. Cab 8. Air Dryer 13. Directional Indicator
4. Service Cabinet 9. Mirrors 14. Windshield Wiper
5. Engine Air Cleaner 10. Surge Tank
T1-2-1
MAIN COMPONENTS / ELECTRICAL COMPONENTS (CONT’D)
13
18
19
17 15
16
13. Directional Indicator 17. Fuel Tank

15. Front Axle 18. Rock Ejector
16. Rear Axle 19. Engine Curtains
T1-2-2
19
13
20
22 24 25
18
21 26
23
13. Directional Indicator 22. Wet Tank (Park Brake Tank)

18. Rock Ejector 23. Hydraulic Tank
19. A/C Condenser 24. Hydraulic Breather
20. Rear Brake Air Tanks 25. Brake Cooling Oil (Hydraulic) Filter and Transmission Filter
21. Purge Tank 26. Supplementary Steer Pump
T1-2-3
28 29 30 28
13 29 13
34
31
33 32
27 27
13. Directional Indicators 31. Reverse Alarm

27. Rear Struts 32. Body Prop Pin
28. Tail Lights 33. Rear Axle Breather
29. Stop Lights 34. Rear Axle Cross-stay
30. Reverse Lights
T1-2-4
HYDRAULIC SYSTEM COMPONENTS
Steering Components 2
1. Steering Cylinders 4. Crossover Relief Valve

2. Steering Column 5. Priority Valve
3. Steering Control Valve 6. Shuttle Valve
T1-2-5
HYDRAULIC SYSTEM COMPONENTS (CONT’D)
Supplementary Steering Components
Suction
Line
Pressure
Return to Line
Tank Line 1. Supplementary Steer Pump
T1-2-6
Hoist System Components
1. Hoist Cylinder
2. Hoist Control Valve
3. Hoist Control Lever
T1-2-7
Hydraulic Tank
7
5
8
6
9 11 1
4 3 2
10
1. Supplementary Steering Pressure Line 7. Hoist Control Valve Return to Tank

2. Supplementary Steering Return to Tank 8. Brake Cooling Oil Pump Pressure Line
3. Supplementary Steering Suction Line 9. Brake Cooling Return to Tank Line
4. Brake Cooling Oil Pump Suction Line 10. Pressure Switch Line
5. Hydraulic Pump Suction Line 11. Steer Control Valve / Priority Valve
6. Hydraulic Pump Return to Tank Return to Tank
T1-2-8
Hydraulic Tank
6
1 9
7 5
2
8
4
1. Hydraulic Breather 6. Hydraulic Oil Filter

2. Brake System Air Vent Line 7. Brake Cooling Pressure Line (Filter In)
3. Hydraulic Oil Filler Cap 8. Brake Cooling Pressure Line (Filter Out)
4. Hydraulic Sight Glass 9. Brake Cooling Oil Filter Bypass (Return to Tank)
5. Transmission Oil Filter
T1-2-9
Hydraulic Pumps
1
7 3
2
4
12
11 10 8
1. Steer/Hoist (Hydraulic) Pump 7. Hydraulic Pump Pressure Switch

2. Hydraulic Pump Pressure Line 8. Brake Cooling Oil Pump
3. Hydraulic Pump Load Sense Line 9. Brake Cooling Oil Pump Pressure Line
4. Hydraulic Pump Suction Line 10. Brake Cooling Oil Pump Suction Line
5. Hydraulic Pump Return to Tank Line 11. Brake Cooling Oil Filter
6. Line to Hydraulic Pump Pressure Switch 12. Brake Cooling Oil Filter Bypass (Return to Tank)
T1-2-10
Windshield Washer Pump
1
3
1. Windshield Washer Reservoir

2. Cap
3. Windshield Washer Pump
T1-2-11
AIR SYSTEM COMPONENTS
Air Tanks
4 1
11
9
3
8
10
1. Rear Air Tanks 7. Pressure Line to Rear Air Tanks

2. Wet Air Tank (Park Brake Air Tank) 8. Pressure Line to Governor
3. Purge Tank 9. Pressure Line to Brake Treadle
4. Rear Air Tank Pressure Sensor 10. Pressure Line to Brake Treadle
5. Wet Air Tank Pressure Sensor 11. Wet Air Tank Manifold
6. Relief (Safety) Valve
T1-2-12
AIR SYSTEM COMPONENTS (CONT’D)
Brake Converters and Reservoirs
1. Rear Brake Converter and Reservoir 2. Front Brake Converter and Reservoir
T1-2-13
Air Compressor
Unloading Line from Governor
Water
Cooling
Ports
Air Output Line to Air Dryer
Governor
Unloading Line to Air Compressor
Unloading Line to Air Dryer
Pressure Line
from Wet Air
Tank Manifold
T1-2-14
Air Dryer
(Unloading port)
Service Brake Treadle
T1-2-15
Retarder Treadle
* DCV = Double Check Valve
T1-2-16
ENGINE
Exhaust Side
11
12
9
14
13
5
10
6
8
7
2
1. Starter Motor 8. Oil Filter

2. Alternator 9. Turbocharger
3. A/C Compressor 10. Automatic Belt Tensioner
4. Water Pump 11. Coolant Temperature Sensor
5. Dipstick 12. Thermostat Housing
6. Oil Filler Tube 13. Oil Cooler
7. Coolant Filter 14. Exhaust Manifold
T1-2-17
ENGINE
Fuel Pump Side
3 1
8
4
1. Flywheel 5. Aftercooler
2. Fuel/Water Separator 6. Breather Tube
3. Air Compressor 7. Oil Drain Plug
4. Governor 8. Oil Pump
T1-2-18
TRANSMISSION
3
4
2
6
8 5
7 1 9 10
1. Transmission Sight Glass 6. Transmission Oil Filler Hose

2. Power Take Off (P.T.O.) 7. Transmission Speed Sensor
3. Hydraulic Pump 8. Transmission Temperature Sender
4. Brake Cooling Oil Pump 9. Transmission Lockup Pressure Sender
5. P.T.O. Lubricating Hose 10. Transmission Oil Pressure Sender
T1-2-19
AIR CLEANER / SURGE TANK
Air Cleaner
1. Air Cleaner
2. Air Cleaner Switch
Surge Tank 3
1
1. Surge Tank 3. Pressure Cap

2. Coolant Vent Lines 4. Coolant Sight Glass
T1-2-20
CAB FEATURES
15
16
14
1 7
9
2
3 8
10
13 11
4
12
1. Retarder pedal 9. Emergency/Load Dump valve

2. Steering wheel 10. Body hoist control lever
3. Multiple function control lever 11. Transmission shift selector
4. Tilt/Telescope steering wheel adjustment 12. Ash tray
5. Service brake pedal 13. Operator’s seat
6. Accelerator pedal 14. Instrument Panel
7. Hand throttle control 15. Overhead Display
8. Park brake valve 16. Sun Visor
T1-2-21
INSTRUMENT MONITORING PANEL

1 2 3 4
16
22
18 21 20 18
8 9 22
17
15
19
13
5 6 7 11 12
14 10
1. Fuel Gauge 12. Supplementary Steering Switch

2. Engine Oil Pressure Gauge 13. Hazard Warning Switch
3. Transmission Oil Pressure Gauge 14. Fan Switch
4. Air System Pressure Gauge 15. Master Key Switch
5. Engine Coolant Temperature Gauge 16. Dome Light Switch
6. Brake Oil Temperature Gauge 17. Cigar Lighter (24V Power Port)
7. Transmission Oil Temperature Gauge 18. Air Outlets
8. Hour Meter and Tachometer 19. Air Conditioning Decal
9. Speedometer 20. Re-circulating Control
10. Audible Alarm 21. Heater Control
11. Headlight Switch 22. Lamp Display
T1-2-22
LAMP DISPLAY
16
17 15
18
14
1 13
12
2
3
11
5 8
9 10
6
7
1. Engine Oil Pressure Indicator 10. Body Up Indicator

2. Engine Coolant Temperature Indicator 11. Transmission Lockup Indicator
3. Air System Pressure 12. Supplementary Steering Control Indicator
4. Battery Charging Indicator 13. Transmission Oil Temperature Indicator
5. Differential Brake Pressure Indicator 14. Transmission Oil Pressure Indicator
6. Air Dryer Filter Indicator 15. Brake Coolant Temperature Indicator
7. High Beam Indicator 16. Central Warning Alarm Indicator
8. Turn/Hazard indicator 17. Parking Brake Indicator
9. Filters indicator 18. Converter Brake Pressure Indicator
T1-2-23
VEHICLE ELECTRICAL CENTER
Fuse 1 – 10 A – Key Switch Fuse 26 – 20 A – Air Conditioner Fan

Fuse 2 – 15 A – Engine Starter Motor Relay Fuse 27 – 5 A – Body Up Sensor
Fuse 3 – 15 A – Head Light Switch Fuse 28 – 5 A – Alternator Indicator Light
Fuse 4 – 20 A – Head Lights Fuse 29 – 5 A – Supplementary Steering Pressure Switch
Fuse 5 – 10 A – Flasher Fuse 30 – 5 A – Tachometer
Fuse 6 – 15 A – Cigar Lighter Fuse 31 – 5 A – Transmission Lock-up Pressure Switch
Fuse 7 – 5 A – Dome Lights Fuse 32 – 5 A – Air Dryer Pressure Switch
Fuse 8 – 10 A – Ladder Lights Fuse 33 – 5 A – Park Brake Pressure Switch
Fuse 9 – 5 A – Cold Start Solenoid Fuse 34 – 5 A – Filter Restriction Pressure Switches
Fuse 10 – 10 A – Brake Light Switches Fuse 35 – 5 A – Brake Coolant Temperature Indicator Light
Fuse 11 – 15 A – Horn Fuse 36 – 5 A – Indicator Lights
Fuse 12 – 5 A – Supplementary Steering Motor Relay Fuse 37 – 5 A – Air Tank Pressure Switch
Fuse 13 – 10 A – Engine Compartment Light Switch Fuse 38 – 5 A – Air Tank Pressure Switch
Fuse 14 – 5 A – Tachometer Fuse 39 – 5 A – Air Tank Pressure Switch
Fuse 15 – 5 A – Radio Fuse 40 – 5 A – Right Brake Converter Pressure Switch
Fuse 16 – 20 A – Seat Heater Fuse 41 – 5 A – Left Brake Converter Pressure Switch
Fuse 17 – 20 A – Mirror Heaters Fuse 42 – 5 A – Brake Differential Pressure Switch
Fuse 18 – 20 A – Spot Light Switches Fuse 43 – 10 A – Radio
Fuse 19 – 10 A – Operator Fan Switch Fuse 44 – 5 A – Heated Seat Switch
Fuse 20 – Spare Fuse 45 – 5 A – Heated Mirrors Switch
Fuse 21 – 5 A – Cold Start Switch Fuse 46 – 5 A – Spot Light Switches
Fuse 22 – 10 A – Reverse Lights Fuse 47 – Spare
Fuse 23 – 5 A – Reverse Alarm Fuse 48 – Spare
T1-2-24
Relay 1 – Engine Start Relay Relay 13 – Supplementary Steering Pressure Relay

Relay 2 – Key Start “A” Relay Relay 14 – Brake Coolant Temperature Relay
Relay 3 – Key Start “B” Relay Relay 15 – Transmission Oil Pressure Relay
Relay 4 – Key Start “C” Relay Relay 16 – Transmission Oil Temperature Relay
Relay 5 – Low Beams Relay Relay 17 – Engine Oil Pressure Relay
Relay 6 – High Beams Relay Relay 18 – Engine Coolant Temperature Relay
Relay 7 – Cold Start Relay Relay 19 – Alternator Start Relay
Relay 8 – Reverse Light Relay Relay 20 – Heated Seat Relay
Relay 9 – Reverse Alarm Relay Relay 21 – Heated Mirrors Relay
Relay 10 – Horn Relay Relay 22 – Spot Light 1 Relay
Relay 11 – Alternator Low Relay Relay 23 – Spot Light 2 Relay
Relay 12 – Supplementary Steering Switch Relay Relay 24 – Spot Light 3 Relay
T1-2-25
T1-2-26
BATTERY BOX
3 4
1. Battery Box 3. Battery

2. Battery Holder Assembly 4. Battery Disconnect Switch
T1-2-27
TAIL LAMP BRACKET
2 2
3 3
4 4
1. Reverse Lamps 4. Tail Lights

2. Stop Lights 5. Reverse Alarm
3. Directional Indicators
T1-2-28
AIR CONDITIONING UNIT LOCATION
T1-2-29
AIR CONDITIONING SYSTEM COMPONENTS AND HOSES
1. Air Conditioning Unit

2. Air Conditioning Condenser
3. Air Conditioning Compressor
T1-2-30
SECTION 2
SYSTEM
CONTENTS
Group 1 Control System
Outline...................................................... T2-1-1 Hoist Circuit ............................................ T2-3-12
Engine Control.......................................... T2-1-2 Marker Lamp Circuit ............................... T2-3-12
Transmission Control................................ T2-1-4 Head Light Circuit ................................... T2-3-13
Body/Hoist Control.................................... T2-1-7 Turn Signal & Hazard Warning Circuit..... T2-3-14
Brake Lamp Circuit ................................. T2-3-15
Group 2 Hydraulic System Reverse Lamp/Alarm Circuit ................... T2-3-15
Outline...................................................... T2-2-1 Dome Lamp/Cigar Lighter Circuit ............ T2-3-16
Hydraulic System...................................... T2-2-2 Ladder Lights Circuit ............................... T2-3-16
Brake Cooling System .............................. T2-2-3 Engine Compartment Lights Circuit......... T2-3-16
Supplementary Steering System............... T2-2-5 Heater/Air Conditioner Circuit ................. T2-3-17
Steer/Hoist System ................................... T2-2-7 Cold Start Circuit..................................... T2-3-17
Hoist System ...................................... T2-2-9 Supplementary Steering Circuit............... T2-3-18
Body Hold ..................................... T2-2-9 Spot Lights Circuit................................... T2-3-19
Body Float ...................................T2-2-11 Accessories/Customer Power
Body Power Down ...................... T2-2-13 Supply Circuit.................................... T2-3-19
Body Power Up........................... T2-2-15 Radio Circuit ........................................... T2-3-20
Steering System ............................... T2-2-17 Heated Seat/Heat Mirror Circuit .............. T2-3-20
Steer Neutral .............................. T2-2-17 Operator Fan Circuit ............................... T2-3-21
Steer Right Turn ......................... T2-2-19 Engine Oil/Engine Coolant/
Wheel Shock Reaction ............... T2-2-21 Transmission Oil Heaters Circuit....... T2-3-21
Group 3 Electrical System Group 4 Air System

Outline...................................................... T2-3-1 Outline ...................................................... T2-4-1
Starting Circuit .......................................... T2-3-2 Air System ................................................ T2-4-2
Monitoring Circuit – Lamp Display ............ T2-3-4 System Charging (0 kPa) .................... T2-4-4
Lamp Display............................................ T2-3-5 System Charging (593 kPa) ................ T2-4-7
Lamp Display Circuit – Alarm Lights ......... T2-3-6 System Charged (827 kPa) ............... T2-4-10
Lamp Display Circuit – Info Lights ............ T2-3-7 Service Brake Apply.......................... T2-4-13
Monitoring Circuit - Gauges ...................... T2-3-8 Retarder Apply .................................. T2-4-16
Instrument Monitoring Panel – Gauges .... T2-3-9 Park Brake Release .......................... T2-4-19
Gauges Circuit........................................ T2-3-10 Load/Dump Brake Apply ................... T2-4-21
Windshield Wiper/Washer and Low Pressure Emergency Stop ......... T2-4-24
Horn Circuit .......................................T2-3-11
T2-0-1
(Blank)
T2-0-2
Group 5 Air Conditioning System
Description and Operation ........................ T2-5-1
Air Conditioner Controls ........................... T2-5-3
Air Conditioning Layout ............................ T2-5-4
Air Conditioning Electrical......................... T2-5-5
T2-0-3
(Blank)
T2-0-4
SYSTEM / Control System
OUTLINE
The hauler control system consists of three catego-

ries: engine control, transmission control, and hoist
control. These mechanical controls are designed to
perform the vehicle tasks based on the operator’s ac-
tions.
The Engine Control System includes the following

features:
• Accelerator Pedal
• Hand Throttle Control
The Transmission Control System includes the fol-

lowing features:
• Transmission Shift Selector

• Neutral Start Circuit
• Second Gear Start Option
• Downshift and Reverse Inhibit
• Shift Modulation
The Hoist Control System includes the following fea-

tures:
• Power Up
• Hold
• Float
• Power Down
T2-1-1
ENGINE CONTROL
Accelerator Pedal
Purpose: To provide a means during normal opera-

tion for the operator to control rate of fuel
intake into the engine and consequently
control the speed of the engine.
Operation: The further the accelerator pedal is de-

pressed, the higher the engine speed
that results. As the accelerator pedal is
depressed it pulls on the accelerator ca-
ble, which attaches to the bracket on the
engine. This action rotates the bracket
about its pivot point, which is the control
for the fuel pump. The fuel pump will
ramp up as the accelerator pedal is de-
pressed and the bracket turns the fuel
pump control. When the accelerator Accelerator Pedal
pedal is released, it returns to the default
minimum throttle position and the accel-
erator cable relaxes. This allows the re-
turn spring to move the bracket back to
the low idle position and the fuel pump
then runs at the minimum speed. Transmission
Control Cable
Bracket
Return Spring
Accelerator Cable
T2-1-2
Hand Throttle Control
Purpose: To provide a means during stationary

hauler operation to lock the engine speed
at a desired level to perform tasks that
require higher engine speeds, such as
cooling the engine, charging the air sys-
tem, raising the body, etc.
Operation: The hand throttle control should never be

used as an improvised “cruise control” for
the rigid dump truck. The operator
should always ensure that the hand throt-
tle control is placed in the OFF position
before the transmission is shifted out of
neutral, and that it remains OFF while the Hand Throttle Control OFF
transmission is operating outside of neu-
tral. In order to operate the hand throttle
control, the operator must first depress
the accelerator pedal until the desired
engine speed is achieved, and then hold
it in that position. The operator must
then depress the red button on the hand
throttle control and pull up on the handle
until resistance is felt. This takes up the
slack in the cable leading from the accel-
erator pedal to the hand throttle control
that the operator created when the ac-
celerator pedal was depressed. The red
button and handle on the hand throttle
control can then be released, followed by
the accelerator pedal. The engine will
now hold its speed at the desired level.
Hand Throttle Control ON
Hand Throttle Control to Accelerator Connection
T2-1-3
TRANSMISSION CONTROL
Transmission Shift Selector
Purpose: To provide an interface between the op-

erator and transmission that allows the
operator to request a certain gear or
range of gears for the transmission to
use during operation.
Operation: The transmission shift selector is a me-

chanical device that uses a cable and
rod assembly to send signals from the
operator to the transmission, which the
transmission then interprets as a re-
quested gear or range of gears. When
the transmission shift selector is shifted
by the operator, the rod on the shift se-
lector extends or retracts. This pushes
or pulls the cable through the casing
leading to the rod mounted to the trans-
mission, which then extends or retracts
appropriately. The movement of the rod
mounted to the transmission turns the
gear selector lever on the transmission,
which the transmission uses as its input
for gear range requests.
Transmission Shift Selector
Selector Lever and Rod
Selector Lever / Rod on Transmission
T2-1-4
Neutral Start Circuit
Purpose: To prevent the engine from being started

while the transmission is in any gear
other than neutral.
Operation: The transmission shift selector has logic

built in to it that prevents the operator
from accidentally starting the engine
while the transmission is not in the neu- Shift Selector Logic
tral range. When the transmission shift
selector is in any position other than
neutral, a switch will keep the engine
starting circuit open and the engine will
not start. When the transmission shift
selector is placed in neutral, the engine
start circuit will close and the engine will
have the ability to start. The shift se-
lector also has a switch that closes a
circuit when it is in the reverse range.
This activates the reverse lamps and
alarm when the transmission is in re-
verse.
Second Gear Start Option Downshift and Reverse Inhibit

st
Purpose: To avoid the rough shift from 1 gear to Purpose: To avoid dangerously high engine
nd
2 gear during normal operation of the speeds and unsafe shifts between for-
rigid dump truck. ward and reverse gears.
Operation: When the transmission is in drive, it will Operation: When the transmission shift selector is
avoid using 1st gear in order to prevent placed in a specific gear range (1 – 4),
the jolt to system components that oc- the transmission will not allow the op-
curs during the transition from 1st to 2nd erator to manually downshift to a lower
gear. Instead, the transmission will start gear if the road speed is too high. The
in 2nd gear from a stop in order to pre- shift selector can be placed in the lower
serve system integrity. First gear is still gear range but the transmission will not
available for situations where uphill shift until the road speed has been re-
starts or maximum traction is required. duced to a safe level. The transmission
also does not allow shifting from any
forward gear to the reverse gear and
vice versa unless the road speed is very
low. In order to avoid a shift shock, it is
important that a full stop is made when
shifting between forward and reverse
gears.
T2-1-5
Shift Modulation
Purpose: To give the transmission the ability to

upshift or downshift in order to provide
optimal acceleration or fuel efficiency Transmission
based on the engine throttle request.
Control Cable
Operation: The bracket on the engine has a cable
connected to it that runs to the shift
modulation lever on the transmission.
When the bracket moves because of a
throttle request from the accelerator
pedal, it pulls the cable leading to the
shift modulation lever a distance that is
proportional with the amount of throttle
that is requested from the operator.
The transmission uses this input to de-
cide what gear range is most appropri-
ate for the situation. Opening the throt-
tle will raise the speed at which upshifts
occur. If the operator requests a low
throttle, the transmission will tend to se-
lect a higher gear in order to provide low
engine speed and high fuel efficiency. If
the operator requests a high throttle, the
transmission will evaluate whether a Bracket
lower gear is appropriate in order to pro-
vide high engine speed and greater ac- Return Spring
celeration.
Accelerator Cable
Shift Modulation Lever
T2-1-6
HOIST CONTROL
Purpose: To control the hoist cylinder/body move-
ment and position according to the hoist
control lever position selected by the op-
erator.
Operation: 1) POWER UP: With the hoist control lever 3) FLOAT: With the hoist control lever in the
in the POWER UP position, the hoist con- FLOAT position, the hoist control valve also
trol valve also shifts to the POWER UP shifts to the FLOAT position. This opens the
position. This allows system pressure in base end of the hoist cylinder to the return to
to the hoist system load sense line, and tank line through the hoist control valve. The
the pump will go on stroke and supply weight of the body will then push the oil out of
enough flow to meet the current pres- the base end of the cylinder and the hoist
sure requirements. The system pres- cylinder will collapse until the body floats
sure is sent through the hoist control down and rests on the frame. The hoist con-
valve to the base end of the hoist cylinder. trol lever should be in this position any time
Once the pressure has built to a sufficient the rigid dump truck is in motion.
amount at the base end, the pressure will
shift the load check in the hoist control 4) POWER DOWN: With the hoist control lever
valve and allow oil to begin flowing back in the POWER DOWN position, the hoist con-
to tank from the rod end. This extends trol valve also shifts to the POWER DOWN
the cylinder upwards to raise the body position. This allows system pressure in to
and dump the load. the hoist system load sense line, and the
pump will go on stroke and supply enough
2) HOLD: With the hoist control lever in flow to meet the current pressure require-
the HOLD position, the hoist control valve ments. System pressure is then directed to
also shifts to the HOLD position. This the rod end of the hoist cylinder through the
blocks the flow of hydraulic fluid to and hoist control valve, and the base end of the
from the hoist cylinders and maintains the hoist cylinder is drained to tank through the
body in the desired position. If the pres- hoist control valve. This quickly collapses the
sure in the rod or base end becomes too hoist cylinder and forces the body down.
high, the appropriate relief valve will open
and exhaust some oil to the return to tank
line to relieve the pressure.
T2-1-7
MEMO
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T2-1-8
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of three sub-systems:
a brake cooling system, a steer/hoist system, and a
supplementary steering system.
Brake Cooling System:

A hydraulic system that pumps oil at a constant flow
rate through the hydraulic filter, the heat exchanger
and the rear wet disk brakes to keep them cooled.
Supplementary Steering System:

A hydraulic system that works independently of the
main steering system to provide backup steering in
case of engine or hydraulic pump failure. The sup-
plementary steer pump draws its power directly from
the batteries and draws its oil from its own reservoir in
the hydraulic tank to ensure steering is available to
the operator in case of emergency.
Steer/Hoist System:
A hydraulic system that shares the hydraulic oil be-
tween the steering and hoist portions of the circuit.
The priority valve ensures that flow is available to the
steering system at all times. If the pump senses hy-
draulic oil displacement through the load sense line, it
will ramp up to provide as much oil as it can at system
pressure.
T2-2-1
HYDRAULIC SYSTEM
T2-2-2
BRAKE COOLING SYSTEM
When the engine is running, the brake cooling oil
pump draws hydraulic oil from the hydraulic oil tank,
pumps it through a high pressure filter to the rear
brake assemblies to cool the internal brake discs,
and through a diffuser back into the hydraulic tank.
If oil resistance is greater than 345 ± 35 kPa (50 ± 5
psi) at the hydraulic filter (i.e., when oil temperature is
low (high viscosity) or the filter is clogging), the by-
pass check valve in the filter opens. This allows the
oil to bypass the filter and continue to the heat ex-
changer and wet disk brakes. If the oil pressure at
the filter reaches 587 ± 21 kPa (85 ± 3 psi), the check
valve will open in the filter bypass line, and oil will be-
gin to bypass the entire circuit and return to the hy-
draulic tank.
T2-2-3
BRAKE COOLING SYSTEM
T2-2-4
SUPPLEMENTARY STEERING SYSTEM
The supplementary steering circuit is the hauler’s
backup steering system in case of engine or hydraulic
pump failure. It is designed to work entirely on its
own, with very few requirements. As long as the
supplementary steering switch in the cab is on, the
supplementary steering system will automatically take
over for the primary steering system in the event that
engine or hydraulic pump functionality is lost. The
warning light in the cab will turn on to warn the opera-
tor when this situation arises. The pressure switch
connected to the hydraulic pump and mounted to the
hydraulic tank monitors the hydraulic pump output
pressure and will activate the supplementary steer
circuit if the pressure drops below 500 ± 50 kPa (73 ±
7 psi). Additionally, the supplementary steering cir-
cuit can be activated by the loss of the signal from the
alternator.
The supplementary steer pump draws hydraulic oil

from its own separate reservoir inside the hydraulic
tank. The pump is powered directly by the battery, for
cases where the alternator is not available. It then
delivers the hydraulic oil directly to the steer control
valve, bypassing the priority valve altogether. Be-
cause of the low capacity of the supplementary steer
pump, it should not be used to operate the machine
normally. When it is activated, there will only be a
short period of smooth steering before the steering
system begins to lose pressure and the steering
wheel becomes stiff and difficult to turn.
T2-2-5
SUPPLEMENTARY STEERING SYSTEM
T2-2-6
STEER/HOIST SYSTEM
When the engine is running and the steering wheel
and hoist lever are inactive, the steer/hoist (hydrau-
lic) pump will run at the standby pressure. If the
steering wheel is moved, the steer control valve will
shift in the appropriate direction. This will pressur-
ize the steer circuit load sense line on the steering
side of the shuttle valve. The pump will go on
stroke and supply enough flow to meet the current
pressure requirements. Assuming that the hoist
control lever is not in use, the priority valve will shift
to the “sharing” setting. The gerotor supplies the
steering cylinders with the appropriate flow rate of
oil based on the rate of turn of the steering wheel,
and the wheels will turn.
Priority Valve “Sharing” Setting
When the hoist control valve is shifted to the
POWER UP or POWER DOWN positions, the load
sense line on the hoist side of the shuttle valve will
be pressurized. The pump will go on stroke and
supply enough flow to meet the current pressure
requirements, up to a maximum of 19000 ± 350 kPa
(2755 ± 50 psi). Assuming that the steering wheel
is not in use, the priority valve will remain in the
“sharing” position. Adequate flow is delivered to
the hoist control valve and hydraulic oil will be
forced into the appropriate end of the hoist cylinder
while hydraulic oil is exhausted back to tank from
the opposite end.
In situations where only one of the steer control

valve or the hoist control valve are in use (or if nei-
ther are in use), the priority valve will be shifted to
the “sharing” setting. This will allow the steer con-
trol valve and the hoist control valve to have system
pressure available to them. However, when both
circuits are active, the priority valve will shift appro-
priately to ensure that the steering circuit will always
receive the required flow rate. The hoist system
will be forced to get by with the leftover flow that is
available, until the steering wheel stops turning and
no longer requires hydraulic flow. This is why the
body will move very slowly if the steering wheel is
moving during POWER UP or POWER DOWN op-
eration.
T2-2-7
STEER/HOIST SYSTEM
T2-2-8
HOIST SYSTEM
Body Hold:
To place the body into a HOLD status the operator is

required to pull the hoist control lever past the detent
into the HOLD position. The lever also returns to
HOLD position if released from RAISE position. This
is the neutral spool position in the hoist control valve
which traps oil in both the base-end and rod-end of
the hoist cylinder, while oil from the hydraulic pump is
directed back to tank.
The hoist cylinder cannot extend as there is no sup-

plied oil to the base-end of the hoist cylinder from the
hoist control valve. The hoist cylinders cannot retract
as the hoist control valve prevents oil from being
evacuated from the rod-end of the hoist cylinder.
However, if there is rod-end back pressure greater
than 5000 kPa (725 psi), the rod-end relief valve will
shift allowing some oil to be evacuated from the rod Hoist Lever Positions
end. Also, if there is base-end back pressure
greater than 21000 kPa (3046 psi), the base-end relief
valve will shift allowing some oil to be evacuated from
the base end. This protects the integrity of system
components from excessive pressure loads.
T2-2-9
HOIST SYSTEM: HOLD
T2-2-10
Body Float:
To place the body in the FLOAT status, the operator is

required to push the hoist control lever past the detent
into FLOAT position. The spring in the lever returns it
to FLOAT position if released from POWER DOWN
position. This position in the hoist control valve al-
lows oil from the base end of the cylinder to flow freely
back to tank.
The hoist cylinders cannot extend as there is no pres-

sure build up on the base-end of the hoist cylinder. If
the body is in a raised position, the weight of the body
will force oil out of the base-end, through the hoist
control valve and back to tank. The body conse-
quently lowers down at a reduced rate, until it contacts
the frame in a fully down position.
WARNING: Any time the rigid dump truck is

moving, whether empty or loaded, the hoist
control lever should be in the “Float” posi-
tion.
T2-2-11
HOIST SYSTEM: FLOAT
T2-2-12
Body Power Down:
To lower the body the operator is required to push the

hoist control lever to the full POWER DOWN position.
It is necessary to hold the lever in this position as a
centering spring will return the lever to the FLOAT po-
sition. This shift in the hoist control valve causes the
load sense line on the hoist side of the shuttle valve to
be pressurized. The pump will go on stroke and sup-
ply enough flow to meet the current pressure re-
quirements, up to a maximum of 19000 ± 350 kPa
(2755 ± 50 psi). Hydraulic oil from the pump is di-
rected through the load check to the rod end of the
hoist cylinder through an orifice in the hoist control
valve, while oil from the base-end of the hoist cylinder
flows through an orifice in the hoist control valve back
to tank.
T2-2-13
HOIST SYSTEM: POWER DOWN
T2-2-14
Body Power Up:
To raise the body the operator is required to pull the

hoist control lever to the full POWER UP position. It
is necessary to hold the lever in this position as a cen-
tering spring will return the lever to the HOLD position.
This shift in the hoist control valve causes the load
sense line on the hoist side of the shuttle valve to be
pressurized. The pump will go on stroke and supply
enough flow to meet the current pressure require-
ments, up to a maximum of 19000 ± 350 kPa (2755 ±
50 psi). When the pressure from the hydraulic pump
reaches the working pressure, the load check opens
in the hoist control valve and the body can begin to
raise. Hydraulic oil from the pump is directed to the
base end of the hoist cylinder through the hoist control
valve, while oil from the rod-end of the hoist cylinder
flows through the hoist control valve back to tank.
T2-2-15
HOIST SYSTEM: POWER UP
T2-2-16
STEERING SYSTEM
Steer Neutral:
The hydraulic pump draws oil from the hydraulic

tank and supplies oil to the steer control valve
through the priority valve and the one way check
valve. When the steering wheel is turned, the hy-
draulic oil passes through the steer control valve,
and is routed to the steering cylinders through the
gerotor and the crossover relief valve.
In neutral position, the steering wheel is not moving

and the steer control valve stops the hydraulic oil
from flowing to or from the steer cylinders. The
hydraulic pump remains at standby pressure and
the wheels do not turn left or right.
T2-2-17
STEERING SYSTEM: NEUTRAL
T2-2-18
Steer Right Turn:
Hydraulic oil is drawn through the suction strainer in

the hydraulic tank to the hydraulic pump. From the
pump the oil is sent to the priority valve, and then it
flows through a one way check valve.
When the steering wheel is turned to the right, the

steer control valve shifts to the right turn position.
This will pressurize the steer circuit load sense line
on the steering side of the shuttle valve. The pump
will go on stroke and supply enough flow to meet
the current pressure requirements. Unused flow is
available for the hoist system to use if the hoist
control lever is moved to the POWER UP or
POWER DOWN positions.
The hydraulic oil is directed to the gerotor, where

the flow rate of the oil is made proportional to the
rate of turn of the steering wheel. The oil is then
delivered through the crossover relief valve to the
left steer cylinder base-end and the right steer cyl-
inder rod-end. The oil from the other ends of the
cylinders is allowed to drain to tank through the
crossover relief valve and the steer control valve.
T2-2-19
STEERING SYSTEM: RIGHT TURN
T2-2-20
Wheel Shock Reaction:
If the front tires hit an obstruction on the haul road, the

system would react to relieve this shock pressure to
avoid damaging steering components.
In this schematic, shock has occurred to the rod end

of the right steer cylinder and the base end of the left
steer cylinder. The pressure increase in the steer lines
is sensed at the cross over relief valve located be-
tween the steer valve and the steer cylinders. The
cross over relief valve is set to relieve pressure at
19300 – 20000 kPa (2800 - 2900 psi). The cross over
relief valve shifts, exhausting excess pressure to the
opposite steer lines filling the void at the opposite
ends of the steer cylinders created by the shock. In
the event that the crossover relief valve is not func-
tioning, the steer control valve has its own crossover
relief system built in to it that is set to relieve at a
higher pressure of 22500 – 24000 kPa (3260 – 3480
psi). In either case, excess oil from the cylinders can
flow back to tank through the steering valve’s internal
drain passages.
The operator would not feel this shock at the steering

wheel since the steering valve is a closed center type.
T2-2-21
STEERING SYSTEM: WHEEL SHOCK
T2-2-22
SYSTEM / Electrical System
OUTLINE
The electrical system has been roughly divided into

22 circuits based on the different functions of the • Heated Seat and Mirror Circuit
hauler. The following are the main electrical circuits: Describes the heated seat, air seat and heated mir-
ror circuit.
• Starting Circuit • Heater/Air Conditioner Circuit
Rotates the starter motor to start the engine Describes the heater and air conditioning circuit.
• Monitoring Circuit – Lamp Display • Ladder Lights Circuit

Display vehicle operating conditions and errors Describes the functionality of the ladder lights cir-
through lights and activates a buzzer. cuit.
• Monitoring Circuit - Gauges • Cold Start Circuit

Displays the vehicle speed, steer / brake pressure Describes the Cold Start System.
and fuel level.
• Supplementary Steering Circuit
• Hoist Circuit Describes the supplementary steering system.
Describes the functionality of the hoist electrical cir-
cuit. • Engine Compartment Lights Circuit
Describes the engine compartment lights.
• Marker Lamp Circuit
Describes the vehicle marker lamps. • Radio Circuit
Describes the radio circuit.
• Head Light Circuit
Describes the vehicle head lights (high and low • Spot Lights Circuit
beam). Describes the spot lights circuit.
• Turn Signal and Hazard Warning Circuit • Operator Fan Circuit

Describes the vehicle hazard and turn signals Describes the operator fan circuit.
lamps.
• Engine Oil / Engine Coolant / Transmission Oil
• Brake Lamp Circuit Heaters Circuit
Describes the stop lamps when brake is applied. Describes the engine oil, engine coolant and
transmission oil heaters.
• Reverse Lamp / Alarm Circuit
Describes the reverse lamp and alarm whenever
T/M is in reverse gear.
LEGEND
• Dome Lamp / Cigar Lighter Circuit
Describes the dome lamp circuit in the cab. Unswitched Power Supply – power is
supplied through this connection regard-
• Windshield Wiper/Washer and Horn Circuit less of the position of the key switch.
When the key switch is in ON position, describes
windshield wiper or washer when requested. Switched Power Supply – Power is only
available through this connection if the key
• Accessories/Customer Power Supply Circuit switch is in the ON position.
Describes the optional connectors on the vehicle
which can be used to power certain dealer/cus- Ground – The circuit is grounded through
tomer installed options. this connection.
Reference – This refers the reader to the

marker with the same number on another
page of the schematic.
T2-3-1
STARTING CIRCUIT
The negative terminal of the battery is connected to
ground. The positive terminal of the battery is con-
nected to the starting circuit through the battery dis-
connect switch and the main circuit breaker. The key
switch is powered by 24V DC from the battery by a
10A fuse (F1) in the vehicle electric center. When the
key switch is in the ON position, 24V DC goes through
the M terminal of the key switch to activate RY2, RY3
and RY4 which provide power to the switched power
sources 15A, 15B and 15C. The fuel solenoid is also
energized, which makes fuel available to the engine
when it runs.
When the key switch is turned to the START position,

24V DC signal is made available to RY1. The sole-
noid will only energize if the transmission shift selector
is in neutral position. RY1 will then attempt to send a
signal through RY19, which will only be closed if there
is no signal from the alternator. If those conditions
are met, a signal will reach the ESMR (engine starter
motor relay) which will provide battery power through
the battery disconnect switch and main circuit breaker
to the starter motor. At this time, the pinion gear of the
starter motor is extended to engage with the engine
ring gear to rotate the engine. When the key switch
is released after the engine starts, the key switch re-
turns to the M position.
T2-3-2
STARTING CIRCUIT
T2-3-3
MONITORING CIRCUIT – LAMP DISPLAY
High Beam (7): Light 7 indicates when the high beam Engine Coolant Temperature (2): This light turns ON
is ON. when the engine coolant temperature sensor detects
a dangerously high engine coolant temperature.
Turn Signals (8): Light 8 indicates the left and right When this light is ON the engine coolant temperature
turn signals or the hazard signal are active. gauge will indicate in the red zone.
Body Up (10): If the body is not in contact with the Central Warning Alarm (16): The central warning
frame, the body up light (Light 10) will turn ON indi- light and central warning buzzer accompany all indi-
cating that the body is raised. cator lights on the lamp display that warn of an ad-
verse operating condition.
Engine Oil Pressure Light (1): When the engine oil Converter Brake Pressure Indicator (18): This
pressure sensor detects low engine oil pressure, light light illuminates when one of the rear brake converters
1 will turn ON. reaches 75% displacement. This indicates that there
may be something wrong with the brake converters or
Battery/Alternator (4): If the alternator is not provid- brake apply system.
ing a signal to the alternator relay, then light 4 will turn
ON. Brake Coolant Temperature (15): If the brake cool-
ing temperature sensor detects dangerously high
Park Brake (17): This light turns ON when the park cooling oil temperature, this light will illuminate.
brake pressure switch indicates that the park brake is
applied. Differential Brake Pressure Indicator (5): This light
will turn on if the differential pressure switch detects a
Check Filter (9): Warning light 9 can be activated by difference in brake apply pressure of 1379 ± 345 kPa
either the transmission or hydraulic filter pressure (200 ± 50 psi).
switches. The filter warning light will stay ON if at
least one of the filters is clogged. Supplementary Steering Indicator (12): This light
will turn on when the supplementary steering pump
Transmission Oil Pressure (14): When the trans- has taken over for the primary steering pump.
mission oil pressure sensor detects low transmission
oil pressure, light 14 will turn ON. Air Dryer Filter Indicator (6): This light will activate
when the desiccant in the air dryer requires replace-
Transmission Oil Temperature (13): Light 13 turns ment.
ON if the transmission temperature sensor indicates
that the transmission oil temperature is too high. Transmission Lockup Indicator (11): This light will
activate when the transmission is in lockup to inform
Brake System Pressure (3): If one of the brake air the operator that they are driving in an optimal trans-
pressure sensors detects air pressure below 414 kPa mission mode.
(60 psi), light 3 will activate.
T2-3-4
LAMP DISPLAY
16
17 15
18
14
1 13
12
2
3
11
5 8
9 10
6
7
1. Engine Oil Pressure Indicator 10. Body Up Indicator

2. Engine Coolant Temperature Indicator 11. Transmission Lockup Indicator
3. Air System Pressure 12. Supplementary Steering Control Indicator
4. Battery Charging Indicator 13. Transmission Oil Temperature Indicator
5. Differential Brake Pressure Indicator 14. Transmission Oil Pressure Indicator
6. Air Dryer Filter Indicator 15. Brake Coolant Temperature Indicator
7. High Beam Indicator 16. Central Warning Alarm Indicator
8. Turn/Hazard indicator 17. Parking Brake Indicator
9. Filters indicator 18. Converter Brake Pressure Indicator
T2-3-5
LAMP DISPLAY CIRCUIT – ALARM LIGHTS
T2-3-6
LAMP DISPLAY CIRCUIT – INFORMATION LIGHTS
T2-3-7
MONITORING CIRCUIT - GAUGES
Engine Coolant Temperature gauge (5): Indicates Air System Pressure Gauge (4): Indicates the air
the engine coolant temperature with reference to Cold pressure at the governor. The air system gauge re-
or Hot. The middle of the scale indicates the engine ceives a pressure signal from the air system, and thus
temperature for optimal operation. The red section of is not an electrical gauge. This gauge works with the
the scale indicates dangerously high engine coolant audible alarm and the corresponding warning light on
temperatures. This gauge works with the audible the lamp display to warn the operator if the air pres-
alarm and the corresponding warning light on the sure is too low.
lamp display to warn the operator if the engine coolant
requires attention. Brake Cooling Oil Temperature Gauge (6): Indi-
cates the brake cooling oil temperature. This gauge
Fuel Level gauge (1): Indicates the level of the fuel works with the audible alarm and the corresponding
found in the fuel tank with reference to Empty or Full. warning light on the lamp display to warn the operator
if the brake cooling oil requires attention.
Tachometer gauge (8): Indicates the engine speed in
rotations per minute (rpm). The red section indicates Transmission Oil Temperature Gauge (7): Indicates
dangerously high engine speeds. Also receives a the transmission oil temperature. This gauge works
signal from the alternator to log the engine hours. with the audible alarm and the corresponding warning
light on the lamp display to warn the operator if the
Engine Oil Pressure Gauge (2): Indicates the engine transmission oil requires attention.
lubricating oil pressure. This gauge works with the
audible alarm and the corresponding warning light on Speedometer (9): This gauge receives a signal from
the lamp display to warn the operator if the engine oil the transmission road speed sensor to provide the
requires attention. operator with the travel speed of the rigid dump truck.
Transmission Oil Pressure Gauge (3): Indicates the

transmission lubricating oil pressure. This gauge
works with the audible alarm and the corresponding
warning light on the lamp display to warn the operator
if the transmission oil requires attention.
T2-3-8
INSTRUMENT MONITORING PANEL - GAUGES
1 2 3 4
8 9
5 6 7
1. Fuel Gauge 6. Brake Oil Temperature Gauge

2. Engine Oil Pressure Gauge 7. Transmission Oil Temperature Gauge
3. Transmission Oil Pressure Gauge 8. Hour Meter and Tachometer
4. Air System Pressure Gauge 9. Speedometer
5. Engine Coolant Temperature Gauge
T2-3-9
GAUGES CIRCUIT
T2-3-10
WINDSHIELD WIPER/WASHER AND
HORN CIRCUIT
The windshield wiper/washer and horn lever on the
steering wheel is powered by switched power through
the 10A fuse F24. The windshield wiper and wind-
shield washer motors are powered through the same
fuse. The horn is powered separately by unswitched
power through the 15A fuse F11.
The windshield wiper has 4 different positions:

intermittent, off, low and high. The 4 different
positions of the lever correspond to the 4 different
signals that are sent to the windshield wiper. The
windshield washer is simply activated by pressing in
the washer button; there is only one speed available.
Pressing the horn button activates the horn relay,
which then provides unswitched power to the horn
through the 15A fuse F11.
T2-3-11
HOIST CIRCUIT
The hoist limit switch receives switched power
through 5A fuse F27. The normally open switch will
be open when the body is down. When the body is
raised off the frame, the limit switch will close, and a
signal is sent to the body up indicator light on the
lamp display in the cab.
MARKER LAMP CIRCUIT

The main light switch in the cab is powered by
unswitched power through 15A fuse F3. When the
switch is placed in the middle “marker” position, the
circuit becomes closed and power is then available to
all exterior marker lights, as well as the back lighting
behind the switches and gauges in the cab.
T2-3-12
HEAD LIGHT CIRCUIT
There are two groups of head lights, upper and lower When the high beams are activated by the lever on
headlights. The upper head lights have both high the steering wheel, the high beam relay receives
and low beam lamps. The head light switch is pow- power through 20A fuse F4 which shuts off the upper
ered by unswitched power through 15A fuse F3, while low beam head lights and turns on the upper high
the head lights are powered by unswitched power beam headlights. Power is also sent to the lamp dis-
through 20A fuse F4. play in the cab to turn on the high beam indicator light.
When the main light switch in the cab is pressed down

to the lower position, this sends unswitched power to
the low beam relay. This closes the low beam circuit
and sends unswitched power through the relay to the
upper and lower low beam head lights.
T2-3-13
TURN SIGNAL & HAZARD WARNING
CIRCUIT
The turn signal/hazard warning circuit is powered by

unswitched power through 10A fuse F5. When either
the turn signal or hazard warning switch are activated,
power travels through the flasher in the cab to provide
the blinking light effect, and then to the directional in-
dicators on the front, side and rear of the rigid dump
truck. The turn signal can only activate the left indi-
cators or right indicators at one time, but the hazard
warning switch will activate all indicators at the same
time. Power is also sent to the lamp display in the
cab to illuminate the turn signal light when the turn
signal or hazard warning switches are activated.
T2-3-14
BRAKE LAMP CIRCUIT
The brake lamps are powered by switched power
through 10A fuse F10. When the brake or retarder
treadle is depressed, the appropriate switch will close
and the rear stop lights on the tail light bracket will il-
luminate.
REVERSE LAMP / ALARM CIRCUIT
The reverse lamp is powered by switched power

through the 10A fuse F22, and the reverse alarm is
powered by switched power through the 5A fuse F23.
When the gear selector is placed in reverse, the re-
verse lamp relay becomes energized which closes the
circuit to the reverse lamps and illuminates them.
Simultaneously, the reverse alarm relay will become
energized as well which will close the circuit to the
reverse alarm.
T2-3-15
DOME LAMP / CIGAR LIGHTER CIRCUIT
The dome lamp is powered by unswitched power

through the 5A fuse F7. There are 3 bulbs inside the The cigar lighter is powered by unswitched power
dome lamp, and there are 2 switches on the dome through the 15A fuse F6. When the cigar lighter is
lamp. Pressing one switch will turn on the middle pushed in, the circuit is closed and power is provided
bulb, while pressing the other switch will turn on the 2 to the lighter port.
outside bulbs.
LADDER LIGHTS CIRCUIT

The ladder lights are powered by unswitched power
through the 10A fuse F8. When the ladder light
switch in the cab is pushed down, the circuit is closed
and power is provided to the ladder lights.
ENGINE COMPARTMENT LIGHTS

CIRCUIT
The engine compartment lights are powered by
unswitched power through the 10A fuse F13. When
the engine compartment light switch in the cab is
pushed down, the circuit is closed and power is pro-
vided to the engine compartment lights.
T2-3-16
HEATER / AIR CONDITIONING CIRCUIT
The heater unit is powered by switched power through and consequently a lower voltage across the fan
20A fuse F25, while the A/C unit is powered by results. When the A/C fan is turned ON, the cold
switched power through 20A fuse F26. Both fans control unit engages. The cold control unit monitors
operate in a similar manner. Except for the case the temperature of the air in the cab, and cuts the A/C
when the switch is in the OFF position, the switch is compressor in and out using the A/C clutch. The
provided with power. The lower the setting of the fan, compressor will be cut in if the cab is too warm, and it
the more resistors the current has to travel through, will be cut out if the cab is cool enough.
COLD START CIRCUIT

The cold start switch is powered by switched power
through the 5A fuse F21, while the cold start solenoid
is powered by unswitched power through the 5A fuse
F9. When the intermittent cold start switch is pressed,
the circuit will see the status of the engine oil pressure
sensor. If the switch in the sensor is closed, it is
indicating low engine oil pressure, and therefore the
engine is off and the circuit will be completed. This
logic protects the engine in the event that the switch is
pressed accidentally while the engine is running. The
solenoid in RY7 will energize and the circuit leading to
the cold start solenoid will close and activate the cold
start system.
T2-3-17
SUPPLEMENTARY STEERING CIRCUIT
The supplementary steering circuit activates the sup-
plementary steering system when two conditions are
met:
1) The supplementary steer switch in the cab is ON

2a) The alternator is not functioning, or
2b) The hydraulic pump pressure switch is closed
If the supplementary steer switch in the cab is ON, the

solenoid in RY12 will be energized by switched power
through 5A fuse F29 and the switch will close. If con-
dition 2a is true (the alternator is not functioning), the
solenoid in RY11 will not energize and the switch will
remain closed. This will provide the solenoid in RY13
with switched power through RY12 and 5A fuse F28.
Alternatively, if condition 2b is true (the hydraulic
pump is providing little to no pressure), then the
pressure switch connected to the hydraulic pump will
be closed and the solenoid in RY13 will energize with
switched power through 5A fuse F29. This will close
the switch in RY13 which activates the audible alarm,
the supplementary steer indicator light on the lamp
display in the cab and the supplementary steer motor
relay. This closes the switch between the supple-
mentary steering motor and the battery, and the motor
then powers the pump.
T2-3-18
SPOT LIGHTS CIRCUIT
The spot lights switches in the cab are powered by
switched power through 5A fuse F46. When any of
the spot light switches are turned on, the correspond-
ing relay is energized and unswitched power is sup-
plied to the requested spot lights through 20A fuse
F18.
ACCESSORIES / CUSTOMER POWER

SUPPLY CIRCUIT
Four fuses F47 – F50 are provided for convenience in
the event that after market options are desired.
T2-3-19
RADIO CIRCUIT
The radio is provided with switched power through
10A fuse F43 and unswitched power through 5A fuse
F15.
HEATED SEAT / HEATED MIRROR

CIRCUIT
The heated seat and heated mirror switches are pro-
vided with switched power through 5A fuse F44 and When the heated mirrors switch is closed, RY21 is
5A fuse F45, respectively. When the heated seat energized and unswitched power is provided to the
switch is closed, RY20 is energized and unswitched heating coils in the 3 mirrors through 20A fuse F17.
power is provided to the heating coils in the seat
through 20A fuse F16.
T2-3-20
OPERATOR FAN CIRCUIT
When the operator fan switch in the cab is turned on,
unswitched power is provided to the operator fan mo-
tor through 10A fuse F19.
ENGINE OIL / ENGINE COOLANT /

TRANSMISSION OIL HEATERS CIRCUIT
A 240V AC power supply and three heaters provide
pre-operation warm-up for the engine oil, engine
coolant and transmission oil in cold climate situa-
tions.
T2-3-21
MEMO
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T2-3-22
SYSTEM / Air System
OUTLINE
The air system is used to actuate the front and rear pressurizes and expands the air chamber against the
brakes, the load/dump brake and the parking brake. spring. The compression of the spring releases the
The air compressor is driven by the engine and con- park brake from the driveshaft. When the park brake
trolled by the governor. The governor receives sys- is pulled up, the park brake valve cuts off the air line
tem pressure from the manifold on the wet tank and to the park brake chamber and exhausts it to atmos-
will exhaust the unloading line to the air compressor if phere. This allows the spring in the park brake to re-
system pressure is below 690 kPa (100 psi). This will lax, which applies the park brake. If the park brake
cut in the air compressor and the system pressure will button is pushed in while the system pressure is less
rise until the governor cuts out the air compressor at than 400 kPa (58 psi), the spring in the park brake
827 kPa (120 psi) by pressurizing the unloading line. valve will return the valve and button back to the park
brake applied position. This applies the park brake
As the system is charging, hot, compressed air enters as a safety measure to keep the rigid dump truck sta-
the air dryer through the inlet port from the air com- tionary in case of emergency.
pressor. As the hot air enters the dryer, the air ex-
pands, oil and water vapor condense, and accumulate The load/dump brake is a secondary brake that only
in the sump. The air passes through 3 filters and a works when there is pressure available in the air sys-
cloth bag that removes carbon and other contami- tem. When activated, it will apply the rear brakes us-
nates. Air vapor continues to condense as air travels ing all the pressure that is available in the rear air
to the desiccant bed housed in the air dryer cartridge. tanks. When the load/dump valve is placed in the ON
The clean, dry air is then directed to the system position, it exhausts the line leading to the low pres-
through the outlet port and simultaneously to the sure sensing valve. When the low pressure sensing
purge tank through the purge port. When the air valve detects a drop in pressure below 517 kPa (75
system reaches the cut out pressure, the air dryer psi), it exhausts the lines leading to the relay emer-
unloader valve opens via an air signal received from gency valves. This fully opens the relay emergency
the governor. The governor will also simultaneously valves, and the accumulated pressure in the rear air
signal the compressor to stop compressing air. The tanks is released directly to the rear brake converters.
air dryer check valve is closed via back pressure from The system also uses this principle to provide emer-
the wet tank. This rapid action causes a sudden dis- gency braking in case of pressure loss in the air sys-
charge of air through the exhaust port of the dryer. tem. If the load/dump brake is OFF and the system
Clean, dry air that accumulated in the purge tank dur- loses air pressure, the low pressure sensing valve will
ing the charging of the air system bleeds back through shift once the air pressure drops below 517 kPa (75
the air dryer, regenerates desiccant, cleans filters and psi). This will exhaust the relay emergency valves
expels contaminants out the exhaust port of the air and provide whatever air pressure that is available
dryer. After the air in the pressure line has been from the rear air tanks to the rear brake converters. If
dried at the air drier, it continues on to the wet tank the pressure continues to drop, the parking brake will
and the rear air tanks where it accumulates and also automatically apply at 400 kPa (58 psi).
pressurizes. When the service brake is applied, air
enters the relay valve from the wet tank and pressur- There are 3 different warnings associated with the
izes the front brake converter. Air also enters the re- brake system that will cause the audible alarm and an
lay emergency valves from the rear air tanks and indicator light to turn on in the cab. The low air sys-
pressurizes the rear brake converters. This displaces tem pressure warning will be active whenever one of
the hydraulic oil in the brake lines and applies the the air pressure sensors detects air pressure at its lo-
brakes. When the retarder is applied, air enters the cation lower than 414 kPa (60 psi). The brake con-
relay emergency valves from the rear air tanks, which verter warning will occur when one of the rear brake
is then routed to the rear brake converters. This dis- converters has reached 75% of its maximum dis-
places the hydraulic oil in the rear brake lines and ap- placement. This means that either the rear brakes
plies the rear brakes. have worn to a critical level or there is damage or
leakage in the brake apply system. The differential
The parking brake is a spring applied, pressure re- brake pressure warning will occur when the difference
leased type of brake. This means that the parking in brake apply pressure between the two rear brakes
brake can only be released if adequate pressure is exceeds 1379 ± 345 kPa (200 ± 50 psi). This warn-
available in the air system. When the park brake ing can be caused by damage or leakage in one of
button is pushed down, the park brake valve allows air the rear brake converters or brake apply lines.
to pass to the park brake air chamber where the air
T2-4-1
SYSTEM / Air System
AIR SYSTEM: PAGE 1
T2-4-2
SYSTEM / Air System
AIR SYSTEM: PAGE 2
T2-4-3
SYSTEM / Air System
System Charging (0 kPa):
When the engine is first turned on, it will need to be

idled for a few minutes to give the air compressor time
to properly charge the system. The unloading lines
from the governor will remain exhausted to atmos-
phere until the compressor has provided the system
with 827 kPa (120 psi). The compressed air will pass
through the air dryer and on to the wet tank and rear
air tanks. Pressure will slowly be made available to
all valves except the relay emergency valves, which
will not receive pressure until the low pressure sens-
ing valve opens at 593 kPa (86 psi). As a result, the
rear brake converters will slowly fill and apply the
brakes until they are exhausted by the relay emer-
gency valves. The air chambers containing the return
spring in the brake converters exhaust air to atmos-
phere through the breather on the hydraulic tank as
the brakes are being applied.
T2-4-4
SYSTEM / Air System
SYSTEM CHARGING (0 kPa)
T2-4-5
SYSTEM / Air System
T2-4-6
SYSTEM / Air System
System Charging (593 kPa):
When the system pressure reaches 593 kPa (86 psi),

the low pressure sensing valve shifts and sends sys-
tem pressure to the relay emergency valves. When
the relay emergency valves receive system pressure
they shift as well, exhausting the rear brake con-
verters to atmosphere. As they exhaust, the rear
brake converters draw oil in from their reservoirs to
compensate for additional stroke that is created
when the brakes wear. The relay emergency valves
are now in the proportional setting, which means the
rear brakes can be applied proportionally with ser-
vice brake or retarder treadle travel. The more the
pedal is depressed, the more the valve opens and
the greater the braking effect. Prior to the shifting of
the relay emergency valves, they are fully open and
modulating the brake treadles is ineffective in influ-
encing the rear brakes. It is at this point that the
pressure switches will open, causing the warning
lamp and audible alarm to shut off. The rigid dump
truck will now be operable.
T2-4-7
SYSTEM / Air System
T2-4-8
SYSTEM / Air System
T2-4-9
SYSTEM / Air System
System Charged (827 kPa):
When the system is charged to 827 kPa (120 psi),

the valve in the governor cuts out the air compressor
by sending it system pressure through the unloading
line. Simultaneously, the air dryer unloader valve
opens via the air signal received from the governor.
The air dryer check valve is closed via back pres-
sure from the wet tank. This rapid action causes a
sudden discharge of air through the exhaust port of
the dryer. Clean, dry air that accumulated in the
purge tank during the charging of the air system
bleeds back through the air dryer, regenerates des-
iccant, cleans filters and expels contaminants out the
exhaust port of the air dryer. The system will re-
main in this state until the brakes are used or the
pressure falls below 690 kPa (100 psi), at which time
the compressor will be cut in by the governor to
charge the system back to 827 kPa (120 psi).
T2-4-10
SYSTEM / Air System
SYSTEM CHARGED (827 kPa)
T2-4-11
SYSTEM / Air System
SYSTEM CHARGED (827 kPa)
T2-4-12
SYSTEM / Air System
Service Brake Apply:
When the service brake is applied, the brake valve

opens and pressure from the wet tank is made
available to the brake circuit. The pressure passes
through the brake valve to the double check valve
assembly. Some of the pressure flows to the relay
valve, which begins to shift and open up the front
brake converter to pressure directly from the wet
tank. The remainder of the pressure flows to the
relay emergency valves, which begin to shift and
open up the rear brake converters to pressure
directly from the rear air tanks. During their return
stroke, the brake converters draw oil in from their
reservoirs to compensate for additional stroke that is
created when the brakes wear. The brake valve,
relay valve and relay emergency valves are
proportional valves. This means that the further the
brake treadle is pushed down, the more the valves
open up and the greater the braking effect. When
the pressure switch on the service brake valve
detects 28 kPa (4 psi) of pressure in the brake apply
lines, it will close the circuit and turn on the brake
lights on the tail light bracket.
T2-4-13
SYSTEM / Air System
SERVICE BRAKE APPLY
T2-4-14
SYSTEM / Air System
SERVICE BRAKE APPLY
T2-4-15
SYSTEM / Air System
Retarder Apply:
When the retarder is applied, the retarder valve

opens and pressure from the wet tank is made
available to the rear brake circuit. The pressure
passes through the retarder valve and the low
pressure sensing valve to the relay emergency
valves. When the relay emergency valves receive
pressure from the system, they begin to shift and
open up the rear brake converters to pressure
directly from the rear air tanks. During their return
stroke, the rear brake converters draw oil in from
their reservoirs to compensate for additional stroke
that is created when the rear brakes wear. The
retarder valve and relay emergency valves are
proportional valves. This means that the further the
retarder treadle is pushed down, the more the valves
open up and the greater the retarding effect. When
the pressure switch on the retarder valve detects 28
kPa (4 psi) of pressure in the retarder apply line, it
will close the circuit and turn on the brake lights on
the tail light bracket.
T2-4-16
SYSTEM / Air System
RETARDER APPLY
T2-4-17
SYSTEM / Air System
RETARDER APPLY
T2-4-18
SYSTEM / Air System
Park Brake Release:
When the park brake button is pushed in, the park

brake valve will shift to the park brake release
position. Pressure for the park brake is supplied by
the wet tank, through the manifold and service brake
valve. When the park brake valve shifts to the
release position, pressure flows through the park
brake valve on to the park brake air chamber, where
the air will accumulate and push against the spring.
When the spring is compressed, the park brake
mechanism is released. If the park brake button is
pushed in while the system pressure is less than
400 kPa (58 psi), the spring in the park brake valve
will return the valve and button back to the park
brake applied position. When the pressure switch
on the park brake valve detects 414 kPa (60 psi) of
pressure in the park brake apply line, the switch will
open the circuit and turn off the park brake lamp in
the cab.
When the park brake is applied, the park brake valve

will cut off the park brake chamber from system
pressure and exhaust the park brake apply line to
atmosphere. This allows the spring in the park
brake chamber to relax and the mechanism applies
the park brake.
T2-4-19
SYSTEM / Air System
PARK BRAKE RELEASE
T2-4-20
SYSTEM / Air System
Load/Dump Brake Apply:
The load/dump brake is a secondary brake that can

only be used when the rigid dump truck is ON. It
applies the rear brakes at full pressure to hold the
rigid dump truck in place while it is loading or
dumping a load. When the load/dump brake is
applied, the load/dump valve cuts off system
pressure to the low pressure sensing valve and
exhausts the line leading to it. When the low
pressure sensing valve detects that its input
pressure has fallen below 517 kPa (75 psi), it cuts
off system pressure to the relay emergency valves
and exhausts the lines leading to them. When the
relay emergency valves lose pressure, they open up
fully. This opens up the rear brake converters
directly to the rear air tanks, which applies the rear
brakes with all available air pressure.
When the load/dump brake is released, system

pressure shifts the low pressure sensing valve and
the relay emergency valves become pressurized.
This shifts the relay emergency valves to the
proportional setting, which exhausts the rear brake
converters to atmosphere and releases the
load/dump brake. During their return stroke, the
rear brake converters draw oil in from their reser-
voirs to compensate for additional stroke that is cre-
ated when the rear brakes wear.
T2-4-21
SYSTEM / Air System
LOAD/DUMP BRAKE APPLY
T2-4-22
SYSTEM / Air System
LOAD/DUMP BRAKE APPLY
T2-4-23
SYSTEM / Air System
Low Pressure Emergency Stop:
The given illustration shows a leak in an air line

which is leaking air from the system at a critical rate.
If the air pressure drops too low and the operator
has not yet parked the rigid dump truck and shut it
OFF, then the system automatically tries to stop the
rigid dump truck in order to save itself. When the
system pressure falls to 517 kPa (75 psi), the low
pressure sensing valve automatically shifts and
drains the air from the emergency relay valves.
This fully opens the emergency relay valves, which
provides a direct line from the rear air tanks to the
rear brake converters. This applies the rear brakes
with all available pressure from the rear air tanks.
During their return stroke, the rear brake converters
draw oil in from their reservoirs to compensate for
additional stroke that is created when the rear
brakes wear.
If the pressure continues to fall, the parking brake

will also automatically apply. When the system
pressure reaches 400 kPa (58 psi), the spring in the
park brake valve will overcome the system pressure
holding the valve in the OFF position. This shifts
the valve, which will exhaust the park brake
chamber to atmosphere and allow the spring in the
park brake chamber to relax and apply the park
brake.
T2-4-24
SYSTEM / Air System
LOW PRESSURE EMERGENCY STOP
T2-4-25
SYSTEM / Air System
LOW PRESSURE EMERGENCY STOP
T2-4-26
SYSTEM/Air Conditioning System
NOTE: All maintenance and service work to the air

conditioning system should be performed
by qualified personnel. Local or National
rules and regulations may require the spe-
cific licensing or certification of personnel
performing air conditioning system mainte-
nance and service work.
DESCRIPTION AND OPERATION

Refer to Figures 1 & 2.
In a typical air conditioning system, refrigerant is circu- 3. Receiver/Dryer/Filter

lated under pressure through the five major compo- The liquid refrigerant moves on to the Re-
nents in a closed circuit. ceiver/Dryer/Filter where impurities are filtered out,
and moisture removed. This component also serves as
1. Compressor the temporary storage unit for the liquid refrigerant.
2. Condenser
3. Receiver/Dryer/Filter 4. Expansion Valve
4. Expansion Valve The liquid refrigerant, still under high pressure, then
5. Evaporator flows to the Expansion valve. This valve meters the
amount of refrigerant entering the Evaporator. As the
At these points in the system, the refrigerant under- refrigerant passes through the valve it becomes a low
goes predetermined pressure and temperature temperature, low pressure liquid and saturated vapor.
changes.
5. Evaporator
1. Compressor The low pressure liquid immediately starts to boil and
The Compressor takes in low pressure heat laden vaporizes as it enters the Evaporator. The hot, humid
refrigerant gas through the suction valve (low side), air of the cab is pulled through the evaporator by the
and pressurizes the heat laden refrigerant and forces it evaporator blower. Since the refrigerant is colder than
through the discharge valve (high side) on to the con- the air, it absorbs the heat from the air, producing cool
denser. air which is pushed into the cab. The moisture in the
air condenses upon passing through the evaporator
The pressure switch will disengage the compressor and drops into the drain pan and drains out of the cab.
clutch at high pressure readings. It will also not allow
the compressor clutch to engage at low pressure read- The thermostat controls the temperature of the evapo-
ings on the high side. rator coil. Its main purpose is to serve as a tempera-
ture control and prevent ice formation in the evapora-
The pressure switch is located on top of the drier as- tor coil. The thermostat is used to control the opera-
sembly. The pressure switch is a safety device used tion of the electromagnetic clutch on the compressor.
to protect the A/C compressor if the system should run It has a sensing device that is inserted into the fins of
too high or lose refrigerant. It is connected in line to the evaporator coil. When the coil is warm, the switch
the power going to the clutch and is designed to cut is on and there is power to the clutch. When the coil is
the power if the pressure runs too high on the high cold and senses temperatures that could cause the
side, or if it senses very low pressure on the high side. drain water to freeze, the switch is off and the clutch is
Low pressure on the high side generally indicates loss disengaged.
of refrigerant.
The cycle is completed when the heated low pressure
2. Condenser gas is again drawn into the compressor through the
Ambient air passing through the Condenser removes suction side of the compressor.
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from a gas to a liquid.
T2-5-1
AMBIENT AIR
Figure 1 - Major Components of a Typical Air Conditioning System
T2-5-2
Figure 2 - Schematic of a Typical Air Conditioning System
T2-5-3
AIR CONDITIONER CONTROLS
Air Louvers
Cold Control
Fan Control
T2-5-4
AIR CONDITIONING LAYOUT
Condenser Receiver/Dryer/Filter
Warm Air to
Cool Cab Air Atmosphere
High Pressure
Gas
High Pressure
Liquid
Evaporator with
Expansion Valve Warm
Cab Air
Compressor
Low Pressure
Gas
T2-5-5
Air Conditioning Unit
1. Evaporator Core 5. Electrical Switch

2. Expansion Valve 6. Control Knob
3. Motor 7. Thermostat
4. Blower 8. Fuse
T2-5-6
Condenser
1. Condenser Core
2. Fan
3. Receiver/Dryer/Filter
4. Pressure Switch
5. Hose
T2-5-7
MEMO
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T2-5-8
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Steer & Hoist
Steer/Hoist (Hydraulic) Pump ................... T3-1-1 Check Valve ............................................ T3-3-12
Supplementary Steer Pump and Motor ..... T3-1-4 Relay (R-8) Valve.................................... T3-3-13
Cross-over Relief Valve ............................ T3-1-5 Front Brake Converter ............................ T3-3-14
Steer Cylinder........................................... T3-1-6 Rear Brake Converters ........................... T3-3-15
Priority Valve ............................................ T3-1-8 Brake Reservoirs .................................... T3-3-16
Check Valve ............................................. T3-1-9 Retarder Treadle ..................................... T3-3-17
Steer Control Valve................................. T3-1-10 Service Brake Treadle............................. T3-3-18
Shuttle Valve .......................................... T3-1-13 Parking Brake Chamber.......................... T3-3-19
Suction Strainer ...................................... T3-1-13 Parking Brake ......................................... T3-3-20
Diffuser ................................................... T3-1-14 Front Brakes ........................................... T3-3-21
Hydraulic Breather.................................. T3-1-14 Rear Brakes.........................................…T3-4-22
Hoist Cylinder ......................................... T3-1-15
Group 2 Brake Cooling

Brake Cooling Oil Pump ........................... T3-2-1
Brake Cooling Oil Filter............................. T3-2-2
Brake Cooler (Heat Exchanger)................ T3-2-3
Group 3 Brake
Air Dryer ................................................... T3-3-1
Air Compressor ........................................ T3-3-3
Draining Valve .......................................... T3-3-3
Governor .................................................. T3-3-4
Manifold.................................................... T3-3-5
Safety Valve ............................................. T3-3-5
Differential Pressure Switch ..................... T3-3-6
Low Pressure Sensing Valve .................... T3-3-7
Relay Emergency (RE-6) Valve ................ T3-3-8
Load/Dump Valve ..................................... T3-3-9
Park Brake Valve .................................... T3-3-10
Double Check Valve ................................T3-3-11
T3-0-1
(Blank)
T3-0-2
COMPONENT OPERATION / Steer & Hoist
STEER / HOIST (HYDRAULIC) PUMP
The hydraulic pump provides the pressure that is

necessary to operate the steer and hoist systems.
It is located on the transmission, mounted to the
P.T.O. It is a load sensing type of pump, which
means it runs at the standby pressure until it de-
tects oil displacement, at which time the pump will
provide as much flow and pressure as is required
up to the pump’s compensator setting.
Displacement: 103.3 cc/rev (6.3 in3/rev)

Flow: 217 L/min (57 gal/m) @ 2100 rpm
P.T.O. ratio: 1:1
Compensator: 19000 ± 350 kPa (2755 ± 50 psi)
Standby: 2000 kPa (290 psi)
Rotation of the pump drive shaft causes the cylinder

block, shoe plate and pistons to rotate. The piston
shoes are held against the yoke face by the shoe
plate. The angle of the yoke face creates a recip-
rocating motion to each piston within the cylinder
block. Inlet and outlet ports connect to a kidney slot-
ted wafer plate. As the pistons move out of the cyl-
inder block, a vacuum is created and fluid is forced
into the void by atmospheric pressure. The fluid
moves with the cylinder block past the intake kidney
slot. The motion of the piston reverses and fluid is
pushed out of the cylinder block into the outlet port.
During operation, load or system pressure is con-

tinually fed to the bias piston. The function of the
bias piston is to maintain the yoke at a full pump
displacement position. Load or system pressure is
also fed to the compensator spool chamber within
the control. Pressure within the compensator spool
chamber acts upon the spring force of the compen-
sator spring.
When load or system pressure is below the pressure

setting of the compensator spring, the compensator
spool remains offset and the pump continues to op-
erate at full displacement. When load or system
pressure approaches the compensator pressure set-
ting, the compensator spool will start to move and
overcome the compensator spring force. Fluid will
then meter into the control piston area. Since the
control piston area is greater than that of the bias
piston, the control piston pushes the yoke towards
minimum pump displacement. The compensator
control continues to meter fluid to the control piston,
adjusting the pump displacement, and pumping only
enough fluid to satisfy the load demand while hold-
ing the system at a constant pressure.
T3-1-1
When load or system pressure exceeds the com-

pensator setting, the compensator spool shifts to-
wards the spring chamber area. A maximum
amount of fluid is then metered to the control piston
area, causing the yoke to shift to minimum pump
displacement. When system pressure decreases
below the compensator pressure setting, the com-
pensator spool returns to its original position and the
yoke returns to maintain maximum pump displace-
ment.
This pump will provide power matching of pump

output to system load demand, maximizing effi-
ciency and improving load metering characteristics
of any directional control valve installed between the
pump and the load.
Load sensing ensures that the pump always pro-

vides only the amount of flow needed by the load. At
the same time, the pump operating pressure adjusts
to the actual load pressure plus a pressure differen- Pump Control
tial required for the control action. Typically, the dif-
ferential pressure is that between the pressure inlet
and service port of a proportionally controlled direc-
tional valve, or a load sensing directional control
valve.
When the system is not demanding power, the load

sense control operates in an energy-saving stand-by
mode. To achieve the low pressure, no flow,
stand-by mode, the load sense signal line is drained
to the tank externally.
If the load pressure exceeds the system pressure

setting, the pressure compensator de-strokes the
pump.
Load Sensing / Pressure Limiting Operation
The load sensing spool senses the pressure differ-

ence (pressure drop ∆P) between pump outlet and
load pressure across a series flow control or system
directional valve which is inherent in its operation.
This differential pressure causes the load sensing
spool to move against its spring to the closed–center
position. If the differential pressure (pressure drop
∆P) increases (greater flow through the series
valve), the load sensing spool moves to the right.
This opens discharge to the control piston. Outlet
pressure at the control piston strokes the yoke to-
ward a lower flow and when differential pressure
again causes the load sensing spool to move to the
closed-center position.
T3-1-2
If differential pressure lowers (less flow through the

series valve), the load sensing spool moves to the
left, opening the control piston to tank. The bias pis-
ton then strokes the yoke toward a higher flow.
When differential pressure (pressure drop), in-
creases enough to move the load sensing spool to
the closed-center position, yoke movement will stop
and flow will remain constant.
The load sensing portion of the control operates as a

function of the pressure drop across the series
valves (pressure drop ∆P), and is independent of
system pressure. It establishes a constant flow
characteristic from the pump based on the magni-
tude of the directional valve opening (operator con-
trolled). If outlet pressure increases to the maxi-
mum pressure limit setting, the pressure limiting
spool meters fluid to the control piston. The control
piston moves the yoke to reduce flow. If outlet pres-
sure continues to rise, the spool will continue to me- Load Sensing Control System
ter fluid to the control piston and the pump will stroke
to zero flow at maximum pressure.
Reduced Horsepower Standby Feature
When the system flow control valve or directional

valve is closed completely, the circuit is placed in
standby. Assume the flow control or directional valve
is closed and there is no bleed of point A to tank.
The fluid is trapped and the load sensing spool is
held to the left by the spring. The system pressure
rises until the pressure limiting spool takes over. The
yoke then stokes to zero flow and holds pressure at
the maximum limiter setting.
If, in the closed condition, the flow control or system

directional valve bleeds point A to tank, the load
sensing feedback pressure will decay. The load
sensing spool will shift to the left. Fluid then meters
through the pressure limiting spool and into the con-
trol piston. Outlet pressure decays through pump
leakage following the decay of feedback pressure A
until minimum pressure drop is reached. The pump
will operate in the standby mode (zero flow, mini-
mum pressure) until the flow control or system direc-
tional valve demands flow from the pump. At this
time, normal operation of the control will resume.
T3-1-3
SUPPLEMENTARY STEER PUMP AND

MOTOR
The supplementary steer system consists of a DC
electric motor mounted directly to a gear pump.
The electric motor has direct access to battery
power through the battery disconnect switch and
main circuit breaker. The pump draws its oil from
a separate reservoir within the hydraulic tank, in
case a major leakage in the hydraulic system
causes a loss of oil in the main tank.
Since the pump is a gear type, it will try to run at

its rated pressure and displacement. But since
the steering system is a closed circuit, it uses its
built in relief valve to exhaust oil to tank in the
event that the steering system is not in use while it
is running. This prevents the unit from overheat-
ing too quickly, but it is still not meant to be run for
long durations.
The motor will tend to draw more current from the

battery when the pressure is high and the flow rate
is low. The temporary duty of the motor also de-
creases at higher pressures. If the pump was
permitted to run at its full capacity of 13000 kPa
(1885 psi), it would attempt to draw more current
than the electrical system could provide. This is
partly why the internal relief in the pump is set to
5500 ± 500 kPa (800 ± 73 psi), because it limits
the amperage the motor can draw from the battery.
The table below shows the performance charac-

teristics of the pump/motor at three different states
of operation.
5 bar 50 bar 100 bar

(72 psi) (725 psi) (1450 psi)
Flow rate
17.8 13.5 11.1
(L/min)
Current
38 89 138
draw (A)
Temporary
25.8 8.3 2.9
Duty (min)
Motor Voltage: 24V DC

Motor Power: 2.2 kW (2.95 hp)
Pump Rated Pressure: 13000 kPa (1885 psi)
5500 ± 500 kPa
Pump Internal Relief:
(800 ± 73 psi)
T3-1-4
CROSS-OVER RELIEF VALVE
The cross-over relief valve is a screw in, cartridge

style, direct acting, differential area, poppet-type hy-
draulic relief valve. The cross-over relief valve has a
safety related circuit and is not contaminating sensi-
tive.
The cross-over relief valve manifold allows the flow

to pass through the separated ports (1 to 2) at low
pressure loss. If the pressure in either passage ex-
ceeds the valve setting, the flow will cross over to
the opposite passage.
The cross-over relief valve transfers steering system

oil from one end of the steering cylinder to the oppo-
site end, in the event of severe road shock, thereby
preventing damage to the steering components.
Seals: Viton
19300 - 20000 kPa
Pressure Setting:
(2800 - 2900 psi)
Internal Leakage: 0.25 cc/min @ 2380 psi
Rated Flow: 76 L/min (20 gal/min)
T3-1-5
STEER CYLINDER
Two steering cylinders are used, one on each side
of the machine. The base ends of the steering cyl-
inders are attached to the axle of the machine and
the rod ends of the steering cylinders are attached to
the front spindle arms. By turning the steering wheel,
hydraulic oil is directed to the steering cylinders by
the steering control valve. The operation of the
steering control valve directs oil to opposite ports of
each steering cylinder, extending the piston rod of
one cylinder and retracting the piston rod of the
other cylinder. Movement of the piston rods is trans-
ferred to spindle arms which turn the front wheels.
The tie rod keeps the wheels turning in unison.
The hydraulically operated steering cylinders are

actuated by the hydraulic system to turn the front
wheels. The steering cylinders are single stage,
double acting units. Single stage indicates that each
cylinder has one stage of extension. Double acting
refers to the ability of a cylinder to receive pressur-
ized oil at both sides of the piston to extend or re-
tract the piston rod.
1. Tube Weldment 10. Locking Pin

2. Bearing 11. Rod Guide
3. Retaining Ring 12. O-Ring
4. Piston Rod 13. Back-up Ring
5. Bearing 14. Seal
6. Retaining Ring 15. Wiper Ring
7. Piston 16. Screw
8. Seal 17. Washer
9. O-Ring
T3-1-6
Right Hand Turn
The pressurized oil from the steering control valve is

directed to the rod end of the right hand steering cyl-
inder and forces the piston to retract and force oil
from the base end. The left hand steering cylinder
receives the pressurized oil at the base end and
forces the piston to extend and force oil from the rod
end.
Left Hand Turn
The pressurized oil from the steering control valve is

directed to the rod end of the left hand steering cyl-
inder and forces the piston to retract and force oil
from the base end. The right hand steering cylinder
(2) receives the pressurized oil at the base end and
forces the piston to extend and force oil from the rod
end.
T3-1-7
PRIORITY VALVE
A priority valve is a spool valve which uses the
relationship between flow rate and the pressure drop
across an orifice to provide a constant rate of flow to
the primary system (steering) while diverting excess
flow to the secondary system (hoist). The flow rate
to the steering system is determined by the size of,
and hence the pressure drop across, the orifice. If
the input flow from the pump increases or
decreases, the change in pressure drop across the
orifice will result in a force imbalance on the spool,
causing it to change position while being biased by a
spring preload. As the spool changes position, it
selectively increases or decreases the
cross-sectional flow area to the orifice, which
increases or decreases flow through the orifice.
Accordingly, the priority valve automatically adjusts
for varying input flow conditions in order to maintain
the desired primary output flow rate. Excess flow is
made available to the hoist system.
Should there be a drop in system pressure, the pri-

ority valve will direct all hydraulic fluid to the steering
control valve so that the machine can be safely
steered to an area where it can be stopped.
The hydraulic pump directs hydraulic fluid to the pri-

ority valve, entering at the pressure port (P). Port
(CF) directs hydraulic fluid to the pressure port in the
steering control valve. Port (EF) directs hydraulic
fluid to the hoist control valve. The relief valve in the
priority valve is set at 17000 - 18000 kPa (2466 -
2611 psi). If exceeded, the relief valve directs fluid
to port (T), return to tank. Port (LS) is for load
sensing.
The control spring (4) is set for 1000 kPa (145 psi). If
there is sufficient flow available for the steering sys-
tem, spring tension will be overcome and the spool
will shift allowing hydraulic fluid to exit at port (EF)
and port (CF). If there is a drop in system pressure,
the control spring will shift the spool, blocking fluid
from exiting at port (EF), directing all hydraulic fluid
to the (CF) port, to the steering control valve.
T3-1-8
CHECK VALVE
The hydraulic check valve allows free flow from
Port A to Port B, while providing a leakage free
seal in the opposite direction. The main role of
the check valve is to prevent supplementary
steering pressure from reaching the priority valve
pressure port, and inadvertently supplying pres-
sure to the hoist system. This allows all of the
supplementary steer pressure to flow to the steer
control valve, ensuring that emergency steering is
available when it is required.
Type: Seat Type

Operating Pressure: 31500 kPa (4569 psi)
Cracking Pressure: 50 kPa (7.25 psi)
T3-1-9
STEER CONTROL VALVE

The steering control valve is a load sensing type and
controls the flow of hydraulic fluid in the steering
system to the steering cylinders and reacts directly
to the movement of the steering wheel, thus main-
taining the relationship between the position of the
steering wheel and the position of the front wheels.
The steering control valve consists of two major sec-
tions: the control section (A) and the metering sec-
tion (B).
Control Section
Control section (A) contains a load sensing closed
center valve spool (2) that directs the flow of fluid to
and from metering section (B) and the steering cyl-
inders. Control section (A) isolates metered oil, pre-
venting large pressure drops and the exchange of oil
between the right and left steering ports.
Metering Section
Metering section (B) contains a bi-direction gerotor 1. Housing 14. O-Ring
element assembly. The gerotor element assembly
consists of a stator (16) and an orbiting rotor (15). 2. Spool 15. Rotor
Stator (16) contains seven displacement chambers 3. Sleeve 16. Stator
and rotor (15) has six lobes which are in contact with 4. Position Springs 17. Spacer
the stator (16). 5. Pin 18. Bolt
6. Thrust Bearing 19. Bolt
The steering column assembly is attached directly to
control valve spool (2) and control valve spool (2) is 7. O-Ring 20. Washer
attached directly to rotor (15) through driveshaft 8. Seal 21. Pin
(10). The movement of rotor (15) is controlled di- 9. Check Ball 22. Bushing
rectly by the movement of the steering wheel. As the 10. Driveshaft 23. End Cap
steering wheel is rotated in one direction, the lobes
11. Plate A. Control Section
of rotor (15) engage with the displacement cham-
bers of stator (16) and cause rotor (15) to orbit or 12. O-Ring B. Metering Section
rotate ”walk around” in the opposite direction. When 13. Plate
the rotor orbits, supply oil is directed into and out of
the displacement chambers between stator (16) and
rotor (15).
T3-1-10
Neutral (No Steering Action)
When the steering system is inactive or in the neu-

tral position, the hydraulic pressure to the steer con-
trol valve from the system is in lock up. The hydrau-
lic oil to and from the steering cylinders is also in
lock up in the cross over relief valve.
T3-1-11
Turning
When the operator rotates the steering wheel, spool

(2), driveshaft (10) and rotor (15) rotate. As the ro-
tor turns, it meters the supply oil and directs the oil
into one of the steering cylinder ports: “L”, left hand
turn; “R”, right hand turn and out to the cross over
relief valve. The direction in which the steering
wheel was turned determines which fluid passage-
ways in the valve spool are opened and which steer-
ing cylinder port receives the metered oil.
After the turn is completed, the operator must turn

the steering wheel in order to straighten the front
wheels. The steer control valve is a non-load react-
ing valve and will not return the steering wheel to the
original position.
T3-1-12
SHUTTLE VALVE
The shuttle valve permits flow from either of two
inlet ports to a common outlet. A free floating metal
ball shuttles according to the relative pressure at
the two inlets. The higher pressure inlet flows
through the valve and moves the ball to close the
opposite inlet.
The main role of the shuttle valve in the hydraulic

circuit is to allow the hoist and steering systems to
share the same load sense port on the hydraulic
pump. It also prevents oil from the hoist load
sense line from applying pressure to the oil in the
steer load sense line and affecting the way the
priority valve operates.
SUCTION STRAINER
There are two suction strainers mounted to the
hydraulic tank. One is used by the brake cooling
oil pump, and the other is used by the hydraulic
pump. Their purpose is to filter contaminants and
particles out of the hydraulic oil before they can
reach the pumps.
Material: Stainless Steel

Mesh Size: 100
Flow Capacity: 379 L/min (100 gal/min)
T3-1-13
DIFFUSER
There is one diffuser mounted to the hydraulic
tank that is shared by the brake cooling and hoist
systems. A diffuser is required for the return lines
of these systems because they receive maximum
pump flow from their respective pumps, and con-
sequently the oil velocity is high. The principle of
the diffuser is to decrease the oil velocity upon its
return to the tank by increasing the area through
which it passes as it enters the tank. The oil
flows through the perforations in the diffuser and
enters the tank with less turbulence than it ordinar-
ily would. This prevents the creation of voids in
the oil which would then fill with air.
Area Ratio: 5.6 : 1

Area of Perforations: 197 cm2 (30.6 in2)
Return Flow: 460 gal/min @ 4.8 fps
HYDRAULIC BREATHER
The hydraulic breather is used by the hydraulic
tank and the three brake converters to allow fil-
tered air to pass in and out of their reservoirs as it
is required to accommodate displaced oil.
Filtration Capability: 3 micron and above

Air Flow Capacity: 1.13 m3/min (40 ft3/min)
0.4 psi @ 20 ft3/min
Air Flow Pressure Drop:
1.25 psi @ 40 ft3/min
T3-1-14
HOIST CYLINDER
2
One hydraulically operated cylinder raises the body
for dumping. Mounted for easy access, the hydraulic 6
cylinder is inverted. That is, the base end is secured 22
23
to the body while the rod end pivots on a bracket lo-
cated on the rear cross member between the frame 7 20
rails. This way, there is less chance of dirt or dust
13 9
to collect on the piston stages and less wear on the
body hydraulic lines and fittings. The inner stage 10 11
cylinder, the middle stage cylinder, and the tube as- 12
8
sembly are equipped with sealing rings, backup
rings and scraper seals to prevent leakage and con- 21
tamination.
The body cylinder is a three stage telescopic cylin-

der with, two stages that are double acting. This
enables the body to be powered down from a fully
raised position. The power down feature is useful 3
when the machine is parked on an incline which
would tend to prevent the body from lowering under 4
the force of its own weight. The valve seat, valve
peg, and spring assemble to a pressure relief valve.
It relieves pressure when the cylinder reaches the 5
end of its stroke; power up or power down. Thus it
protects the body cylinder from dangerously high
19
pressures.
18
Raising the Body 16
17
When the hoist control lever is shifted into the
POWER UP position, the hoist control valve directs 14
hydraulic oil to the base end port of the body hoist
15
cylinder. The oil flows through the tube assembly
connected to Port “A”, forcing the cylinder rod and Port B
Port A
the middle stage cylinder away from the tube as-
sembly, thereby extending the body hoist cylinder.
1
Oil trapped between the tube assembly, the middle
stage cylinder, and the inner stage cylinder is forced
through cross drilled holes in the piston. When the 1. Rod End 14. Rod Wiper
first stage of the extensions is complete, the piston 2. Base End 15. Rod Wiper
assembly continues to travel, extending the middle
stage cylinder. Oil trapped between the middle 3. Inner Tube 16. Rod Wiper
stage cylinder and the inner stage cylinder escapes 4. Middle Tube 17. U-cup Rod Seal
through Port “B”.
5. Outer Tube 18. U-cup Rod Seal
Holding the Body 6. Pin 19. U-cup Rod Seal
7. Pin 20. O-ring
When the hoist control lever is placed in the HOLD
position, the hoist cylinder will not be allowed to 8. Wear Ring 21. O-ring
move. It is cut off from both the supply of oil and 9. Wear Ring 22. O-ring
the return to tank line. Thus, whatever oil is in the
hoist cylinder at the time the hoist control lever is 10. Wear Ring 23. Snap Ring
placed in HOLD must remain there. If the pres- 11. Piston Ring 24. Port A (Base End)
sure becomes too great in the rod end or base end
of the hoist cylinder, the pressure relief valves in 12. Piston Ring 25. Port B (Rod End)
the hoist control valve will allow some oil to relieve 13. Snap Ring
to tank.
T3-1-15
Lowering the Body
When the hoist control lever is shifted to the

POWER DOWN position, with the cylinder fully ex-
tended, base port oil escapes through tube assem-
bly and part of the piston and then goes back to the
hydraulic tank via the hoist control valve.
Floating the Body
When the hoist control lever is placed in the FLOAT

position, both end ports “A” and “B” are opened to
the tank through the hoist control valve. If the
body’s center of gravity is forward of the body pivot
point, the weight of the body will continue to carry it
down and compress the cylinders.
T3-1-16
COMPONENT OPERATION / Brake Cooling
BRAKE COOLING OIL PUMP
The brake cooling oil pump is a single stage, fixed

displacement gear pump. It is mounted to the hy-
draulic pump on the transmission.
Maximum Speed: 2500 rpm

Theoretical
219.91 cc/rev (13.42 in3/rev)
Displacement:
Pressure Rating: 2500 psi
Seals: Viton
438.7 L/min (115.9 gal/min)
Flow Rate:
@ 13790 kPa (2000 psi)
Rotation: CCW
T3-2-1
BRAKE COOLING OIL FILTER
The brake cooling oil filter uses a coreless element

to filter the hydraulic oil as it is pumped through the
brake cooling system. It includes a differential
pressure switch that will alert the operator of a
clogged filter using a light on the lamp display in the
cab. If the oil is cold upon startup, the filter light
will turn on because of increased oil viscosity. In
the event that the oil is viscous or the filter is
clogged, the filter has a built-in bypass that will
open at 345 ± 35 kPa (50 ± 5 psi). In the event of a
severe clog in the brake cooling system, a bypass
check valve will open at 587 ± 21 kPa (85 ± 3 psi)
which will allow the brake cooling oil to bypass the
filter, brake cooler and wet disc brakes and return to
tank.
Maximum Operating
4137 kPa (600 psi)
Pressure:
755 L/min
Flow Rating:
(200 gal/min)
345 ± 35 kPa
Bypass Pressure:
(50 ± 5 psi)
Operating Temperature -43°C to 107°C
Range with Nitrile Seals: (-45°F to 225°F)
Operating Temperature
-29°C to 121°C
Range with Flourocarbon
(-20°F to 250°F)
Seals:
1034 kPa
Element Collapse Rating:
(150 psid) minimum
1. Head Assembly 6. Switch

2. Bowl 7. Switch O-ring
3. Bowl O-ring 8. Switch O-ring
4. Filter Element 9. Drain Plug
5. Element O-ring 10. Drain Plug O-ring
Filter Bypass Check Valves
T3-2-2
BRAKE COOLER (HEAT EXCHANGER)

Oil Outlet
The brake cooler is a tube and shell type heat ex-
changer that is mounted below the radiator. Its
purpose is to cool the hydraulic oil that flows
Oil Inlet
through the rear brakes to ensure that they do not
overheat. It receives hydraulic oil from the hydrau-
lic tank through the brake cooling oil filter, and then
sends it to the wet disc brakes after it has been
cooled. Simultaneously it receives coolant from the
radiator, and sends it to the engine after it has been
used to cool the hydraulic oil.
Coolant Inlet
Oil Flow: 438.7 L/min (115.9 gal/min)
Test Pressure, Shell: 4137 kPa (600 psi)
Test Pressure, Tube: 517 kPa (75 psi)
Coolant Outlet
T3-2-3
MEMO
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T3-2-4
COMPONENT OPERATION / Brake
AIR DRYER
The air dryer is used to remove moisture from the

air after it has been introduced in to the system by
the air compressor. This prevents the accumula-
tion of water in the air system which could then
freeze and plug the air system hoses. Aside from
system pressure from the air compressor, the air
dryer also receives unloading (control) pressure
from the governor. As the system is charging, hot,
compressed air enters the air dryer through the inlet
port from the air compressor. As the hot air enters
the dryer, the air expands, oil and water vapor con-
dense, and accumulate in the sump. The air
passes through 3 filters and a cloth bag that re-
moves carbon and other contaminates. Air vapor
continues to condense as air travels to the desic-
cant bed housed in the air dryer cartridge. The
clean, dry air is then directed to the system through
the outlet port and simultaneously to the purge tank
through the purge port. When the air system
reaches the cut out pressure, the air dryer unloader
valve opens via an air signal received from the gov-
ernor. The governor will also simultaneously signal
the compressor to stop compressing air. The air
dryer check valve is closed via back pressure from
the wet tank. This rapid action causes a sudden
discharge of air through the exhaust port of the
dryer. Clean, dry air that accumulated in the purge
tank during the charging of the air system bleeds
back through the air dryer, regenerates desiccant,
cleans filters and expels contaminants out the ex-
haust port of the air dryer.
The air dyer contains a turbo valve and a differential
check valve. The turbo valve ensures engine boost
pressure cannot escape out the air dryer exhaust
port during the stand-by mode of the compressor.
The differential check valve maintains system air Air Flow Capacity: 0.85 m3/min (30 ft3/min)
pressure within the air compressor unloading line. Safety Valve Exhaust: 1207 kPa (175 psi)
These 2 valves ensure full turbo boost pressure is
checked and available at all times during operation.
T3-3-1
T3-3-2
Unloading Line
from Governor
AIR COMPRESSOR Air Intake Port

from Engine
The air compressor is mounted to and driven by the Water Cooling
engine. It provides the system pressure required Ports
for the brake actuation system to function. It is
cooled by the engine coolant, and lubricated by the
engine lubricating oil. The governor cuts the air
compressor in and out, depending on the pressure
in the system at the time. Air for the air compres-
sor is taken from the engine air intake system, and
sent to the rest of the air system through the air
dryer.
3
Air Flow Capacity: 6.2 liter/s (13.2 ft /min) Lubrication
Air Output Line Ports
to Air Dryer
DRAINING VALVE
The three draining valves are located behind the

cab on the left side of the rigid dump truck. One
drains the left rear air tank, one drains the right rear
air tank, and the other drains the wet tank. Their
purpose is to allow service personnel the ability to
manually drain the air system of all pressure prior to
servicing the air system. The valve is open when
the arrow points horizontally (parallel to the hose),
and it is closed when the arrow points vertically
(perpendicular to the hose).
T3-3-3
GOVERNOR
The governor, operating in conjunction with the

unloading mechanism in the air compressor, auto-
matically controls the air pressure in the air brake
system between the maximum (cut out) pressure of
827 kPa (120 psi) and the minimum (cut in) pressure
of 689 kPa (100 psi). The compressor runs continu-
ally while the engine runs, but the actual compression
of air is controlled by the governor actuating the com-
pressor unloading mechanism which stops or starts
the compression of air when the maximum or mini-
mum reservoir pressures are reached.
Air pressure from the wet tank enters the governor at

one of its reservoir ports and acts on the piston and
inlet/exhaust valve. As the air pressure builds up, the
piston and valve move together against the resistance
of the pressure setting spring. When the reservoir air
pressure reaches the cut out setting of the governor,
the exhaust stem seats on the inlet/exhaust valve,
closing the exhaust passage, and then opens the inlet
passage. Reservoir air pressure then flows around the
inlet valve, through the passage in the piston and out
the unloader port to the compressor unloading
mechanism. Air also flows around the piston which is
slightly larger at the upper end. The added force re-
sulting from this larger area assures a positive action
and fully opens the inlet valve. As the system air
pressure drops to the cut in setting of the governor,
the force exerted by the air pressure on the piston will
be reduced so that the pressure setting spring will
move the piston down. The inlet valve will close and
the exhaust will open. With the exhaust open, the air
in the unloader line will escape back through the pis-
ton, through the exhaust stem and out the exhaust
port.
T3-3-4
MANIFOLD
The manifold is mounted to the rear of the wet tank.

The purpose of the manifold is to distribute the sys-
tem pressure from the wet tank to the brake valves,
the governor, the safety relief valve and the pres-
sure switch. There are no flow restrictions in the
manifold, as pressure can pass from one port to an-
other freely.
SAFETY VALVE
The safety valve is mounted to the manifold on the
wet tank. Its purpose is to limit the maximum
pressure in the air system should the governor fail
to function properly. It is set to open when reser-
voir pressure goes above 1034 kPa (150 psi).
When the wet tank pressure under the ball of the

valve exceeds 1034 kPa (150 psi), the ball is forced
off its seat, permitting air to escape through the ex-
haust port to atmosphere. As soon as sufficient air
is bled from the reservoir so that the pressure drops
below the pressure setting, the valve spring forces
the ball back on its seat, preventing any further loss
of air. In the event that the safety valve blows off
during operation, the rigid dump truck should be
stopped immediately and the governor should be
checked for correct operation.
1. Valve Stem 4. Spring Cage
2. Regulating Spring 5. Valve Body
3. Ball A. Exhaust Port
T3-3-5
DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch is a hydraulically
operated electrical switch. Its function is to com-
plete the electrical circuit to the brake warning light
when a difference of 1379 ± 340 kPa (200 ± 50 psi)
occurs in the rear brake system. The ports in the
manifold should be either plugged or used as inlet
or outlet ports.
Hydraulic oil enters the manifold at the right and left

side and is sent internally to either side of the dif-
ferential pressure valve. Should a pressure differ-
ence of 1379 ± 340 kPa (200 ± 50 psi) occur, the
differential valve will move left or right and activate
the normally open micro switch. Once the micro
switch is activated, the differential brake pressure
warning light will activate on the dash panel.
1. Manifold D. Left Pressure In

E. Right Pressure In
2. Micro Switch
(Not Used)
F. Right Pressure In
A. Left Pressure Out
(Not Used)
B. Left Pressure In
G. Right Pressure In
(Not Used)
C. Left Pressure In
H. Right Pressure Out
(Not Used)
T3-3-6
LOW PRESSURE SENSING VALVE
The low pressure sensing valve is an air valve that
is mounted to the relay emergency valve. The
valve is a pilot operated, non-graduating, two-way
valve that consists of control (C), supply (A), deliv-
ery (B) and exhaust (D) ports. The main purpose
of the valve is to exhaust air from the relay emer-
gency valves when the main air system pressure
fals below 517 kPa (75 psi). This allows the rear
brakes to be applied with all pressure available from
the rear air tanks.
Supply and control air enters the control (C) and

supply (A) ports from the load/dump valve in the cab.
As system pressure increases to 593 kPa (86 psi),
the piston closes the exhaust port (D) and moves
the valve off its seat. This connects the supply and
delivery ports. If air pressure entering the control
(C) port (main system air) falls below 517 kPa (75
psi), the piston opens the exhaust port (D) and ex-
hausts the air out of the delivery port (B).
1. Valve Stop 8. O-ring

2. Valve 9. Piston Spring
3. Body 10. Valve Seat
4. O-ring 11. Valve Spring
5. Piston 12. O-ring
6. Cap Nut 13. Cap
7. Grommet
T3-3-7
RELAY EMERGENCY (RE-6) VALVE
The relay emergency (RE-6) valve is designed to
supply a modulated air pressure to the rear brake
system when a retarder or service brake application
is made. When the retarder is released, the RE-6
valves act as quick release valves and exhaust the
air from the rear brake converters through port (E).
In addition to normal rear brake application, the
RE-6 valves will also automatically release air from
the rear brake air tanks to the rear brake converters
if the system air pressure to port (B) should drop
below 207 kPa (30 psi).
Supply air from the main air system enters the RE-6
valve at supply port (B). The air is then directed
past the one-way check valve through the orifices
(j,k,f) and out through reservoir port (D) to the rear
air tank for storage. Air entering the supply port (B)
also flows through the orifice (i) and forces the
emergency piston down against the inlet seat of the
inlet and exhaust valve. When the emergency pis-
ton seats, it stops the flow of air through the inlet
passage to the delivery port (A), thus stopping the
air supply to the rear brakes. In addition to closing
the inlet passage, the emergency piston also
pushes the inlet and exhaust valve off the exhaust 1. Valve Body D. Reservoir Port
seat, thereby opening the exhaust passage and 2. Emergency Piston E. Exhaust Port
venting the rear brake converters to atmosphere 3. Relay Piston f. Orifice
through exhaust port (E). The open exhaust pas- 4. Exhaust Seat g. Exhaust Passage
sage ensures that all air pressure is drained from
5. Inlet and Exhaust Valve h. Inlet Passage
the brake system when the retarder or service brake
are not applied. 6. One Way Check Valve i. Orifice
A. Delivery Port j. Orifice
When a brake application is made, air enters port B. Supply Port k. Orifices
(C) and moves the relay piston, forcing the exhaust C. Service Port
seat against the exhaust passage. The relay piston
then continues down and pushes the inlet and ex-
haust valve off the inlet seat on the emergency pis-
ton. This action opens the inlet passage and al-
lows air to flow from the rear brake air tank, through
port (D) and orifices (f,k), through the inlet passage
and then out through port (A) to the rear brake
converters. Air continues to flow through the inlet
passage until the air pressure in the chamber below
the relay piston becomes great enough to overcome
the air pressure above the relay piston. When the
air pressure is great enough, the relay piston moves
upward and allows the inlet and exhaust valve to
re-seat on the emergency piston and close the inlet
passage. The relay piston, however, does not rise
far enough to allow the exhaust passage to open.
The closing of the inlet passage in this manner al-
lows a rear brake application that is proportional to
the air pressure applied to port (C).
T3-3-8
When the retarder application is released, air pres-
sure above the relay piston is exhausted through
port (C) and back through the service line. Air
pressure then forces the relay piston up and lifts the
exhaust seat off the inlet and exhaust valve, thus
opening the exhaust passage and allowing the air in
the rear brake converters to exhaust through the
valve body and out the exhaust port (E) to atmos-
phere.
If the system air pressure at port (B) should drop

below 207 kPa (30 psi), the emergency piston
would raise and allow the inlet and exhaust valve to
seat on the exhaust seat. The emergency piston
would then continue to rise and lift off of the inlet
seat, thereby opening the inlet passage and allow-
ing air to flow from the rear brake air tank through
port (D) and orifices (j,k) through the inlet passage
and then out through delivery port (A) to the rear
brake converters.
LOAD/DUMP VALVE
The purpose of the load/dump valve is to give the
operator the ability to manually apply and release
the load/dump brake. The load/dump brake applies
the rear brakes at full system pressure, and should
be used in place of the park brake when the rigid
dump truck is being loaded or is dumping a load.
In order to apply the rear brakes at full system
pressure, the load/dump valve simulates a total
system pressure loss. It does this by cutting off
system pressure to the low pressure sensing valve
and exhausting the line leading to it to atmosphere.
This prompts the low pressure sensing valve to ex-
haust the lines leading to the relay emergency
valves to atmosphere, which fully opens the relay
emergency valves. The pressure from the rear air 2
tanks then has a direct route to the rear brake con-
verters and the rear brakes are applied at full sys-
tem pressure. 1
1. Pressure In Port
2. Pressure Out Port
3. Exhaust Port
T3-3-9
PARK BRAKE VALVE
The park brake valve is a pressure sensitive, manu-
ally operated on-off control. It is used to direct air
to the parking brake air chamber when the operator
requests that the parking brake be released. When
the button is pushed in to the OFF position by the
operator, the valve will allow supply pressure to exit
through the delivery port to the park brake air
chamber. When the operator releases the button,
the spring will try to return the valve back to the ON
position. If system pressure is 400 kPa (58 psi) or
higher, then the valve will remain in the OFF posi-
tion. Otherwise the spring will overcome the force
of the system pressure and return the park brake to
the ON position. When the park brake is OFF and
the operator pulls the button to the ON position, the
applied force overcomes the force of the system
pressure on the valve. The valve will shift and the
line leading to the park brake chamber will exhaust
and the park brake will apply.
1. O-ring
2. Inlet and Exhaust Valve
3. O-ring
4. Washer
5. Lock Nut
T3-3-10
DOUBLE CHECK VALVE
Three double check valves are used in the air brake
system to direct flow of air into the rear brake apply
lines from the service brake valve and the retarder
valve. In the event that the retarder and service
brake treadles are depressed simultaneously, the
valves have a movable shuttle to seal off the lower
pressure source, so that the brakes are applied with
the higher of the two pressure sources.
As air under pressure enters either end of the double

check valve (inlet ports) the moving shuttle responds
to the pressure and seals the opposite port, assuming
it is at a lower pressure level than the other. The air
flow continues out the delivery port of the double
check valve. The position of the shuttle will reverse if
the pressure levels are reversed. The double check
valves are designed so that the shuttle can never im-
pede the backflow of air in the exhaust mode.
T3-3-11
CHECK VALVE
The check valves in the air system are the disc type
with a rubber seat. When pressure enters through
port (A), the disc pushes against the spring and lifts
off its seat. The main purpose of the check valves
in the air system is to ensure that the compressed
air can enter the rear air tanks from the wet tank,
but it cannot escape in the opposite direction in the
event of a drop in system pressure. This ensures
that the pressure that has accumulated in the rear
air tanks can only escape to the rear brake convert-
ers if the rear brakes are applied, or to atmosphere
if the drain valves have been opened.
Direction of Flow
1. Valve Seat
2. Spring
3. Disc Valve
T3-3-12
RELAY (R-8) VALVE
The relay (R-8) valve in the air brake system functions
as a relay station to speed up the application and re-
lease of the front brakes. The valve is mounted to
the wet tank. The valve operates as a remote con-
trolled brake valve that delivers or releases air to the
front brake converter in response to the control air de-
livered to it from the brake valve.
The rapid reaction of the R-8 valve to changes in con-

trol pressures is in part due to the relatively small
volume of air required between the valve cover and
the relay piston.
Applying
Air pressure entering the service port moves the flexi-
ble diaphragm, closing off the exhaust passage of the
quick release. Air also flows around the edge of the
diaphragm and into the cavity between the cover and
the top of the relay piston. Air pressure acting on the
surface of the piston forces it down. The exhaust
valve seat moves down with the piston and seats on
the inner or exhaust portion of the inlet and exhaust
valve, sealing off the exhaust passage. At the same
time the outer or inlet port of the inlet and exhaust
valve moves off its seat, permitting supply air to flow
from the wet tank past the open inlet valve and out the
delivery port.
Balanced A. Supply Port

The air pressure being delivered by the open inlet B. Delivery Port
valve also is effective on the bottom area of the relay C. Service Port
piston. When this delivery air pressure beneath the
D. Exhaust Port
piston equals the service air pressure above, the pis-
ton moves up slightly and the inlet spring returns the
inlet valve to its seat. The exhaust remains closed as
service line pressure balances delivery pressure.
Releasing
When air pressure is exhausted from the service port,
the diaphragm in the quick release moves, blocking
the service inlet and opening the exhaust of the quick
release allowing the air that was acting on the relay
piston to be exhausted at the quick release. When the
air above the relay piston is exhausted, the air be-
neath the piston will lift the piston and the exhaust
seat moves off the exhaust valve exposing the ex-
haust passage to atmosphere. With the exhaust pas-
sage open, the air pressure in the front brake con-
verter exhausts out the exhaust port to atmosphere.
T3-3-13
FRONT BRAKE CONVERTER
When the brakes are released, the air pressure
The front brake converter is designed to convert air against the piston (13) is exhausted back through
pressure into hydraulic pressure for applying the port (C), and the return spring returns the piston
front brakes. The converter consists of two main (13), piston rod, body, insert and piston (9) back to
sections, the air cylinder section and the hydraulic their original position, and air enters the cylinder
cylinder section. Hydraulic pressure at port (A) is behind the piston through breather port (D). As the
greater than air pressure at port (C) by a ratio of piston (9) retracts, the brake heads return the brake
approximately 23:1. linings to their original position, and hydraulic fluid
is forced to return from the brake heads through
When a brake application is made, air pressure is port (A) to the tube. As the piston rod retracts, it
supplied to port (C) of the cylinder. As air pressure also pulls the body away from the piston (9), slightly
develops within the cylinder, the piston (13) is unseating the insert from the center port of the pis-
forced against the return spring, compressing it, and ton (9). This action allows hydraulic fluid to flow
the air in the cylinder ahead of the piston exhausts from the hydraulic fluid reservoir through port (B)
to atmosphere through port (D). The movement of past the flats on the body, through the center port of
the piston forces the piston rod against the body the piston (9) and into the tube, thereby assuring
and insert, and seals the center port in the piston that the tube is completely filled with hydraulic fluid.
(9). The piston (9) then forces the hydraulic fluid in
the tube through port (A) to the front brakes.
1. Snap Ring 10. V-wiper Ring 19. Rod

2. Body 11. Cover 20. Cylinder
3. Insert 12. O-ring 21. Return Spring
4. Bleeder Screw 13. Piston 22. Nuts
5. End Cap 14. Piston Felt 23. V-wiper Rings
6. O-ring 15. Piston Cup 24. Back-up Ring
7. Lock Nuts 16. Piston Follower A. Hydraulic Delivery Port
8. Cylinder Tube 17. Piston Nut B. Reservoir Port
9. Piston 18. Expander Ring C. Air Supply Port
D. Breather Port
T3-3-14
REAR BRAKE CONVERTERS
When the brakes are released, the air pressure
The rear brake converters are designed to convert against the piston (13) is exhausted back through
air pressure into hydraulic pressure for applying the port (C), and the return spring returns the piston
rear brakes. The converters consist of two main (13), piston rod, body, insert and the piston (9) to
sections, the air cylinder section and the hydraulic their original position, and air enters the cylinder
cylinder section. Hydraulic pressure at port (A) is behind the piston through breather port (D). As the
greater than air pressure at port (C) by a ratio of piston (9) retracts, the hydraulic oil is forced to re-
approximately 9:1. turn from the wet disc brake assembly through port
(A) to the tube. As the piston rod retracts, it also
When a brake application is made, air pressure is pulls the body away from the piston slightly, un-
supplied to port (C) of the cylinder. As air pressure seating the insert from the center port of the piston
develops within the cylinder, the piston (13) is (9). This action allows hydraulic oil to flow from the
forced against the return spring, compressing it, and brake oil reservoir through the center port of the
the air in the cylinder ahead of the piston exhausts piston (9) and into the tube, thereby assuring that
to atmosphere through port (D). The movement of the tube is completely filled with hydraulic oil.
the piston forces the piston rod against the body
and insert, and seals the center port in the piston If a loss of oil occurs, the piston (13) will contact the
(9). The piston then forces the hydraulic fluid in the overstroke piston (26) and cause the overstroke
tube through port (A) to the wet disc brakes. switch to activate the brake warning light on the
dash panel in the cab.
1. Snap Ring 11. Cover 21. Return Springs

2. Body 12. O-ring 22. Nuts
3. Insert 13. Piston 23. V-wiper Rings
4. Bleeder Screw 14. Piston Felt 24. Back-up Ring
5. End Cap 15. Piston Cup 25. Overstroke Indicator Switch
6. O-ring 16. Piston Follower 26. Overstroke Piston
7. Lock Nuts 17. Piston Nut A. Hydraulic Delivery Port
8. Cylinder Tube 18. Expander Ring B. Reservoir Port
9. Piston 19. Rod C. Air Supply Port
10. V-wiper Ring 20. Cylinder D. Breather Port
T3-3-15
BRAKE RESERVOIRS
The brake reservoirs are mounted directly to the
brake converters that they supply oil to. Their pur-
pose is to provide additional oil to the brake con-
verters during their return stroke to compensate for
additional stroke that is created when the brakes
wear. The brake converters have a low level sight
gauge with a floating ball to help inform service
personnel if the oil level is reaching a critical level.
Oil Capacity: 1.18 L (72 in3)
1. Cover 4. Retainer
2. Warning Plate 5. Sight Gauge
3. Diaphragm
T3-3-16
RETARDER TREADLE
The retarder treadle is a single circuit, foot operated
proportional valve. It receives system pressure
from the wet tank through the brake valve, and
when actuated, sends pressure to the service ports
on the relay emergency valves. The further the
treadle is depressed by the operator, the more the
valve opens up and consequently more pressure
reaches the relay emergency valves. Since the re-
lay emergency valves are proportional valves as
well, depressing the retarder treadle modulates the
rear brakes in a manner proportional to treadle
travel.
T3-3-17
SERVICE BRAKE TREADLE
The brake treadle is a dual circuit, foot operated
proportional valve. It is considered to be a “dual
circuit” valve because it controls two separate cir-
cuits, the front brake circuit and the rear brake cir-
cuit. It receives system pressure from the wet tank,
and when actuated, sends pressure to the service
ports on the relay valve and relay emergency valves.
The further the treadle is depressed by the operator,
the more the valve opens up and consequently
more pressure reaches the relay valve and relay
emergency valves. Since the relay valve and relay
emergency valves are proportional valves as well,
depressing the brake treadle modulates the front
and rear brakes in a manner proportional to treadle
travel.
T3-3-18
PARKING BRAKE CHAMBER
The parking brake chamber is a pull type spring
brake actuator. It is mounted to the drum type
parking brake, located at the rear of the transmis-
sion. Pressurized air entering the chamber com-
presses the springs, and releases the parking brake
by pushing out the rod and clevis assembly that
turns the arm on the parking brake. When the air is
exhausted, the spring force applies the parking
brake by pulling the rod back in to the chamber.
1. O-ring
2. Felt Oiler
3. Sealing Ring
4. Felt Breather
5. Pull Rod
6. Piston Cup
7. Boot
T3-3-19
PARKING BRAKE
The parking brake is a drum type brake, mounted
on the output shaft of the transmission. The brake
is operated by an actuator that uses the “spring ap-
ply, pressure release” principle to turn the parking
brake ON and OFF. The air to the brake actuator is
controlled by a manual valve located in the cab.
Self-centering brake shoes exert the drag on the
brake drum to apply the braking force on the drive-
line. The brake shoes can be manually adjusted to
compensate for wear on the brake shoe linings.
The parking brake is released or applied by the

movement of the parking brake actuator rod. When
the park brake valve in the cab is pushed in, the air
in the air system flows to the parking brake actuator.
The air pressure in the actuator forces the actuator
rod out of the actuator while it compresses the re- 1. Brake Shoe 8. Spring
turn spring. Through linkage the actuator rod 2. Lock Washer 9. Camshaft
moves the actuator arm down and releases the 3. Nut 10. Pin
parking brake. When the park brake valve in the
4. Nut 11. Brace
cab is pulled out, air flow to the actuator is blocked
5. Screw 12. Plate
and it is exhausted to atmosphere. The actuator
rod return spring forces the rod into the actuator, 6. Socket 13. Bracket
which pulls the parking brake actuator arm up, ro- 7. Spring
tating the brake shoe cam. Braking is applied as
the cam forces the brake shoes against the brake
drum.
T3-3-20
FRONT BRAKES
Each front wheel assembly consists of a brake head
assembly and a brake disc. The brake head assembly
is mounted directly to the spindle and is therefore sta-
tionary. The brake disc is attached to the wheel and
rotates at wheel speed.
The front disc brakes work in conjunction with the rear

wet disc brakes to slow or stop the rigid dump truck
when the service brake treadle is applied. The brake
lining absorbs rotational energy and transfers it to the
air as heat via the brake disc.
When the brake treadle is actuated, hydraulic fluid

enters the inlet port of the brake head assembly.
Pressure is applied evenly to the pistons through the
internal passageways in the brake head. The pistons
force the carrier and lining assemblies against the ro- A. Brake Head Assembly 9. Bolt
tating brake disc. 1. Bleeder Valve 10. Washer
2. Self-locking Bolt 11. Cover Plate
When the brakes are released, the hydraulic pressure 3. Self-locking Bolt 12. Piston Plug
is exhausted from behind the pistons, releasing the 4.1 O-ring 13. Packing
brakes. The carrier and lining assemblies are conse- 4.2 Torque Pin 14. Piston
quently pulled away from the brake disc, and it is then
5. Carrier and Lining Assembly 15. Boot
free to rotate.
6. Carrier and Lining Assembly 16. Piston Seal
Maximum Pressure: 15858 kPa (2300 psi) 7. Pin (thin, medium) 17. Back-up Ring
Lining Area per Brake: 483.9 cm2 (75 in2) 8. Pin (thin, short) 18. Torque Plate
Displacement per Brake: 14.7 cm3 (0.9 in3)
Number of Pistons: 6
Brake Disc
Brake
Apply Line
T3-3-21
REAR BRAKES
Each brake assembly is completely sealed from the Cooling Inlet Port Cooling
environment by Toric face seal (24). Toric face seal Outlet
(25) separates the brake cooling hydraulic oil from the
axle gear oil. Reaction plates (3) are splined to brake Port
housing (1); they are free to slide but do not rotate.
The friction discs (4) are splined to hub adaptor (26)
and nested between reaction plates (3). Friction discs
(4) are free to slide and rotate at wheel speed.
The rear brakes are forced cooled multiple disc type

brakes. The wet disc brake works in conjunction with
the front brakes to slow or stop the rigid dump truck
when the service brake pedal is applied. The retarder
pedal applies only the rear brakes and is used to con-
trol the speed of the rigid dump truck while descend-
ing grades.
The wet disc brakes absorb rotational energy when

the friction pack is compressed and transfers this en-
ergy as heat to the hydraulic oil flowing through the
brake. The friction pack consists of the twelve friction
discs (4) and the thirteen reaction plates (5).
Hydraulic oil under pressure is supplied to the brake Brake Actuation Port
apply passage in the brake housing (1) whenever the
brake pedal, retarder pedal, or load/dump brake is ac-
tivated. Pressure forces the pistons (5) out, com-
pressing the friction pack (friction discs (4) and reac-
tion plates (3)) against back plate (6). When the brake
apply pressure is released, return springs (16) force a
retraction of the pistons (5). Supplied cooling oil en-
ters at the brake housing (1) at the inlet port and flows
through the cooling passage over the friction pack,
and then through the cooling slots in the hub adaptor
(26). The oil then flows around the spindle and exits
the brake through the outlet port in the brake housing
(1).
1. Brake Housing 14. Bolt

2. Spacer 15. Washer
3. Reaction Plate 16. Spring
4. Friction Disc 17. Shoulder Screw
5. Piston 18. Plug
6. Back Plate 22. Loctite, Blue
7. Back-up Ring 23. Washer
8. O-ring 24. Toric Face Seal
9. Back-up Ring 25. Toric Face Seal
10. O-ring 26. Hub Adaptor
11. O-ring
T3-3-22
24
26
25
IN
OUT
Brake Cooling Oil Flow
Rear Brake to Wheel Mounting
T3-3-23
MEMO
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T3-3-24
Hitachi Construction Truck Manufacturing Ltd. Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 519-823-2000 Email: TechPubs@hitachitruck.com
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

PUBLICATION NO.:
YOUR NAME: (Located at the right top corner in the cover page)
DATE: PAGE NO.:

(Located at the bottom center in the page. If two or more revi-
FAX: sions are requested, use the comment column)
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If you need more space, please use another sheet.
REPLY:
(Copy this form for usage)

Hitachi Construction Truck Manufacturing Ltd. Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 519-823-2000 Email: TechPubs@hitachitruck.com
SERVICE MANUAL REVISION REQUEST FORM
(Copy this form for usage)

Hitachi Construction Machinery Co. Ltd.
Head Office: 5-1, Koraku 2-chome, Bunkyo-ku
Tokyo 112-0004 Japan

200 Woodlawn St. West
Guelph, Ontario, Canada
N1H 1B6

EH600 370TD+T8EF E 01+Operational+Principles

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Manual No.

Rigid Dump Truck

• The Operator’s Manual • Operation Manual of the Engine

• Information included in the Technical Manual

Consecutive Page Number for Each Group

SAFETY ALERT SYMBOL AND HEADLINE

SECTION AND GROUP Group 1 - Specifications

TECHNICAL MANUAL Group 1 - Control System

Group 3 - Electrical System

All information, illustrations, and Group 4 - Air System

COPYRIGHT(C) 2008 Group 1 - Steer and Hoist

Group 2 Component Layout

4. Read down for machine speed.

ENGINE STOP SYSTEM

Engine Performance Curves

AIR CONDITIONING COMPRESSOR

HOIST CONTROL VALVE

SUPPLEMENTARY STEER PUMP

LIGHTS Quantity Watts

REAR BRAKE CONVERTERS

FRONT BRAKE CONVERTER

MAIN COMPONENTS / ELECTRICAL COMPONENTS 8

1. Battery Box 6. Brake Converters and Reservoirs 11. Horn

MAIN COMPONENTS / ELECTRICAL COMPONENTS (CONT’D)

13. Directional Indicator 17. Fuel Tank

MAIN COMPONENTS / ELECTRICAL COMPONENTS (CONT’D)

13. Directional Indicator 22. Wet Tank (Park Brake Tank)

MAIN COMPONENTS / ELECTRICAL COMPONENTS (CONT’D)

13. Directional Indicators 31. Reverse Alarm

HYDRAULIC SYSTEM COMPONENTS

1. Steering Cylinders 4. Crossover Relief Valve

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

Supplementary Steering Components

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

Hoist System Components

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

1. Supplementary Steering Pressure Line 7. Hoist Control Valve Return to Tank

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

1. Hydraulic Breather 6. Hydraulic Oil Filter

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

1. Steer/Hoist (Hydraulic) Pump 7. Hydraulic Pump Pressure Switch

HYDRAULIC SYSTEM COMPONENTS (CONT’D)

Windshield Washer Pump

1. Windshield Washer Reservoir

AIR SYSTEM COMPONENTS

1. Rear Air Tanks 7. Pressure Line to Rear Air Tanks

AIR SYSTEM COMPONENTS (CONT’D)

Brake Converters and Reservoirs

AIR SYSTEM COMPONENTS (CONT’D)

Unloading Line from Governor

Air Output Line to Air Dryer

Unloading Line to Air Compressor

Unloading Line to Air Dryer

AIR SYSTEM COMPONENTS (CONT’D)

Service Brake Treadle

AIR SYSTEM COMPONENTS (CONT’D)

* DCV = Double Check Valve

1. Starter Motor 8. Oil Filter

Fuel Pump Side

1. Transmission Sight Glass 6. Transmission Oil Filler Hose

AIR CLEANER / SURGE TANK

1. Surge Tank 3. Pressure Cap

1. Retarder pedal 9. Emergency/Load Dump valve