GripTester Maintenance Manual

MK2 D-type

GripTester
MK2 D-type
Maintenance Manual

Issue 4

March 2008

MAR 982

L.Thomas

Findlay, Irvine Limited

Penicuik
Midlothian
Scotland

Tel +44 (0)1968 671200

Fax +44 (0)1968 671237

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View of the underside of the GripTester

Lifting handle

Chassis
Measuring
wheel

Transmission Water
chain supply

Drive wheel

Water
Towing bracket Connection

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View of the top of the GripTester

Beacon Guard rail

Charging
Weather point
cover

Bracket
Battery
Box

Bogie

Pushing trunnion

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Safety when using the GripTester

Safety of Personnel
There is no reason why anyone should ever be injured while working with a GripTester.
However, attention must be paid to the following points:
When towing the GripTester, ensure a warning beacon on the towing vehicle is switched on.
This is obligatory on public highways and at all airports.
Do not attempt to lift the GripTester by yourself. When lifting the GripTester, take the strain
on your legs, not your back.
When the machine is upside down for inspection or maintenance and the running gear is
being rotated, be careful not to touch the transmission chain or sprockets. Failure to adhere
to this could result in severe injury to the user.
When removing a wheel, take care to slacken only the three M8 nuts that hold on the
measuring wheel: do not touch the M6 nuts, which hold the wheel together.

Safety of the GripTester

The GripTester is robust and easy to handle but it is also a precision instrument and must be
treated with care and attention.
When the GripTester is attached to its towing vehicle, be very careful when reversing - it is
easy to forget that the GripTester is there and a jack-knife can do serious damage
When towing the GripTester, avoid running up against the kerb or running the measuring
wheel over large obstructions.
When unloading the GripTester from a van or truck, lower it gently.
After a survey, avoid storing the GripTester wet or dirty. Never put it away without oiling
the chain (and, if one is fitted, the clutch) but take care not to get oil on the tyres (or the
friction surfaces of the clutch).
Where possible, leave the GripTester on charge as the intelligent charger will switch off
automatically when full charge is reached.
The data collection computer should be fully charged then disconnected from the charger as
continuous charging can affect battery life..

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INDEX
1. General Description ...................................................................................................... 7
1.1 Introduction .................................................................................................................. 7
1.2 General principles and practice ................................................................................... 7
1.3 Data collection computer ............................................................................................. 8
1.4 Physical Characteristics ............................................................................................... 8
2. Routine Maintenance Summary .............................................................................. 2–1
2.1 Pre-survey check ...................................................................................................... 2–1
2.2 Monthly maintenance .............................................................................................. 2–2
2.3 Annual maintenance ................................................................................................ 2–4
2.4 Calibration procedure .............................................................................................. 2–5
3. Diagnostic procedures ............................................................................................... 3–1
4. Running gear .............................................................................................................. 4–1
4.1 Tyres ........................................................................................................................ 4–1
4.2 Transmission chain .................................................................................................. 4–2
4.3 Sprockets .................................................................................................................. 4–3
4.4 Bearings ................................................................................................................... 4–5
4.5 Toothed wheel.......................................................................................................... 4–7
4.6 Drive axle ................................................................................................................. 4–8
5. Suspension system ..................................................................................................... 5–8
5.1 Pneumatic suspension units (anti vibration mounts) ............................................... 5–8
6. Sub-assemblies with electronic content ................................................................... 6–9
6.1 Proximity sensor ...................................................................................................... 6–9
6.2 Signal processing unit (SPU) ................................................................................. 6–12
6.3 Stub axle ................................................................................................................ 6–12
6.4 Battery .................................................................................................................... 6–14
7. Static mechanical parts ........................................................................................... 7–14
7.1 bodywork, bogie and chassis ................................................................................. 7–14
7.2 Towing system ....................................................................................................... 7–15

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7.3 Water delivery system on the GripTester .............................................................. 7–16

7.4 Inspection of Silica Gel Capsule ............................................................................ 7–16
8. External self-watering systems............................................................................... 8–16
8.1 Self-watering arrangement for towing surveys ...................................................... 8–16
8.2 Self-watering arrangement for pushing surveys .................................................... 8–17
9. Checking and calibration of the test gear ............................................................. 9–17
9.1 Weigh-tronix loading device from the calibration jig .......................................... 9–17
9.2 Tyre pressure gauge ............................................................................................... 9–18

10. Appendix 1: Recommended Torque Wrench Settings ....................... 10–18

11. Appendix 2 : Tools and equipment required ......................................... 11–19
12. Appendix 3 : Error Messages ............................................................................... 12–19
13. Figures ...................................................................................................................... 13-1
13.1 General Arrangement ......................................................................................... 13-1
13.2 Connection Diagram .......................................................................................... 13-2
13.3 SPU Front Panel ................................................................................................. 13-4
13.4 Calibration Procedure: Load .............................................................................. 13-5
13.5 Calibration Procedure: Drag .............................................................................. 13-6
13.6 Chain Tensioning Mechanism............................................................................ 13-8
13.7 Proximity Sensor and Toothed Wheel ............................................................... 13-9
13.8 Stub Axle Assembly ......................................................................................... 13-10
13.9 Towing Points on Bogie ................................................................................... 13-11
13.10 Tow Coupling Assembly .................................................................................. 13-12
13.11 Height of Tow Hitch ........................................................................................ 13-13
13.12 Water Delivery System on the GripTester: General Arrangement ................. 13-14
13.13 Water Delivery system on the GripTester: Detail ............................................ 13-15
13.14 General Arrangement for Towing Surveys ...................................................... 13-16
13.15 General Arrangement for Pushing Surveys ...................................................... 13-17
13.16 Calibration of the Electronic Loading Device (Weigh-tronix) ........................ 13-18

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1. General Description

1.1 INTRODUCTION
The GripTester is a three-wheel trailer which measures friction by the braked wheel, fixed
slip principle. Its single measuring wheel, fitted with a special smooth tread tyre, is mounted
on an axle instrumented to measure both the horizontal drag force and the vertical load force.
From these measurements, the dynamic friction reading is automatically calculated and
transmitted to the data collection computer normally carried in the cab of the towing vehicle.
This computer also calculates and stores the survey speed for each reading.
The majority of the GripTester’s weight is distributed over two drive wheels, which are fitted
with patterned tread tyres and mounted on a solid stainless steel drive axle. The drive axle
carries a sprocket of 27 teeth; the stub axle, on which the measuring wheel is mounted,
carries a sprocket of 32 teeth. The two axles are linked by a transmission chain: this
transmission system continuously brakes the measuring wheel, forcing it to slip.
This slipping wheel and the weight of the GripTester cause minute bending movements in the
stub axle which are measured by strain gauges mounted on machined vertical and horizontal
faces. The signals from these strain gauges are processed by the signal processing unit (SPU)
mounted on the GripTester and are then transmitted to the data collection computer (DCC).
The SPU also receives signals from a proximity sensor activated by a wheel with 20 square
teeth mounted on the drive axle. This allows distance and hence speed to be calculated.

1.2 GENERAL PRINCIPLES AND PRACTICE

The design of the GripTester is simple and modular and individual parts which are worn or
damaged can easily be replaced. It is essential to follow the regular schedule of inspection,
repair and replacement set out in Chapter 2: if this is done the GripTester can be expected to
give good service over an indefinite period.
After it has been used in dirty conditions, the GripTester should be hosed down (but not with
a high pressure hose), paying particular attention to the running gear. It is particularly
important to remove contamination by salt and runway de-icing chemicals (particularly
acetates and formates) as soon as possible. If these are allowed to dry on the measuring tyre,
it may be necessary to scrub the tyre clean to prevent the deposits from altering the readings.
After use, the GripTester’s transmission chain should be oiled with a low viscosity chain oil
(taking care not to get oil on the tyres) and the GripTester, where possible, should be left on
charge as the intelligent charger will switch off automatically when full charge is reached.
The data collection computer should be fully charged then disconnected from the charger as
continuous charging can affect battery life.
The GripTester should be stored with the towbar removed and, if possible, standing on end.
This facilitates removal of contaminants and inspection of the working parts.

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1.3 DATA COLLECTION COMPUTER

The DCC is a PC based portable computer, either a standard laptop or a ruggedised laptop
such as the Panasonic ToughBook. The operating system used, is either Windows 98,
Windows 2000 (Service pack 3), Windows XP (Service pack 2) and Windows Vista. Note
that there may be some issues with Vista re drivers for printers and Blue Tooth operation.

1.4 PHYSICAL CHARACTERISTICS

Overall length 1010mm (39.8")
(excluding removable tow-bar)
Overall width 790mm (31.1")
Overall height 510mm (20.1")
Weight 95kg (210lbs)
Measuring tyre (1) 10" diameter slick tread
ASTM specification 1844
Stamped FINDLAY IRVINE GRIPTESTER
Drive tyres (2) 10" diameter patterned tread
Dunlop 10 x 3.60-5 Tread KT3-W
Compound K8-CIK
Transmission chain -
Type Tsubaki 0.5” Pitch Pre-tensioned Cat No R508
(or approved equivalent)
Tension Total up and down movement 17 – 22mm
Proximity sensor
Type Inductive, M8
Gap 0.7mm ±0.1mm (.027" ±.01")
Max tightening torque 15Nm (11 ft lbs)
Data collection computer Any IBM compatible PC with Windows 98,
Windows 2000 (Service pack 3), Windows XP
(Service pack 2 or later), or Windows Vista
operating system and a USB port

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2. Routine Maintenance Summary

2.1 PRE-SURVEY CHECK

This check is normally made before each survey.

2.1.1 Battery charge

Switch on the SPU. The SPU window will display the charge in both batteries. If necessary,
put the GripTester on charge (remembering that if the charge on either battery drops below
10V, deep recharging will be necessary to restore it).

2.1.2 Check your FACTS

Leaving the SPU on, invert the GripTester and check the following:-

Free running wheels and transmission system.

Alignment The axle and chain should be at right angles to one another (that is, the
sprocket on the drive axle should not have moved along the shaft), the water
nozzle should be aligned to deliver water just in front of the measuring wheel
(and should be 20mm clear of the ground and in good condition) and the
toothed wheel should cover the proximity sensor. Also, check that the gap
between the proximity sensor and the toothed wheel is correct (it should be
between 0.7 and 0.9mm) and that the proximity sensor cap is undamaged.

Chain tension and lubrication. Pull the chain away from the chain guide roller (see
figure 12.7). The gap between the bottom of the chain and the roller should
be between 17mm and 22mm. The chain should be lightly lubricated with a
low viscosity chain oil. Great care should be taken to avoid oil getting onto
the tyres, particularly the measuring tyre.

Tyres Tyre pressure should be 20 psi (137.8 kPa) all round and they should be free
from deposits of, for example, salt or oil. The tread depth on the drive tyres
should be at least 2mm and the wear hole on the measuring tyre, (which is
4mm deep on a new tyre), should be at least 1mm deep.

Suspension With the GripTester on its wheels check that approx. 3mm length of each
suspension limiter is exposed between the nylon housing and the black
rubber washer.
Note that on later models of the Griptester, fitted with solid rubber
suspension, there is no requirement to set the suspension height. This is set
by the size of the solid rubber suspension mounts.

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2.1.3 Quick Calibration check

With the GripTester on its wheels, push the GripTester back and forwards a few metres while
“bouncing” the measuring tyre by pressing down and releasing the guard rail to settle the
measuring system.
Using the Menu Selection buttons on the SPU, select Calibration mode and key Enter.
Press down on the guardrail at the front of the GripTester so that the measuring wheel is just
off the ground (within 10mm). The display will show the target Load Zero figure on the left
and the actual Load Zero figure on the right. The settled readout should be 0000 0010.
If the readout is outside of this specification, recheck your FACTS and repeat the procedure,
being particularly careful not to raise the measuring tyre too far off the ground. If it is still
outside specification the full calibration procedure according to Section 2.4 should be carried
out.
Note:
To “settle” the readout, bounce the measuring tyre gently on the ground.
It is not possible to check Drag Zero at this stage because of the need to pre-tension the chain.
Note that the Load and Drag Zeros should not be adjusted at this time. If there is a
requirement to adjust any of the settings then the “Full Calibration” should be undertaken
only when the Griptester is resting on it’s calibration stand.

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2.2 MONTHLY MAINTENANCE

Procedure section

Calibration full 2.4

Tyres full inspection 4.1.1
Transmission chain full inspection 4.2.1
Sprockets full inspection 4.3.1
Bearings full inspection 4.4.1
lubrication 4.4.2
Toothed wheel full inspection 4.5.1
Drive axle full inspection 4.6.1
Suspension units inspection for wear 5.1.1
Proximity sensor physical inspection 6.1.1
SPU full inspection 6.2.1
Inspection of the data transmission plug 6.2.1.2
Stub axle inspection of the external rubber seal 6.3.1.1
Bodywork, bogie and chassis inspection for damage 7.1
Towing points inspection for damage and wear 7.2.1
Water delivery pipe work inspection for damage 7.3.1
Water delivery nozzle inspection for damage 7.3.1
Silica Gel Capsule inspection for condition 7.4

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2.3 ANNUAL MAINTENANCE

Procedure section
Calibration full 2.4
Tyres full inspection 4.1.1
Transmission chain full inspection: replacement unless there are no signs of wear 4.2.1
Sprockets full inspection 4.3.1
Bearings full inspection: replacement unless there are no signs of wear 4.4.1
lubrication, drive wheel bearings only. 4.4.2
Toothed wheel full inspection 4.5.1
Drive axle full inspection 4.6.1
Suspension units inspection for wear 5.1.1
Proximity sensor physical inspection 6.1.1
inspection of gap with toothed wheel 6.1.1
SPU full inspection 6.2.1
inspection of data transmission plug 6.2.1.2
Stub axle inspection of external rubber seal 6.3.1.1
inspection of play between retaining nut and pusher 6.3.1.2
Bodywork, bogie and chassis inspection for damage 7.1
Towing points inspection for damage 7.2.1
Water delivery pipe work inspection for damage 7.3.1
Water delivery nozzle inspection for damage 7.3.1
Silica Gel Capsule inspection for condition 7.4
Calibration weighing device full inspection 9.1
Nuts and bolts re-torque Apendix 1

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2.4 CALIBRATION PROCEDURE

2.4.1 Introduction
The calibration procedure requires a dry area of firm, level ground or floor. During the
calibration process, the GripTester is placed on its calibration plinth so that known load
forces may be applied to the stub axle in the vertical and horizontal planes and any
corrections made as necessary.
Before accepting a reading and making an adjustment, it is essential to remove the effects of
hysteresis and stiction by vibrating the stub axle. This is most easily done by striking the side
of the measuring tyre with the fist or foot
The Front Panel of the SPU consists of an on/off switch, an LCD display, an enter button, an
exit button and two menu selection buttons (see figure 12.3). Switching between functions is
controlled by scrolling the menu selection button, which are then either accepted or rejected
by the other two buttons.

2.4.2 Check your FACTS

Carry out the initial stages of the pre-survey check according to Section 2.1.

2.4.3 Prepare the GripTester for load calibration

Switch on the SPU and exercise the axle by moving the GripTester backwards and forwards
whilst gently bouncing the rear suspension. Position the GripTester on a level site, raise the
measuring wheel and slide the plinth (cradles first) under the machine so that the front edges
of the wheel cradles touch the drive wheels. Pull the GripTester onto the plinth until the
drive wheels sit snugly and symmetrically in the cradles. Raise the test wheel by inserting the
adjustable stand under the rear of the bogie. Adjust this stand to make the bogie frame (not
the GripTester superstructure) level within the limits of the spirit level.
Insert the spacer blocks between the chassis and the bogie in line with the test axle, so that
the proper distance between the chassis and the bogie frame is maintained during load
calibration. This is not required if the Griptester is fitted with the later solid rubber
suspension.

2.4.4 Check the zero on the calibration jig

Switch on the Weigh-tronics loading device. Check that when the calibration jig is held
vertically the loading device reads zero. If it does not, press the Zero button.

2.4.5 Check/ adjust the Load Zero

Using the Menu Selection buttons on the SPU, select Calibration Mode, press Enter and
Load Zero is shown. Press Enter again to select Load Zero and the display will show the

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target figure (on the left) and the actual figure (on the right). Press the Enter button () and
wait. This will make the actual figure equate to the target figure.

2.4.6 Check/ adjust the Load Gain

Using the Menu Selection buttons on the SPU select Load Gain and press Enter. Mount the
calibration jig vertically on the GripTester superstructure facing the rear. The two dowel
pins above the measuring wheel should engage with the corresponding holes in the jig. Turn
the tensioning handle fully anticlockwise. Using the wire with the looped ends, attach the
smaller loop to the spring at the end of the loading device. Pass the wire through the
calibration hole in the superstructure deck and place the large loop around the groove at the
end of the stub axle.
Note that before applying any force to the axle, check that the actual figure on the right
indicates “0000”. If a value of more than “0000” is indicated it means that there is a force
already being applied by the loading device. It is a simple matter of winding off this force
until “0000” appears and the Weightronox loading device can then be zeroed.
Apply a load force of 20kg and press the Enter button () and wait. This will make the
actual figure equate to the target figure. Release force on loading device and remove
calibration jig.
Note that when adjusting to the figure above (20kg) every effort should be made to approach
the figure from below and not to bypass and adjust from above the figure.
This method should also be used for Drag Gain adjustment below but with reference to it’s
own target figure of 15Kg.

2.4.7 Check/ adjust the Drag Zero

Using the Menu Selection buttons on the SPU select Drag Zero and press Enter. Remove the
adjustable stand under the rear of the bogie and lift the rear of the GripTester to its fullest
extent. Insert the calibration jig into its locating bracket at the rear of the plinth ensuring
correct alignment. Position the roller plate centrally on the rails touching the rear wall of the
jig with vertical pin adjacent to the load cell. Connect one end of the spring to the front of
the roller plate and the other to the loading device. Gently lower the test wheel onto the
roller plate making sure that the tyre is central on the plate. To pre-tension the drive chain it
is then necessary to apply a load of approximately 15kg to the loading device. Release the
load and make sure that the loading device is completely free. Press the Enter button () and
wait. This will make the actual figure equate to the target figure.

2.4.8 Check/ adjust the Drag Gain

Using the Menu Selection buttons on the SPU select Drag Gain and press Enter. Very
carefully apply load on the loading device whilst watching the LCD display on the SPU Front
Panel. As soon as the actual value is seen to increase to +0001 stop winding and re-zero the
loading device. Carefully increase the load by winding the loading device to 15kg (this

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figure should not be exceeded). Press the Enter button () and wait. This will make the
actual figure equate to the target figure.

2.4.9 Complete the calibration

Release the force on the loading device and remove the calibration jig , including the spacers,
if used. Remove the GripTester from the plinth. The calibration is now complete

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3. Diagnostic procedures
A number of possible causes for the GripTester to give incorrect friction readings or distance
measurements are included in the following table. However, it should be borne in mind that
friction readings which are surprisingly high or low may be correct: for example, the
seasonal variation of friction readings in a European climate will often be as much as 25%.

Symptom Possible cause section

HIGH GripNumber drive tyres low pressure (appreciably below 20 psi) 4.1
measuring tyre low pressure 4.1
sticky deposit (e.g. dried salt) on the tyre 4.1
drive axle bent 4.6
drive axle bearings worn or damaged 4.4
stub axle bearings worn or damaged 4.4
calibration correct procedure not followed 2.4
transmission chain too tight 4.2
out of alignment 4.2
poorly lubricated 4.2
water delivery nozzle wrongly aligned 7.3
valve or pump malfunction: too little water 8.1
towball too high 7.2
SPU malfunction 6.2

LOW GripNumber
drive tyres high pressure 4.1
drive tyres worn 4.1
measuring tyre high pressure 4.1
greasy deposit on the tyre 4.1
measuring tyre worn 4.1
calibration: correct procedure not followed 2.4
water delivery too much water 7.3
SPU malfunction 6.2

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Symptom P o ssible ca use section

VARIABLE GripNumber
proximity sensor gap between sensor and toothed wheel too wide 6.1
sensor damaged or faulty 6.1
toothed wheel out of alignment 4.5
stub axle failure of neoprene gaiter 6.3
drive tyres seriously mismatched 4.1

Distance readings SHORT

proximity sensor gap between sensor and toothed wheel too wide 6.1
sensor damaged or faulty 6.1
toothed wheel out of alignment 4.5

COMPUTER not recognising GripTester

SPU malfunction 6.2
Communications problem 6.2

COMPUTER not receiving survey data

proximity sensor sensor and toothed wheel gap too wide 6.1
sensor damaged or faulty 6.1
toothed wheel out of alignment 4.5
Computer regional settings 6.2

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4. Running gear

4.1 TYRES

4.1.1 Inspection of the tyres

The condition of the measuring tyre is of fundamental importance to the performance of the
GripTester. It should be inspected before each survey.
The tested sticker should be checked to ensure the tyre is less than two years old. If in excess
of two years old the tyre should be discarded. If the tested sticker is missing contact Findlay
Irvine stores with the tyre serial number, printed on the tyre wall, and they will confirm the
tyre age.
If the tyre age cannot be determined because the tested sticker is missing and the serial
number has been rubbed off the tyre must be discarded.

4.1.1.1 Tyre pressure

20 ± 1 psi (138 ± 7 kPa) for all three tyres.

4.1.1.2 Tread depth

On the measuring tyre, the wear hole should have a residual depth of at least 1mm.
On the drive tyres, there should be at least 2mm tread depth. If the tread depth of either tyre
is less than 2mm, both drive tyres should be replaced. Mismatched drive tyres should not be
used.

4.1.1.3 General condition

The surface of the tyre should be free from contamination by any deposits, especially greasy
or sticky ones. If necessary, remove the wheel and scrub the tyre clean with soap and warm
water. In cases of severe contamination to the measuring tyre, it may be necessary to run the
GripTester on a damp surface for up to 1 km.

4.1.1.4 Storage
Before use, the tyre should not have been stored for a period exceeding two years. Storage
should be in a cool dark place. This is particularly important for the measuring tyre.
Any measuring tyre, which has been stored for two years or more, should be discarded.
However to confirm if a measuring tyre is fit for use a Durometer to check the Shore
hardness of the tyre’s rubber, should be employed. The reading should be between 58 and 62
for a new tyre. If readings taken are in excess of 62 then the Grip numbers collected with that

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tyre should be treated with suspicion or unreliable. The higher the reading is, the lower the
grip number will be.

4.1.2 Replacement of tyres

Remove the three M8 nuts and pull the wheel from the rim. If the wheel binds, gently pull
and rock the wheel off the bolts.
Note: When removing a wheel, take care only to slacken the three M8 nuts that hold on the
measuring wheel: do not touch the painted M6 nuts which hold the wheel together.
Measuring tyres are only supplied as complete wheels, since each one has been tested on a
GripTester. Drive tyres are supplied either as complete wheels or as separate tyre, rims and
inner tube.

4.2 TRANSMISSION CHAIN

4.2.1 Inspection of the general condition of the chain

The chain should be clean and well lubricated. If it is very dirty, soak it in kerosene
(paraffin) overnight and rinse it with clean kerosene (paraffin)
before fitting.

4.2.2 Checking chain tension

With the GripTester inverted, pull the chain away from the bottom idler wheel. The gap
between the bottom of the chain and the wheel should be between 17mm and 22mm.

4.2.3 Checking wear / stretching

With the GripTester inverted, the chain link removed and the chain held tightly round the
large sprocket (see figure 12.6), the maximum play should be 2mm. If this limit is exceeded,
replace the chain.
Note: Running with a worn or stretched chain will damage the sprockets (section 4.3.1.2).

4.2.4 Lubrication
We suggest using a low viscosity chain oil (such as Rocol ‘Lubrichaine’).
Alternative high tech oils such as “High Tech Chain Fluid105” or equivalent.
These type of oils clean and lubricate in one action but should be left overnight for best
operation.
Note: If oil contaminates the measuring tyre by mistake, remove the wheel and scrub the
tyre with warm water and soap.

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4.2.5 Adjusting chain tension

The chain tension is adjusted by loosening the M8 nut and sliding the top idler wheel up or
down.

4.2.6 Chain replacement

Split the old chain at the chain link and remove it.
When installing the new chain, take account of the requirement on chain tension described in
Section 4.2.2 and use the procedure for adjusting the chain tension described in Section 4.2.5
if appropriate.

4.3 SPROCKETS

4.3.1 Inspection of the sprockets

4.3.1.1 Inspection of the sprockets for alignment

A straight edge at least 50 cm long is required. With the hub assembly for the measuring
wheel fully assembled and attached, place the straight edge against the face of the stub axle
sprocket on the horizontal plane. The edge should be flush against the faces of both
sprockets.
4.3.1.2 Inspection of the sprockets for wear
When viewed from the side, there should be no visible asymmetrical wear to the sprocket
teeth.

4.3.2 Alignment of the sprockets

If alignment of the sprockets is required, adjust the position of the drive axle sprocket, which
is of Taper-Lock bush construction.
Using a 5mm Allen wrench, undo and remove the two 3/8” BSW grub screws, noting which
two of the three tapped holes are used. Screw one of the grub screws into the unused hole
until the sprocket and Taper-Lock bush start to separate and then move the bush along the
axle to the correct position. Replace the two grub screws in their correct holes and tighten
them up.
Check the sprockets for alignment according to Section 4.3.1.1 (note that the process of
tightening the screws may have slightly moved both sprocket and bush) and repeat the
process if required.

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4.3.3 Removal of the sprockets

4.3.3.1 Removal of the measuring axle sprocket

Remove the measuring wheel bearings as described in Section 4.4.3. The hub, to which the
sprocket is attached, will be removed at the same time.
Remove the four M8 bolts that hold the sprocket to the hub and remove the sprocket.

4.3.3.2 Removal of the drive axle sprocket

Remove the drive axle as described in Section 4.6.2.
Using a 5mm Allen wrench, undo and remove the two 3/8” BSW grub screws, noting which
two of the three tapped holes are used. Screw one of the grub screws into the unused hole
until the sprocket and Taper-Lock bush start to separate. Remove the sprocket.

4.3.4 Installation of the sprockets

4.3.4.1 Installation of the measuring axle sprocket

With the measuring wheel hub off the axle, attach the sprocket to the axle with the four M8
bolts. Install the measuring wheel bearing and hub assembly as described in Section 4.4.4.

4.3.4.2 Installation of the drive axle sprocket

Slide the sprocket onto the Taper-Lock bush. Line up the unthreaded slot on the sprocket
with the threaded slot on the bush. Insert the two grub screws into the other two holes. Align
the sprocket according to Section 4.3.2.

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4.4 BEARINGS

4.4.1 Inspection of the bearings

Remove the transmission chain. The wheels should spin freely, quietly and smoothly. If they
do not:-
Remove the drive wheels and the measuring wheel. Check whether any of the drive or
measuring wheel bearings is noisy when rotated on the axle or feels gritty or uneven when
turned between the fingers or if the seals are damaged in any way. If so, replace them. Both
sets of bearings must be replaced in pairs.
Check whether any wheel bearing shows lateral play on the axle. If so, inspect further to see
whether the bearing (or its housing) should be replaced.

4.4.2 Lubrication of the bearings

4.4.2.1 Lubrication of the measuring wheel bearings

The measuring wheel bearings are grease packed and sealed for the life of the bearing.
However, a wipe over and a light smear of grease should be applied to the most exposed edge
of the bearing. Too much will encourage dirt build-up.

4.4.2.2 Lubrication of the drive wheel bearings

The drive wheel bearings should be packed with grease via the grease nipples until a small
amount of excess grease oozes out of the side of the bearing housing. Wipe off the excess.
Note: If too much grease is forced into the bearings, it may damage them.

4.4.3 Removal of the measuring wheel bearings

Split the transmission chain at the chain link and remove it.
Remove the 20mm Aerotight all metal nut and brass pusher and pull off the hub and wheel
assembly. If the hub cannot be pulled off easily by hand, apply penetrating oil and tap the
sprocket gently with a soft headed hammer to loosen it.
Occasionally the innermost bearing will remain on the stub axle once the hub has been
removed. If this cannot be pulled off by hand, a hub puller should be used. If a hub puller is
not available then a hammer and punch may be used.
If the bearing sticks in the hub support the hub (preferably by wooden battens) so that the
bearing points downwards. With a long punch gently tap all round the bearing so that it is
pushed out evenly.
Note: If this method is used, the bearing itself will certainly need to be replaced.

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4.4.4 Installation of the measuring wheel bearings

Clean the bearing faces on the stub axle and on the inside of the hub. Smear lightly with a
bearing fit compound such as Locktite 641. New bearings should be a push fit onto the hub
and should slide onto the stub axle with ease.
Once the bearings and hub are on the axle, fit the brass pusher and the 20mm Aerotight all
metal nut. Tighten up the nut and then back it off to give a play of 0.08±0.02mm
(0.003±0.001”) between the bearing and the brass pusher.
After replacing the measuring wheel bearings, carry out the calibration process according to
Section 2.4.

4.4.5 Removal of drive wheel bearings

4.4.5.1 Preparation
While drive wheel bearings are being removed, the axle can move freely within the bearing
housing mounting brackets, and there is a danger that it will strike the proximity sensor. To
prevent this sensor from damage, it is advisable to remove it in advance.
Split the transmission chain at the chain link and remove it. Remove the centre M8 screw.
Remove the three M8 nuts that hold the wheel and take off the wheel. Slacken the hex-head
screw on the spider with a 6mm Allen wrench and slide the spider and key off the drive axle
(both the drive axle and the spider are slotted with a 6mm keyway).

4.4.5.2 Removing the housings from the axle

Slacken the two 3mm hex-head grub screws on the bearings. Slacken the two M16 screws
which bolt the bearing housing to the bogie. Slide the bearing and its housing off the axle. If
this proves difficult, clean the axle and apply penetrating oil.

4.4.5.3 Removing the bearing from the housing

The bearings are a self-aligning type, which means that they have a spherical outside
diameter, and a matching spherical inside diameter on the housing.
To remove, the bearing must be rotated about the horizontal axis until it can pass through the
gap in the housing.

4.4.6 Installation of the drive wheel bearings

If necessary, clean the bearing faces on the drive axle and smear lightly with grease. The
bearings should slide easily onto the axle.
With the bearing housings bolted firmly to the bogie but before the two 3mm grub screws on
each bearing have been tightened, ensure that the amount of axle protruding outside the
right and left hand bearings are equal to within ±0.5mm. Tighten the grub screws.

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Align the sprocket and the toothed wheel according to Sections 4.3.2 and 4.5.2 and replace
the transmission chain.

4.5 TOOTHED WHEEL

4.5.1 Inspection
The teeth of the toothed wheel should appear properly square and show no sign of damage.

4.5.1.1 The proximity sensor should be well covered by each tooth of the toothed wheel as it
rotates.
There should be no visible eccentricity of the toothed wheel as it is rotated past the sensor.
Check using feeler gauges. The correct gap is 0.7mm +0.2mm –0.0mm on all teeth of the
wheel. If it is outside these tolerances, check the eccentricity of the drive axle (Section
4.6.1). If this is within specification then the toothed wheel is eccentric on the spider. Adjust
according to Section 4.5.3.
A rubber wiper is fitted to clean the end of each tooth before it passes in front of the sensor. It
should make good contact with the toothed wheel.

4.5.2 Alignment
Using a 6mm Allen wrench, slacken the pinch screw on the spider and position the toothed
wheel so that the proximity sensor is central to each tooth of the toothed wheel as it rotates.
Tighten the pinch screw.

4.5.3 Eccentricity adjustment

The holes on the toothed wheel are slightly oversized. Measure each gap between the tooth
and the proximity sensor with feeler gauges and mark the tooth that has the largest gap.
Slightly loosen the M8 bolts that hold the wheel to the spider and rotate the wheel so the
marked tooth is lowest. Tap the wheel so that it moves down very slightly and check the gap.
Repeat until the eccentricity is within specification and tighten the nuts.

4.5.4 Removal
Remove the drive axle as described in Section 4.6.2. Using a 6mm Allen wrench, slacken the
pinch screw on the spider and slide the toothed wheel off the axle. There is no key on the
toothed wheel spider, because there is no loading on it.

4.5.5 Installation
Slide the toothed wheel onto the axle and align it according to Section 4.5.2.

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4.6 DRIVE AXLE

4.6.1 Inspection
The drive axle should be straight to within 0.075mm. To check this with the axle in place,
turn the GripTester over and use a clock gauge with a magnetic base clamped to the bogie
frame. Once the axle has been removed, a confirming check can be made on a surface table
with a clock gauge or feeler gauges.

4.6.2 Removal
Remove the drive axle bearings as described in Section 4.4.5. Slide the axle out of one hole
in the bogie frame and then the other, taking great care not to damage the proximity sensor.
Note the relative positions of the toothed wheel and drive sprocket before removal (see figure
12.1). Remove the drive sprocket as described in Section 4.3.3. Remove the toothed wheel
as described in Section 4.5.4.

4.6.3 Installation
When installing a new drive axle (which normally has to be done only if the GripTester has
been in an accident) it is normal to install new drive wheel bearings.
Install the sprocket and the toothed wheel on the axle in approximately the correct position
and insert the axle into the holes in the bogie frame. Replace the drive axle bearings as
described in Section 4.4.6.

5. Suspension system

5.1 PNEUMATIC SUSPENSION UNITS (ANTI VIBRATION MOUNTS)

Do not attempt to inflate the suspension unit until it is fitted into a GripTester and therefore
constrained.
There are three suspension units. Each consists of a black rubber cylindrical pressure vessel
3” dia x 2” long, bolted to the underside of the chassis in three locations. Associated with
them are four suspension limiters operating vertically and anchored to the chassis. The
suspension limiters are caged by the bogie and carry a washer so that one can measure the
freedom of movement vertically between the chassis and the bogie which may occur as the
GripTester rides along the road or runway.

5.1.1 Inspection and setting up

This procedure must be carried out with the GripTester on its wheels. Use a foot pump (or
bicycle pump) to inflate each rubber vessel sufficient to carry the suspension limiters right up
to their end stops, allowing no free length of limiter. Next, allow sufficient air to leak out of
each cylinder to allow approx. 3mm length of suspension limiter to be exposed between the
nylon housing and the black rubber washer, before closing off each air vent tightly. Before

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rechecking the gap bounce the suspension several times to allow the suspension units to
settle. The suspension will now be satisfactory.

5.1.1.1 Inspection and setting up – Rubber Suspension Mounts (On later models)
There is no requirement for setting up when the Griptester is fitted with the rubber mounts
because the distance is fixed by virtue of their overall length.
The mounts should be inspected for cuts, abrasions or when older for surface crazing and
perishing.
If the mounts have to be replaced, both front mounts should be replaced as a pair with the
rear mount able to be replaced individually.

5.1.2 Removal
Invert the GripTester and place a support between the bogie and the chassis and deflate the
anti-vibration mounts. Remove the four M6 screws and the support plate and the M10 bolt
securing the unit to the bogie. Remove the anti-vibration mount.

5.1.2.1 Removal – Rubber Suspension Mounts (On later models)

These mounts are removed exactly as per 5.1.2 above.

5.1.3 Insertion
Invert the GripTester and place a support between the bogie and the chassis. Secure the unit
to the bogie with the M10 bolt and secure the support plate to the chassis with the four M6
screws.

6. Sub-assemblies with electronic content

6.1 PROXIMITY SENSOR

6.1.1 Physical inspection of the proximity sensor

Check that the cap of the sensor is intact and that the threaded wall is not split.
Check the gap between each tooth of the toothed wheel and the proximity sensor with feeler
gauges. The gap should be 0.7mm +0.2mm –0.0mm.
If the eccentricity is greater than 0.2mm then the toothed wheel and drive axle require
inspection (Section 4.5.1 and Section 4.6.1).
If the eccentricity is within specification, but the minimum gap is less than 0.7mm or the
maximum gap is <0.9mm then adjust the proximity sensor position.

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6.1.2 Functional inspection of the proximity sensor: low speed

Remove the cover of the SPU. The proximity sensor is connected to sub-block J16 on the
right hand side of the terminal block as follows: brown to D+, blue to D- and black to D. The
red LED, near sub-block J16, will flash as the teeth on the toothed wheel pass over the
proximity sensor.
Push the GripTester forwards so that its drive wheels describe a complete revolution. The
red LED should flash 20 times. If it does not, the proximity sensor is faulty or wrongly
positioned.
The light is on when it senses a gap and off when it senses a tooth. This means that if the gap
between the toothed wheel and the sensor is too big (see section 6.1.1), the light will be on
all the time. This can also happen if the sensor has failed.
If the failure is because the gap is too big, placing a metal object (such as a screwdriver) at
the correct distance from the sensor will cause the light to go off. If the light remains on, the
sensor has failed.
If the light is off all the time, then the LED has failed or there is a short circuit (probably
due to water ingress) in the sensor.
Check by attaching a voltmeter across terminals D- (blue) and D (black) and rotating the
toothed wheel. The voltage should change from 0V to approx. 10V.

6.1.3 Functional inspection of the proximity sensor: towing speed

Carry out a distance calibration of the GripTester as described in the Operations Manual. If
this process is successful, the proximity sensor is certainly functioning correctly. If not, the
proximity sensor is possibly faulty or wrongly positioned, but because of the extra circuitry
there may be another reason.

6.1.4 Adjustment of the gap between the proximity sensor and the toothed wheel
The toothed wheel is allowed a slight eccentricity (see section 4.5.1.3), so before making any
adjustment a “median” tooth (one which is half way between the tooth which is furthest from
the sensor and that which is closest to it) should be located.
Underneath the proximity sensor holding plate are a pair of nuts, one of which acts as a lock
nut. Using a feeler gauge, these should be set and locked so that the gap between the sensor
and a median tooth of the toothed wheel is 0.7mm. The top nut can then be tightened.
Note: Do not over-tighten: maximum torque is only 5 Nm.

6.1.5 Removal of the proximity sensor

Remove the cover of the SPU. Disconnect the proximity sensor from the terminal block (see
figure 12.2).

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At the entry to the terminal compartment of the SPU there is a gland which holds the conduit
in place. Loosen the gland and pull the conduit and the cable free.
Close all covers and invert the GripTester. Undo the retaining nut and washer that holds the
sensor to the sensor mounting plate and remove the sensor. At the base of the proximity
sensor, there is a Kopex PJ7 connector. Loosen the connector and pull the conduit free.

6.1.6 Installation of the proximity sensor

Thread the proximity sensor cable through the conduit.
Proximity sensors are supplied with a Kopex PJ7 connector fixed to the base. Push the
conduit into the fitting and secure it.
Attach the sensor to the sensor mounting plate with the two smaller nuts underneath the
mounting plate (one acting as a locknut) and with the crinkle washer and the larger nut above
it.
Note: Be careful that the initial gap between the proximity sensor and the toothed wheel is
large enough to ensure that the proximity sensor is not struck by the toothed wheel.
Set the gap between the sensor and the toothed wheel according to Section 6.1.4. Pass the
sensor cable in its conduit between the water pipe and the decking and through the hole in the
decking.
Invert the GripTester onto its wheels. Pass the free end of the cable into the SPU terminal
compartment. Push the conduit into the gland and tighten it. Connect the sensor cable to the
adaptor board, if supplied, and then connect to the terminal block (see figure 12.2).
Carry out the functional inspection of the proximity sensor according to Section 6.1.2.

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6.2 SIGNAL PROCESSING UNIT (SPU)

6.2.1 Inspection of the SPU

6.2.1.1 Inspection of the connections in the terminal compartment of the SPU

All connections should be well made and firm.

6.2.1.2 Inspection of the data transmission plug on the SPU weather cover
The plug should not rotate, the thread on the plug should be undamaged and the cover should
be present and in good repair. Otherwise, the plug should be replaced.

6.2.1.3 Communications problems

Check the available comms ports coming through the usb to serial adaptor.

6.2.1.4 Regional settings

Check that the regional settings have chosen a dot as the decimal separator. This will not be
necessary on software versions released from 2008 onwards as the selection will either be
forced or can accept any separator.

6.2.2 Replacement of the SPU

Undo and remove the screws at the four corners of the front panel of the SPU. Lift out the
front panel and with it the electronics. The electronics are linked to the terminal block by a
60-way ribbon cable. Release the two lugs that hold this connector in position and pull the
connector free.
Note: After a new SPU has been installed, carry out the full calibration procedure
according to Section 2.4. This should be repeated to confirm calibration.

6.3 STUB AXLE

6.3.1 Inspection of the stub axle

6.3.1.1 Inspection of the external rubber seal

The purpose of this seal is to prevent water getting into the overload tube. There should be
no sign of damage.

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6.3.1.2 Inspection of the play between the hub and the bearing pusher on the stub axle
With a feeler gauge inserted beside the copper “pusher ring” which lies between the nut and
the bearing itself, check that the axial play between the bearing and the brass pusher is
0.08±0.02mm (0.003±0.001”). If it is outside specification, tighten or slacken the 20mm
Aerotight all metal nut which retains the drag wheel bearing.

6.3.1.3 Electronic inspection of stub axle

This inspection should be carried out after a new stub axle has been fitted or if electronic
failure is suspected.
Remove the cover to the terminal compartment of the SPU. The stub axle strain gauges are
connected to the terminal block as shown in 12.2.
The resistance between the following pairs of terminals should be 350±2 Ω
terminals L- and L+ (Black - White)
terminals LS- and LS+ (Black - Red)
terminals D- and D+ (Black - Green)
terminals DS- and DS+ (Black - Blue)
The resistance between the following pairs of terminals should be 263±2Ω
terminals L- and LS- (Black - Black)
terminals L- and LS+ (Black - Red)
terminals L+ and LS- (White - Black)
terminals L+ and LS+ (White - Red)
terminals D- and DS- (Green - Black)
terminals D- and DS+ (Black - Blue)
terminals D+ and DS- (Black - Black)
terminals D+ and DS+ (Black - Blue)
If the readings are not within specification, the connections are faulty or the stub axle is
defective.

6.3.2 Removal of the stub axle

Remove the cover of the SPU. Disconnect the stub axle wiring from the terminal block (see
figure 12.2).
At the entry to the SPU there is a 16mm cable gland which feeds into a black flexible
conduit. Loosen the gland’s compression nut to free the cable and withdraw the cable from
the SPU.

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Replace the SPU cover and invert the GripTester. Remove the measuring wheel bearings as
described in Section 4.4.3. Mark on the bogie the exact position of the stub axle and remove
the four M8 bolts which hold the stub axle to the bogie and lift the stub axle free.

6.3.3 Installation of the stub axle

Place the stub axle in its approximate final position The cable will be screened and have a
protective sleeving. Feed the cable through the sleeving until the end rubber sleeve exits the
conduit.
Insert the four M8 bolts which hold the stub axle to the bogie and tighten them evenly.
Turn the GripTester onto its wheels and pass the cable into the SPU compartment through the
corresponding gland, as appropriate, and connect the wire ends into the terminal block as
shown in 12.2.
Carry out the electronic inspection of the stub axle according to Section 6.3.1.4 and secure
the cable and covers of the terminals and SPU.
Finally, carry out a full calibration of the GripTester according to Section 2.4.

6.4 BATTERY
The GripTester is powered by two sealed 12V batteries with a thixotropic gel electrolyte
which are held in the battery compartments. The left hand battery (Battery 1) to which the
charging plug is attached, is the main battery. The right hand battery (Battery 2) only comes
into use when Battery 1 drops to the deep discharge. When new, fully charged batteries
should provide power for 48 hours operation.
Batteries must be charged using the 12V constant voltage trickle charger (supplied).
Normally, this will be done via the battery-charging plug on the battery compartment but if
necessary the battery can be removed from the compartment for charging.

7. Static mechanical parts

7.1 BODYWORK, BOGIE AND CHASSIS

The GripTester has been designed so that the bodywork requires a minimum of maintenance.
The chassis and bogie frames are of stainless steel, hollow section construction. (On
GripTesters having Serial Numbers GT 155 and under, the chassis and bogie frames are of
mild steel and are internally Waxoyled to prevent corrosion and externally zinc pre-treated
and painted.) The superstructure is made of 6mm mild steel plate, zinc pre-treated and
painted, and is bolted to the chassis.
The wings and the centre deck section are made of aluminium, primed and painted and bolted
to the superstructure. The tool box, battery box and SPU weather cover are of mild steel
construction, zinc pre-treated and painted. The tool box and battery box are bolted through

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the wings onto the chassis while the weather cover is hinged to the superstructure by a
stainless steel ‘piano’ hinge on the one side and two rubber bonnet stays on the other.
Virtually all nuts and bolts are of stainless steel construction, with Nyloc nuts. In a few
cases, where appropriate, lock nuts are used.
The following visual inspection and remedial action should form part of the annual
maintenance:
Inspection of Inspection for Remedial action
all parts dirt wash and dry
towing points bent straighten
jockey wheels free running replace
SPU weather cover hinge lubricated oil
rubber seals perished replace
Battery boxes hinge not lubricated oil
rubber seals perished replace
All paintwork chips and scratches touch up

7.2 TOWING SYSTEM

Welded into the ends of the bogie frame are two solid stainless steel lugs 15mm dia, one on
each side. To engage these lugs are two hooks of stainless steel and nylon, one on each side
of the Y-shaped tow coupling.
To attach the tow coupling to the GripTester the tow coupling has to be hooked on to the lugs
on the frame at a vertical angle of 60°, an angle which will never be reached during
operations because the hinged bracket on the tow coupling restricts this movement. (This is a
very secure method of fitting, requiring no spring clips or buttons.) Earlier models which do
not have this facility can be upgraded.
The jockey wheels and the latest model tow coupling restrict the height to which the test
wheel of the GripTester can be raised.

7.2.1 Height of towball

To ensure that towbar angle is within tolerance, the following inspection of towball height
should be carried out. With the towing vehicle on a level surface and carrying a full load of
water, ensure that the height of the centre of the towball is not less than 32cms. With the
towing vehicle on a level surface and carrying a no water, ensure that the height of the centre
of the towball is not more than 50cms from the ground.

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7.2.2 Lateral position of the towball

For airport surveys, the vehicle towball is normally centred. For road surveys, the towball is
normally offset (see figure 12.16) so that the GripTester can be used to measure the wheel
path nearest to the kerb. However, the towball should not be closer than 400mm to the edge
of the towing vehicle, as this might expose the GripTester to damage.

7.3 WATER DELIVERY SYSTEM ON THE GRIPTESTER

Underneath the GripTester there is a 1” dog-leg water delivery pipe secured to its clips with
two self-tapping screws. Later models have a pair of easily disconnected pipe clamps. At the
entry to this pipe is a quick-release male coupling: at the exit there is a fitting for a flexible
rubber nozzle whose function is to carry the water close to the surface being measured and
the oncoming measuring wheel. It should normally ride approx. 20mm from the surface, and
can meet obstructions without being damaged and with only momentary deflection. It is easy
to replace.

7.3.1 Inspection of the water delivery system

Check that there is no damage to the pipe work, brackets or the rubber nozzle. Check also
that the tip of the nozzle is no less than 20mm from the surface in its working position.
It can be removed altogether and stored in the calibration/ tool kit if there are prospects of it
not being needed for some time - for instance a spell of very cold weather is anticipated.

7.4 INSPECTION OF SILICA GEL CAPSULE

At the front of the SPU resides the cartridge which contains the Silica Gel Capsule. The
normal colour indicated is Blue which means that the SPU enclosure has no dampness inside.
If however the indication is Pink this means that the cartridge has to be removed for
replacement or re-activation.
Note that some early fitment of Silica Gel Capsules are fitted at the rear of the SPU box and
these have to have the capsule removed to inspect the indicator colour.

7.4.1 Re-Activation of Silica Gel Capsule

To recharge the capsule place it in an oven which is set at 80 degrees centigrade for a period
of between 4 and 6 hours. If the recharged capsule is not to be used immediately it should be
placed in an airtight bag for storage until used

8. External self-watering systems

8.1 SELF-WATERING ARRANGEMENT FOR TOWING SURVEYS

A tank, typically between 250 litres and 1000 litres in capacity, is carried in the towing
vehicle. A valve and an electric pump powered from the vehicle’s battery control the amount

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of water transmitted by the flexible pipe work via a quick release coupling to the
GripTester’s water delivery system. The exact system can be tailored to the user’s
requirements but the general arrangement is shown in 12.14 and 12.15.
The correct water flow depends on the application and is set out in the appropriate GripTester
Operations Manual.

8.2 SELF-WATERING ARRANGEMENT FOR PUSHING SURVEYS

Two 20 litre tanks are clipped to the GripTester’s guard rails, with pipe work connecting via
a quick release coupling to the GripTester’s water delivery system. The general arrangement
is shown in 12.17.

9. Checking and calibration of the test gear

The following checks should be carried out annually.

9.1 WEIGH-TRONIX LOADING DEVICE FROM THE CALIBRATION JIG

9.1.1 General inspection

Remove the loading device from the GripTester calibration jig and suspend it from a firm
hook. Depress the plastic catch on the back of the instrument and lift off the panel. No tools
are needed.
Switch on and check that the digits (8888) are correct and that no segments are missing, also,
once this display has disappeared check that zero is displayed, if the display does not show
zero, press ‘ON/ZERO’.
Apply a known load, within the range of 5-15kg and verify that the reading is correct and
within tolerance (0.5%).
Press the ‘HOLD’ button and ensure correct operation by applying a further known weight in
the range 5-15kg.
Press the ‘UNIT’ button to display decimal pounds, ensure the display changes mode and
converts the displayed load. Press the ‘UNIT’ button again to display ounces only, ensure
display changes and converts the displayed load. Press the ‘UNIT’ button again to return to
‘kg’.
Remove the weight and check that the reading returns to zero. If it does not, load and unload.
Persistent failure to zero indicates a fault with the instrument.

9.1.2 Calibration
Remove the battery cover as described in Section 9.1.1. Using a small screwdriver, remove
the plastic buttons from the back of the instrument, exposing a cross head screw. Remove the
screw and prise off the back half of the case. By reference to Figure 12.17, locate the two

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adjusting potentiometers, the one on the left being ZERO (VR2) and the one on the right
SPAN (VR1). Also locate the pair of TEST PINS.
Suspend the device from a firm hook, switch on and check that the LCD display shows 8888.
Touch the test pins with a screwdriver so that test mode is entered. Adjust VR2 until the
display reads between 600 and 900.
Press the ON key so that calibration mode is entered. Apply full load to the instrument and
adjust VR1 until the error between 2000 and the actual reading has been reduced by half.
e.g. If the display reads 1980 adjust to read 1990.
If the display reads 2050 adjust to read 2025.
To check that the calibration was successful, apply a known (calibrated) weight of between 5
and 15kg. Check the reading is correct to within 0.5%. If it is not, remove the weight and
repeat the calibration. otherwise, remove the weight, switch off, reassemble the backplate
and replace the device onto the GripTester calibration jig.

9.2 TYRE PRESSURE GAUGE

This should be checked against a master gauge on a regular basis and replaced or calibrated
once per year. Tolerance 1.0psi or better.

10. Appendix 1: Recommended Torque Wrench Settings

These are standard torques for nuts and bolts of the materials used. They may be used on all
nuts of the sizes specified except for: -
1) M16 nuts on the plastic main bearing housings, which should be tightened using a
torque just sufficient to overcome the restraint of the Nyloc nuts.
2) The 20mm Aerotight all metal nut retaining the stub axle bearing, which should not be
left tight but should be backed off until the axial play between the bearing and the
brass pusher is 0.08±0.02mm (0.003±0.001")

BOLT SIZE LOCATION TORQUE

M6 Wheel construction 8 Nm
M8 Battery and tool boxes 17.6 Nm
M8 Push bar trunnions 17.6 Nm
M8 Number plate brackets 17.6 Nm
M8 Wheel securing nuts 17.6 Nm
M8 Stub-axle clamping 17.6 Nm
M8 Pulse counter wheel 17.6 Nm

Ref 292-452 Iss 2 10–18

GripTester Maintenance Manual
MK2 D-type

M10 Top plate to chassis 35 Nm

M10 Battery and tool boxes 35 Nm
M10 Pulse counter bracket 35 Nm

11. Appendix 2 : Tools and equipment required

Most of the tools required may be found in the calibration kit / tool case supplied with the
GripTester and others are to be found in any workshop. There are, however, a few
exceptions:
For checking that the drive axle is straight, a clock gauge with a magnetic base or a surface
table.
For checking the calibration gear, a calibrated weight between 10kg and 15kg carrying a loop
made of lightweight material.

12. Appendix 3 : Error Messages

The MK2 GripTester carries out a variety of self-checking procedures when it is switched on
and during calibration. As a result of this, certain error messages may be displayed on the
SPU:

Error Error name Occurrence Action

number

Error 1 EEPROM checksum error May be displayed when Consult your supplier
the GripTester is for advice
switched on

Error 2 Load zero calibration May be displayed during Consult your supplier
error calibration for advice

Error 3 Load gain calibration May be displayed during Consult your supplier
error calibration for advice

Error 4 Drag zero calibration May be displayed during Consult your supplier
error calibration for advice

Error 5 Drag gain calibration May be displayed during Consult your supplier
error calibration for advice

Ref 292-452 Iss 2 12–19

GripTester Maintenance Manual
MK2 D-type

13. Figures

13.1 GENERAL ARRANGEMENT

Pushing trunnion
Towing point

Jockey Wheels

Pneumatic
suspension Drive wheels Sprocket Toothed wheel
Measuring wheel

Beacon

SPUweather cover
Calibration hole

Guard rail

Ref 292-452 Iss 2 13-1

 GripTester Maintenance Manual
MK2 D-type

13.2 CONNECTION DIAGRAM

LOAD DRAG
DATA BEACON BRIDGE BRIDGE BATT 1 ACCELEROMETERS AIR TMP SUR TMP TYRE TMP DIS SENSE MTM BATT 2

Rxd Txd GndScn Lp+ Lp- Scn L- L+ Ls- Ls+ Scn D- D+ Ds- Ds+ Scn B+ B- Scn V+ X Y Z V- Scn Tv Ts Tg Scn S+ S Scn T+ T Scn D+ D D- Scn M+ M Scn B+ B- Scn
WHT
GRN

GRN

GRN

BRN
RED

RED

RED

RED

RED
BLU

BLU

BLU

BLU

BLU
BLK

BLK

BLK

BLK

BLK
FUSE
2 Rx FUSE D+ 1A
BEACON
3 Tx 1A D
ON
1 0V COVER D-

SERIAL PROXIMITY
SENSOR
RED

CONNECTION

RED
GRN
BLU

COVER
TO D+ (ADJACENT TO
COMPUTER BATT TOOTHED WHEEL) BATT
FUSE
1 2
BLK

FUSE 5A
TWISTED PAIRS 5A
Ds- Ds+

BLU
BLK D-
RED
RED

BLU

BLU

DRAG
BRIDGE

2 1 3 E
RED

WHT
L+
BLK

BATTERY CHARGE
Ls- Ls+ CONNECTOR

BLK L-
LOAD
BRIDGE

Note : For later machines or machines which have had an axle replaced see diagram on next
page for connection differences. Cable type and colour code from axle.

Ref 292-452 Iss 2 13-2

GripTester Maintenance Manual
MK2 D-type

13.3 CONNECTION DIAGRAM (LATER AXLE)

'C' TYPE AXLE WIRING 'D' TYPE AXLE WIRING

LOAD DRAG LOAD DRAG
BRIDGE BRIDGE DATA BEACON BRIDGE BRIDGE BATT 1 ACCELEROMETERS AIR TMP SUR TMP TYRE TMP DIS SENSE MTM BATT 2

L- L+ Ls- Ls+ Scn D- D+ Ds- Ds+ Scn Rxd Txd GndScn Lp+ Lp- Scn L- L+ Ls- Ls+ Scn D- D+ Ds- Ds+ Scn B+ B- Scn V+ X Y Z V- Scn Tv Ts Tg Scn S+ S Scn T+ T Scn D+ D D- Scn M+ M Scn B+ B- Scn
WHT

WHT

WHT

WHT
GRN

GRN

GRN

GRN

GRN
RED

RED

RED

RED

RED

RED

RED

BRN

RED
BLU

BLU

BLU

BLU
BLK

BLK

BLK

BLK

BLK

BLK
3 1

FUSE
3 Rx D+ 1A
RED

GRN 1 Tx D
D+
2 GND FUSE D-
1A
4 SCRN BEACON
4 3 BATTERY
BLK

ON PROXIMITY SENSOR
SERIAL BOX
COVER (ADJACENT TO

RED

RED
CONNECTION TO

RED
Ds- Ds+ GRN TOOTHED WHEEL)
2 1 COMPUTER COVER D+

BATT FUSE BATT

WHT 2 1 1 2

BLK
D- FUSE 5A
DRAG 5A
Ds- Ds+
BRIDGE
3 4

BLU
RED

GRN
L+
WHT D-

RED
RED

BLU

BLU
DRAG
3 4
BLK

BRIDGE

2 1 3 E
RED

Ls- Ls+ GRN

1 2 L+
BATTERY
BOX
WHT 4 3
BLK

L-
BATTERY CHARGE
LOAD Ls+ CONNECTOR
Ls-
BRIDGE
1 2

WHT L-
LOAD
BRIDGE NOTES:
1. LOAD & DRAG WIRING SHOWN FOR 'D' TYPE AXLE.
DIFFERENCES FOR WIRING 'C' TYPE AXLE, SHOWN LEFT.

Ref 292-452 Iss 2 13-3

GripTester Maintenance Manual
MK2 D-type

13.4 SPU FRONT PANEL

Menu Selection Buttons LCD Display

Enter Button

X Exit Button

0 / l

SPU MK2

On/Off Switch

Ref 292-452 Iss 2 13-4

GripTester Maintenance Manual
MK2 D-type

13.5 CALIBRATION PROCEDURE: LOAD

LOAD CALIBRATION
CALIBRATION JIG
LOADING HANDLE (VERTICAL LOAD
CONFIGURATION)
LOAD MEASURING
DEVICE (INSIDE JIG)

SPACER BLOCKS

WIRE
ADJUSTABLE LOOP
STAND
CALIBRATION
STANDS
CALIBRATION JIG
(VERTICAL LOAD
CONFIGURATION)

Ref 292-452 Iss 2 13-5

GripTester Maintenance Manual
MK2 D-type

13.6 CALIBRATION PROCEDURE: DRAG

13.6.1.1
DRAG CALIBRATION

SPACER BLOCKS
CALIBRATION JIG
(DRAG
CONFIGURATION)

LOADING HANDLE

LOAD MEASURING
DEVICE (INSIDE JIG) SPRING
CALIBRATION JIG
PLATE ASSY.

CALIBRATION JIG
(DRAG CONFIGURATION)

Ref 292-452 Iss 2 13-6

GripTester Maintenance Manual
MK2 D-type

Transmission Chain: Inspection for Wear/ Stretching

PULL CHAIN

HOLD CHAIN
TIGHTLY HERE
HERE

Ref 292-452 Iss 2 13-7

GripTester Maintenance Manual
MK2 D-type

13.7 CHAIN TENSIONING MECHANISM

Ref 292-452 Iss 2 13-8

GripTester Maintenance Manual
MK2 D-type

13.8 PROXIMITY SENSOR AND TOOTHED WHEEL

GAP 0.7mm

RUBBER WIPER

Ref 292-452 Iss 2 13-9

GripTester Maintenance Manual
MK2 D-type

13.9 STUB AXLE ASSEMBLY

1 2 3 4 5 6 7 8 9

1. 20mm AEROTIGHT ALL METAL NUT 6. STUB AXLE

2. BRASS PUSHER 7. INNER STUB AXLE BEARING
3. OUTER STUB AXLE BEARING 8. NEOPRENE MOISTURE SEAL
4. HUB & SPROCKET CARRIER ASSEMBLY 9. OVERLOAD TUBE
5. SPROCKET

Ref 292-452 Iss 2 13-10

GripTester Maintenance Manual
MK2 D-type

13.10 TOWING POINTS ON BOGIE

TOW HEIGHT
GripTester bogie 6.8"
173mm

Ref 292-452 Iss 2 13-11

GripTester Maintenance Manual
MK2 D-type

13.11 TOW COUPLING ASSEMBLY

QUICK RELEASE PINS

BOGIE

To attach the Tow Coupling

to the GripTester, hold it
at an angle of approx 60°,
as shown, and fit the slots
in the Tow Coupling over the
towing pegs on the
GripTester Bogie.
Rotate the Tow Coupling
towards horizontal and allow
the "Anti Roll" brackets to
rest on the Bogie.
Re-fit the "Quick Release"
pins through the Tow Coupling,
the "Anti Roll" brackets and
the Bogie

TOW HITCH

Anti Roll Bracket

STEEL PEG

QUICK RELEASE PIN

TOW COUPLING SLOT

Ref 292-452 Iss 2 13-12

GripTester Maintenance Manual
MK2 D-type

13.12 HEIGHT OF TOW HITCH

Anti Roll bracket

limits lift of Empty
Measuring Wheel on
stopping.

lift

Horizontal Surface
‘JOCKEY’ PULLEY

Tow coupling
should slope
upwards Full

Horizontal Surface

Ref 292-452 Iss 2 13-13

GripTester Maintenance Manual
MK2 D-type

13.13 WATER DELIVERY SYSTEM ON THE GRIPTESTER: GENERAL ARRANGEMENT

Normal direction of travel

Plan view

Pipe mounting clamps

GripTester bogie

Water delivery pipe

Coupling for water supply pipe

Ref 292-452 Iss 2 13-14

GripTester Maintenance Manual
MK2 D-type

13.14 WATER DELIVERY SYSTEM ON THE GRIPTESTER: DETAIL

Measuring
Wheel

'Jubilee'
clamp

Water delivery
Nozzle
20 132
Ground
Clearance

Ref 292-452 Iss 2 13-15

GripTester Maintenance Manual
MK2 D-type

13.15 GENERAL ARRANGEMENT FOR TOWING SURVEYS

FLEXIBLE TANK
AUTOMATIC WATERING SYSTEM

WATER DELIVERY HOSE

Note: The towball position illustrated is usual for road surveys in the UK and in other
countries where vehicles drive on the left side of the road. For road surveys in other
countries, the towball should be on the other side: for airport surveys, it is normally centred.

Ref 292-452 Iss 2 13-16

GripTester Maintenance Manual
MK2 D-type

13.16 GENERAL ARRANGEMENT FOR PUSHING SURVEYS

Water tanks (2 off) Pushing handle

Water supply pipes

Valve

Ref 292-452 Iss 2 13-17

GripTester Maintenance Manual
MK2 D-type

13.17 CALIBRATION OF THE ELECTRONIC LOADING DEVICE (WEIGH-TRONIX)

ZERO: VR2 TEST PINS

SPAN: VR1

Ref 292-452 Iss 2 13-18