Komatsu 930E-3 DUMP TRUCK Service Manual

CEBM008400
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A30304 - A30309

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
NOTES
A00033 Introduction A-1
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have
10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). The three numbers
represent the basic truck model. The letter "M" designates a Mechanical drive and the letter "E" designates an
Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other compo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which
includes all accessories, body liners, tailgates, etc.) and then weigh truck.Record this value and subtract from the
GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To
maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often
as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A-2 Introduction A00033
This ALERT symbol is used with the signal words,
DANGER, WARNING, and CAUTION in this man-
ual to alert the reader to hazards arising from improper
operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH
MAY RESULT IN EITHER INJURY OR DEATH if proper precau-
tions are not taken.
CAUTION is used for general reminders of proper safety
practices OR to direct the readers attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
A00033 Introduction A-3
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A-4 Introduction A00033
KOMATSU MODEL 930E-3 DUMP TRUCK
A01001 02/94 Index A1-1
SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A1-2 Index 02/94 A01001
NOTES
A02065 Major Component Description A2-1
TRUCK COMPONENTS AND SPECIFICATIONS
Truck And Engine
The 930E-3 Dump Truck is an off-highway, rear
dump truck with AC Electric Drive. The gross vehicle
weight is 1,100,000 lbs. (498 960 kg). The engine is
a Komatsu SSDA16V160 rated @ 2700 HP (2014
kW).
Alternator (GE-GTA41)
The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control cabi-
net. The rectified DC power is converted back to AC
by groups of devices called "inverters", also within
the main control cabinet. Each inverter consists of six
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each
phase module.
Each phase module contains an air-cooled solid-
state switch referred to as a "gate turn-off thyristor"
(GTO). The GTO cycles on and off at varying fre-
quencies to create an AC power signal from the DC
supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency signal (VVVF).
Frequency and voltage are changed to suit the oper-
ating conditions.
Cooling air for the control / power group and wheel
motors, as well as the alternator itself, is provided by
dual fans mounted on the alternator shaft.
AC Induction Traction Motorized Wheels
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by a forward or reverse
hand selector switch located on the center console.
Suspension
HYDRAIRII suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
Operator's Cab
The operator cab has been engineered for operator
comfort and to allow for efficient and safe operation
of the truck. The cab provides wide visibility, with an
integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
seat with lumbar support, a fully adjustable/tilt steer-
ing wheel, controls mounted within easy reach of the
operator, and an analog instrument panel which pro-
vides the operator with all instruments and gauges
which are necessary to control and/or monitor the
truck's operating systems.
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitro-
gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck dur-
ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the acti-
vation of the retarder pedal (or by operating a lever
on the steering wheel) in the operators cab and by
setting the RSC (Retarder Speed Control). Dynamic
Retarding is automatically activated, if the truck
speed goes to a preset overspeed setting.
Brake System
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation sys-
tem. Depressing the brake pedal actuates both front
and rear brakes, after first applying the retarder. All
wheel brakes will be applied automatically, if system
pressure decreases below a preset minimum.
The parking brake is a dry disc type, mounted
inboard on each rear wheel motor, and is spring-
applied/hydraulically-released with wheel speed
application protection (will not apply with truck mov-
ing).
A2-2 Major Component Description A02065
930E-3 MAJOR COMPONENTS
A02065 Major Component Description A2-3
SPECIFICATIONS
These specifications are for the standard Komatsu
930E Truck. Customer Options may change this list-
ing.
ENGINE
Komatsu SSDA16V160
No. of Cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 rpm
High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . 1910 rpm
Rated Full Load . . . . . . . . . . . . . . . . . . . . . 1900 rpm
Rated Brake HP. . 2700 HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . 2550 HP (1879 kW) @ 1900 RPM
Weight* (Wet) . . . . . . . . 21,182 pounds (9608 kg)
* Weight does not include Radiator, Sub-frame, or Alternator
AC ELECTRIC DRIVE SYSTEM
(AC/DC Current)
Alternator . . . . . . . . . . . . . General Electric GTA - 41
Dual Impeller, In-Line Blower. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . 12,000 cfm (340 m/ min)
Motorized Wheels . . GDY106 AC Induction Traction
Standard Gear Ratio*. . . . . . . . . . . . . . . . . 32.62:1
Maximum Speed . . . . . . . . . . 40 MPH (64.5 km/h)
*NOTE: Wheel motor application depends upon GVW, haul road
grade and length, rolling resistance, and other parameters.
Komatsu & G.E. must analyze each job condition to assure proper
application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous . . . . . . . . . . . . . . . . 3300 HP (2460 kW)
Continuously rated high-density blown grids with retard at engine
idle and retard in reverse propulsion.
BATTERY ELECTRIC SYSTEM
Batteries 4 x 8D 1450CCA, 12 volt, in series/parallel,
. . . . and 2x30H 800CCA, 220-ampre-hour batteries,
. . . . . . . . . . bumper mounted with disconnect switch
Alternator . . . . . . . . . . . 24 Volt, 260 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . U.S. Gallons . . . . . . (Liters)
Crankcase * . . . . . . . . . . . . . . . . 74 . . . . . . . . . . 280
* Includes Lube Oil Filters
Cooling System . . . . . . . . . . . . . 157 . . . . . . . . . . 594
Fuel . . . . . . . . . . . . . . . . . . . . . 1200 . . . . . . . . . 4542
Hydraulic System . . . . . . . . . . . . 350 . . . . . . . . 1325
Wheel Motor Gear Box. . . 25/Wheel . . . . . 95/Wheel
HYDRAULIC SYSTEMS
Hoist & Brake Cooling Pump: . . . . . . . . Tandem Gear
Rated @. . . . . . 246 GPM (931 l/min.) @ 1900 RPM
. . . . . . . . . . . . . . . . . . . . .and 2500 psi (17 237 kPa)
Steering/Brake Pump:Pressure Compensated Piston
Rated @ . . . . . . 65 GPM (246 l/min.) @ 1900 RPM
. . . . . . . . . . . . . . . . . . . . .and 2750 psi (18 961 kPa)
Relief Pressure-Hoist . . . . . . . . 2500 psi (17.2 MPa)
Relief Pressure-Steering/Brake 4000 psi (27.6 MPa)
Hoist Cylinders (2) . . . . . . . . . . . . 3-Stage Hydraulic
Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Tank Capacity . . . . . . . . 250 US Gal. (947 Liters)
Filtration . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering Filters. . . . . .Beta
12
Rating =200
. . . . . . . . . . . . . . . . . . .Dual In-Line, High Pressure
SERVICE BRAKES
All Hydraulic Actuation . . . . . . . with Traction System
. . . . . . . . . . . . . . . . . . . . . Wheel Slip / Slide Control
Front and Rear Oil-Cooled Multiple Discs-each wheel
Total Friction Area / Brake . . 15,038 in (97 019 cm)
Maximum Apply Pressure . . . 2500 psi (17 238 kPa)
STEERING
Turning Circle (SAE). . . . . . . . . .97 ft. 7 in. (230.4 m)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering.
A2-4 Major Component Description A02065
STANDARD DUMP BODY CAPACITIES
AND DIMENSIONS
Capacity,
Heaped @ 2:1 (SAE) . . . . . . . . .276 yd
3
(211 m
3
)
Struck . . . . . . . . . . . . . . . . . . . . .224 yd
3
(171 m
3
)
Width (Inside) . . . . . . . . . . . . . . . 26 ft. 9 in. (8.15 m)
Depth . . . . . . . . . . . . . . . . . . . . . . 10 ft. 7 in. (3.2 m)
Loading Height . . . . . . . . . . . . . . 23 ft. 2in. (7.06 m)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45
*OPTIONAL capacity dump bodies are available.
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless
Rims . . . (patented Phase I New Generation rims)
WEIGHT DISTRIBUTION
Empty Vehicle . . . . . . . .Pounds . . . . (Kilograms)
Front Axle (49.3%). . . . . .226,669 . . . . . . (102 830)
Rear Axle (50.7%) . . . . . .233,137 . . . . . . (105 750)
Total (50% Fuel). . . . . . . 459,836 . . . . . . (208 580)
Loaded Vehicle. . . . . . . .Pounds (Kilograms)
Front Axle (33.9%). . . . . .363,000 (164 656)
Rear Axle (66.1%) . . . . . .737 000 . . . . . . (334 301)
Total * . . . . . . . . . . . . . 1,100,000 . . . . . (498 957)
*Not To Exceed 1,100,000 lbs. (498 957 kg) includ-
ing options, fuel, and payload. Weights in excess of
this amount require factory approval.
OVERALL TRUCK DIMENSIONS
A03021 11/03 General Safety and Operating Instructions A3-1
SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Leaving The Operators Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Precautions When Handling At High Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Precautions When Using ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
In Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
A3-2 General Safety and Operating Instructions 11/03 A03021
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions When Performing Maintenance At High Temperature Or High Pressure . . . . . . . . . 16
Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Preliminary Procedures before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . . . . . . 20
Normal Engine Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . 21
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DYNAMIC RETARDING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Dynamic Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Starting On A Grade With A Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DELAYED ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts
of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to
the proper authority.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may
add many more to this list.
Safety Rules
Only trained and authorized personnel can operate and maintain the machine.
Follow all safety rules, precautions and instructions when operating or performing maintenance on the
machine.
When working with another operator or a person on work site traffic duty, be sure all personnel understand all
hand signals that are to be used.
Safety Features
Ensure all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See
Walk-Around Inspection, Operating Instructions - Section 3)
Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
Never remove any safety features. Always keep them in good operating condition.
Improper use of safety features could result in serious bodily injury or death.
Clothing And Personal Items
Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death.
Additionally, never wear oily clothes as they are flammable.
Wear a hard hat, safety glasses, safety shoes, mask and gloves when
operating or maintaining a machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials--particularly when driving pins with a hammer or when cleaning
air cleaner elements with compressed air. Also, ensure that the work area
is free from other personnel during such tasks.
Unauthorized Modification
Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create
hazards.
Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu
will not be responsible for any injury or damage caused by any unauthorized modification.
Read and follow all safety precautions. Failure to do so may result in serious injury or
death.
Leaving The Operators Seat
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform the following:
Move the shift control lever to NEUTRAL and apply the parking brake.
Lower the dump body, set the dump lever to the FLOAT position.
Stop the engine. When exiting the machine, always lock compartments, and take the keys with you. If the
machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or
death.
Mounting And Dismounting
Never jump on or off the machine. Never climb on or off a machine while it is moving.
When climbing on or off a machine, face the machine and use the hand-hold and steps.
Never hold any control levers when getting on or off a machine.
Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.
If there is any oil, grease, or mud on the hand-holds or steps, wipe them clean immediately. Always keep these
components clean. Repair any damage and tighten any loose bolts.
Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
Fire Prevention For Fuel And Oil
Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.
Keep flames away from flammable fluids.
Stop the engine and never smoke when refueling.
Tighten all fuel and oil tank caps securely.
Refueling and oiling should be done in well ventilated areas.
Keep oil and fuel in a designated location and do not allow unauthorized persons to enter
.
Precautions When Handling At High Temperatures
Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and
are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of
serious burns. Allow the heat and pressure to dissipate before performing such tasks and follow proper
procedures as outlined in the service manual.
To prevent hot coolant from spraying:
1) Stop the engine.
2) Wait for the coolant temperature to decrease.
3) Turn the radiator cap slowly to release the pressure before removing.
To prevent hot engine oil spray:
1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
Asbestos Dust Hazard Prevention
Asbestos dust is hazardous to your health when inhaled. If you handle materials containing
asbestos fibers, follow the guidelines below:
Never use compressed air for cleaning.
Use water for cleaning to control dust.
Operate the machine or perform tasks with the wind to your back, whenever possible.
Use an approved respirator when necessary.
Prevention Of Injury By Work Equipment
Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious
bodily injury or death.
Fire Extinguisher And First Aid Kit
Ensure fire extinguishers are accessible and proper usage techniques are known.
Provide a first aid kit at the storage point.
Know what to do in the event of a fire.
Keep the phone numbers of persons you should contact in case of an emergency on
hand.
Precautions When Using ROPS
The Rollover Protection Structure (ROPS) must be properly installed for machine operation.
The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support
the load of the machine, but also to absorb the energy of the impact.
ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu,
or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be
able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or
modified as specified by Komatsu.
When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments
When installing and using optional equipment, read the instruction manual for the attachment and the
information related to attachments in this manual.
Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu
distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper
operation and useful life of the machine.
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
Precautions For Starting Machine
START THE ENGINE FROM THE OPERATORS SEAT ONLY.
NEVER ATTEMPT TO START THE ENGINE BY SHORTING ACROSS THE STARTER
TERMINALS. This may cause fire, or serious injury or death to anyone in machines path.
PRECAUTIONS DURING OPERATION
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety require-
ments and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment
on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the equipment!
Safety At The Worksite
When walking to and from a truck, maintain a safe distance from all machines even when the operator is
visible.
Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
Examine the road surface at the job site and determine the best and safest method of operation.
Choose an area where the ground is as horizontal and firm as possible before performing the operation.
If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work
site traffic duty or by installing fences around the work site.
The operator must personally check the work position, the roads to be used, and existence of obstacles before
starting operations.
Always determine the travel roads at the work site and maintain them so that it is always safe for the machines
to travel.
If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts.
Never drive through water which exceeds the permissible water depth.
Fire Prevention
Thoroughly remove wood chips, leaves, paper and other flammable items
accumulated in the engine compartment, as they could cause a fire.
Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks.
Wipe up any excess oil, fuel or other flammable fluids, and dispose of properly.
Ensure a fire extinguisher is present and in proper working condition.
Do not operate the machine near open flames.
Preparing For Operation
Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in
motion. Always use handrails and ladders when mounting or dismounting the truck.
Check the deck areas for debris, loose hardware, and tools. Check for people and objects that might be in the
way.
Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-
skid material, grab bars, seat belts, etc.) are securely in place.
Ventilation For Enclosed Areas
If it is necessary to start the engine within an enclosed area, provide adequate
ventilation. Exhaust fumes from the engine can kill.
In Operators Cab - Before Starting The Engine
Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all
unauthorized reading material out of the truck cab.
Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use the seat belts when operating a machine.
Read and understand the contents of this manual. Read Section 3 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
Read and understand the WARNING and CAUTION decals in the operator's cab.
Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.
Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.
Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities,
before operating the truck.
Mirrors, Windows, And Lights
Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may
prevent an accident.
Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass
or light should break, replace it with a new part.
Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped
with the proper work lamps needed for the operating conditions.
OPERATING THE MACHINE
When Starting The Engine
NEVER ATTEMPT TO START THE ENGINE BY SHORTING ACROSS THE STARTER TERMINALS. This
may cause fire, or serious injury or death to anyone in machines path.
Never start the engine if a warning tag has been attached to the controls.
When starting the engine, sound the horn as an alert.
Start and operate the machine only while seated in the operators seat.
Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.
Truck Operation - General
Wear seat belt at all times.
Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger
seat.
Do not allow anyone to ride on the decks or steps of truck.
Do not allow anyone to get on or off truck while it is in motion.
Do not move the truck in or out of a building without a signal person present.
Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should move in and out of buildings, loading areas and through traffic,
under the direction of a signal person. Courtesy at all times is a safety precaution!
Immediately report any adverse conditions on haul road, pit or dump area that may cause an operating hazard.
Check for flat tires periodically during a shift. If the truck has been run on a flat, it must not be parked in a
building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when
inflating a tire mounted on the machine. Observers should not be permitted in the area and should be kept
away from the side of such tires.
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote
or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near
tire and wheel area.
If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the
tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at
least 50 ft. (15 m) from the tread of the tire.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least 8
hours or until the tire and wheel are cool.
Keep serviceable fire fighting equipment on hand. Report used extinguishers for replacement or refilling.
Always have parking brake applied when the truck is parked and unattended. DO NOT leave the truck
unattended while the engine is running.
Park the truck a safe distance away from other vehicles as determined by the supervisor.
Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an
emergency arises, know where to get prompt assistance.
Check When Traveling In Reverse
Before operating the machine or work equipment, do as follows:
Sound the horn to warn people in the area. For machines equipped with a
back-up alarm, ensure the alarm works properly.
Check for personnel near the machine. Be particularly careful to check
behind the machine.
When necessary, designate a person to watch the area for the truck
operator. This is particularly necessary when traveling in reverse.
When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site
traffic.
Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even with
machines equipped with a back-up alarm or rear view mirror.
Traveling
When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
Lower the dump body and set the dump lever to the FLOAT position when traveling.
If the engine should stop when the machine is in motion, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if
possible).
Traveling On Slopes
Traveling on slopes could result in the machine tipping over or slipping.
Do not change direction on slopes. To ensure safety, drive to level ground before turning.
Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.
When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use
the foot brake except in an emergency.
If the engine should stop on a slope, apply the service brakes fully and stop the machine. Apply the parking
brake after the machine has stopped.
Ensure Good Visibility
When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if
necessary.
Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed safely.
Operate Carefully On Snow
When working on snowy or icy roads, there is danger that the machine may slip to the side on even the
slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions.
Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and
cannot be seen. When traveling on snow-covered roads, always install tire chains.
Avoid Damage To Dump Body
When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place
where there are height limits, always use extreme caution. The dump body must be completely lowered before
driving the machine.
Driving Near High Voltage Cables
Driving near high-voltage cables can cause electric shock. Always maintain the safe distances between the
machine and the electric cable as listed below.
The following actions are effective in preventing accidents while working near high voltages:
Wear shoes with rubber or leather soles.
Use a signalman to give warning if the machine approaches an electric cable.
If the work equipment should touch an electric cable, the operator should not leave the cab.
When performing operations near high voltage cables, do not allow anyone to approach the machine.
Check with the electrical maintenance department about the voltage of the cables before starting operations.
Voltage Minimum Safety Distance
6.6 kV 3 m 10 ft.
33.0 kV 4 m 14 ft.
66.0 kV 5 m 17 ft.
154.0 kV 8 m 27 ft.
275.0 kV 10 m 33 ft.
When Dumping
Before starting the dumping operation, check that there is no person or objects behind the machine.
Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the
determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a
flagman.
When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such
operations using extreme care.
Never travel with the dump body raised.
Working On Loose Ground
Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine
could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may
be weakened after heavy rain or blasting.
Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine.
Avoid these areas whenever possible.
When Loading
Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
Do not leave the operator's seat during the loading operation.
Parking The Machine
Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
Before leaving the machine, lower the dump body fully, activate the parking brake, stop the engine, and lock
everything. Always take the key with you.
TOWING
When Towing, Fix Wire To Hook
Improper towing methods may lead to serious personal injury and/or damage.
Use a towing device with ample strength for the weight of this machine.
Never tow a machine on a slope.
Do not use tow rope that has kinks or is twisted.
Do not stand astride the towing cable or wire rope.
When connecting a machine that is to be towed, do not allow anyone to go between the tow machine and the
machine that is being towed.
Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and
secure it in position.
(For towing method, see the Operation and Maintenance Manual, Section 3, Operating Instructions - Towing.)
WORKING NEAR BATTERIES
Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid
on yourself, immediately flush the area with water.
Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately
with large quantities of water and see a doctor at once.
If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or
poison prevention center immediately.
When working with batteries always wear safety glasses or goggles.
Batteries generate hydrogen gas. Hydrogen gas is very explosive, and is easily ignited with a small spark of
flame.
Before working with batteries, stop the engine and turn the key switch to the OFF position.
Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools,
across the terminals.
When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
Tighten the battery cap securely.
Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
Starting With Booster Cables
Always wear safety glasses or goggles when starting the machine with booster cables.
When starting from another machine, do not allow the two machines to touch.
Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative
(-) cable first during removal.
If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution
when using tools near the battery.
Connect the batteries in parallel: positive to positive and negative to negative.
When connecting the ground cable to the frame of the machine to be started, connect it as far as possible from
the battery.
PRECAUTIONS FOR MAINTENANCE
BEFORE PERFORMING MAINTENANCE
Warning Tag
If others start the engine or operate the controls while you are performing
maintenance, you could suffer serious injury or death.
Always attach the warning tag to the control lever in the operator's cab to
alert others that you are working on the machine. Attach additional warning
tags around the machine, if necessary.
These tags are available from your Komatsu distributor. (
Part No. 09963-03000)
Proper Tools
Use only tools suited to the task. Using damaged, low quality, faulty, or
makeshift tools could cause personal injury.
Stopping The Engine Before Service
Before performing inspections or maintenance, stop the machine on firm flat ground, lower the dump body,
stop the engine and apply the parking brake.
If the engine must be run during service, such as when cleaning the radiator, always move the shift control
lever to the NEUTRAL (N) position and apply the parking brake. Always perform this work with two people.
One person must sit in the operator's seat to stop the engine if necessary. Never move any controls not related
to the task at hand during these situations.
When servicing the machine, use care not to touch any moving parts. Never wear loose clothing.
Put blocks under the wheels.
When performing service with the dump body raised, always place the dump lever in the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins or cable securely.
Securing The Dump Body
Any time personnel are required to perform mainte-
nance on the vehicle with the dump body in the raised
position, the body-up retention cable MUST be
installed.
1. To hold the dump body in the up position, raise the
body to it's maximum height.
2. Remove cable (3) from its stored position on the
body, and install between rear body ear (1) and axle
housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. Return the cable to stored position (2) after mainte-
nance is complete.
DURING MAINTENANCE
Personnel
Only authorized personnel can service and repair the machine. Extra precaution should be used when
grinding, welding, and using a sledge-hammer.
Attachments
Place attachments that have been removed from the machine in a safe place and
manner to prevent them from falling.
Working Under The Machine
Always lower all movable work equipment to the ground or to their lowest position
before performing service or repairs under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is poorly supported.
Keep The Machine Clean
Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always
keep your machine clean and tidy.
If water gets into the electrical system, there is danger that the machine may
may move unexpectedly and/or damage to components may occur. Do not
use water or steam to clean any sensors, connectors, or the inside of the
operator's compartment.
Use extreme care when washing the electrical control cabinet. Do not allow
water to enter the control cabinet around the doors or vents. Do not allow
any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control
cabinet (through any opening or crevice) major damage to the electrical components is possible.
Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur.
Do not spray water into the retard grids. Excess water in the retard grids can cause a ground fault, which will
prevent propulsion.
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always clean up spills, immediately.
Always tighten the cap of the fuel and oil fillers securely.
Never use fuel for washing any parts.
Always add fuel and oil in a well-ventilated area.
Radiator Water Level
If it is necessary to add coolant to the radiator, stop the engine, and allow the
engine and radiator to cool down before adding the coolant.
Slowly loosen the cap to relieve pressure during removal.
Use Of Lighting
When checking fuel, oil, coolant, or battery electrolyte, always use
lighting with anti-explosion specifications. If such lighting equipment is
not used, there is danger or explosion.
Precautions With The Battery
When repairing the electrical system or when performing electrical
welding, remove the negative (-) terminal of the battery to stop the flow
of current.
Handling High Pressure Hoses
Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
Precautions With High Pressure Oil
Do not forget that work equipment circuits are always under pressure.
Do not add oil, drain oil, or perform maintenance or inspections before completely releasing the internal
pressure.
Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin
and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check
for oil leakage.
If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
Precautions When Performing Maintenance At High Temperature Or High Pressure
Immediately after stopping operation, engine coolant and operating oils are
at high temperature and under high pressure. In these conditions, if the cap
is removed, the oil or water drained, or the filters are replaced, it may result
in burns or other injury. Wait for the temperature to cool and pressure to
subside, before performing the inspection and/or maintenance in as
outlined in the service manual.
Rotating Fan And Belts
Stay away from all rotating parts such as the radiator fan and fan belts.
Serious bodily injury may result from direct or indirect contact with rotating
parts and flying objects.
Waste Materials
Never dump waste oil in a sewer system, rivers, etc.
Always put oil drained from your machine in appropriate containers. Never
drain oil directly onto the ground.
Obey appropriate laws and regulations when disposing of harmful objects
such as oil, fuel, coolant, solvent, filters, batteries, and others.
TIRES
Handling Tires
If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp
stones on rough road surfaces. This may lead to serious injury or damage.
To maintain tire safety, always adhere to the following conditions:
Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is
too low.
Use the specified tires.
The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on
the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
When tires become hot, a flammable gas is produced, and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pres-
sure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from
punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are
strictly prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire.
Smoking or creating open flames
If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When performing such maintenance, consult your authorized
regional Komatsu distributor, or the tire manufacturer.
Storing Tires After Removal
As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are
stored outside, always erect a fence around the tires and put up No Entry and other warning signs that even
young children can understand.
Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
If the tire should fall over, flee the area quickly. The tires for construction equipment are extremely heavy.
Trying to hold the tire must not be attempted and may lead to serious injury.
ADDITIONAL JOB SITE RULES
Use this space to add any additional job site rules not covered in any of the previous discussions.
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who understand the systems being repaired should attempt repairs.
2. Many components on the Komatsu truck are large and heavy. Insure that lifting equipment - hoists, slings,
chains, lifting eyes - are of adequate capacity to handle the lift.
3. Do not under a suspended load. Do not work under raised body unless body safety cables, props, or pins are
in place to hold the body in up position.
4. Do not repair or service the truck while the engine is running, except when adjustments can only be made
under such conditions. Keep a safe distance from moving parts.
5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for
protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants.
6. Follow package directions carefully when using cleaning solvents.
7. If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled
truck batteries to the 24V positive (+) post of the auxiliary assist. Use second cable to connect the 24V nega-
tive (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery.
8. Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the
unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging
alternator lead wire and isolate electronic control components before making welding repairs. (It is not neces-
sary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the AID circuit
control cards.)
Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be
attached as near as possible to the weld area. Never allow welding current to pass through ball bearings,
roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehi-
cle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause
damage to components.
9. If the truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special
towing precautions. (Also refer to the Operation and Maintenance Manual, Operating Instructions - Towing .)
10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force
to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper
medical treatment by a physician familiar with this injury is not received immediately.
11. Relieve pressure in lines or hoses before making any disconnects.
12. After adjustments or repairs, replace all shields, screens and clamps.
13. Tire Care:
Do not stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers
should not be permitted in the area and should be kept away from the sides of such tires.
Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the
tire may ignite, causing explosion of tire and rim.
14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should
move the truck under its own power in the repair facility or during road testing after repairs are complete.
SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK
Preliminary Procedures before Welding or Performing Maintenance
Prior to welding and/or repairing a 930E dump truck, maintenance personnel should attempt to notify a Komatsu
service representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should per-
form this service.
If it is necessary to perform welding or repair to the truck without the field engineer present, the following proce-
dures should be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the
chance for damage to equipment.
ANYTIME THE ENGINE IS RUNNING:
Do not open any of the cabinet doors or remove any covers.
Do not use any of the power cables for hand holds or foot steps.
Do not touch the retarder grid elements.
Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown
and the red drive system warning lights must not be illuminated.
Normal Engine Shutdown Procedure
1. Stop the truck out of the way of other traffic on a level surface (dry, if possible) and free of overhead power
lines or other obstructions (in case dump body should need to be raised).
a. Reduce engine speed to idle. Allow the engine to cool gradually by running at low idle for approx. 5 min-
utes.
b. Place the directional selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the parking brake applied indicator light in the overhead display
panel is illuminated.
2. Place rest switch in ON position to put AC drive system in rest mode of operation. Be sure the rest indica-
tor light in the overhead panel is illuminated.
3. With engine cooled down, turn keyswitch counterclockwise to OFF position for normal shutdown of engine.
If the engine does not shutdown with keyswitch, use engine shutdown switch on operator cab center console,
and hold this switch down until engine stops.
4. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Insure the steering circuit is completely
bled down by turning the steering wheel back and forth several times. No front wheel movement will occur
when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance per-
sonnel.
5. Verify that all the link voltage lights are off (one on back wall of operator cab, and two on deck control cabi-
nets). Notify maintenance personnel if any light remains illuminated longer than five minutes after engine
shutdown.
6. Close and lock all windows, remove key from keyswitch, and lock the cab to prevent possible unauthorized
truck operation. Dismount the truck properly. Put wheel chocks in place.
Engine Shutdown Procedure before Welding or
Performing Maintenance
Normal operation of the drive system at shutdown
should leave the system safe to maintain. However,
in the event of a system failure, performing the fol-
lowing procedure prior to any maintenance activities
will ensure that no hazardous voltages are present in
the AC drive system.
1. Before shutting down the engine, verify the sta-
tus of all the drive system warning lights on the
overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarder grid cabinet without a trained drive sys-
tem technician present - even if engine is off.
Only qualified personnel, specifically
trained for servicing the AC drive system,
should perform this service.
2. If all red drive system warning lights are off, fol-
low the Normal Engine Shutdown Procedure.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and
back wall of the operator's cab (DID panel). If all
lights are off, the retard grids, wheel motors,
alternator, and related power cables are safe to
work on.
4. Locate the GF cut-out switch in the access
panel on the left side of the main control cabi-
net. Place the switch in the alternator cutout
position. This will prevent the alternator from re-
energizing and creating system voltage until the
switch is returned to its former position.
5. The blower motors, control cabinet and power
cables connecting these devices are still
unsafe. To establish that these devices are
safe, open the top control cabinet cover and
inspect the red lights on the blower control
panel.
If these lights are off, the blower system, blower
power cables and remainder of the control cab-
inet is safe to work on.
If these lights are on, refer to steps 11 - 12.
6. Before welding on the truck, disconnect all elec-
trical harnesses from the Engine Control Sys-
tem (ECS) inside the electrical cabinet behind
the operator's cab. Also, disconnect the ground
strap from the ECS.
7. Do not weld on the rear of the control cabi-
net! The metal panels on the back of the cabi-
net are part of capacitors and cannot be heated.
8. Do not weld on the retard grid exhaust lou-
vers - they are made of stainless steel. Some
power cable panels throughout the truck are
also made of aluminum or stainless steel. They
must be repaired with the same material or the
power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and
prior to returning the truck to service. Discard
cables with broken insulation.
10. Power cables and wiring harnesses should be
protected from weld spatter and heat.
Always fasten the welding machine ground (-)
lead to the piece being welded; the grounding
clamp must be attached as near as possible
to the weld area.
Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding
voltage could be induced into the electrical har-
ness and cause damage to components.
Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire and isolate electronic control components.
In addition, always disconnect the positive and
negative battery cables of the vehicle. Failure
to do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.
11. If the red lights on the exterior of the control
cabinet and/or the back wall of the operator's
cab continue to be illuminated after following
the above procedure, a fault has occurred.
Leave all cabinet doors in place; do not touch
the retard grid elements; do not disconnect any
power cables, or use them as hand or foot
holds.
Notify your Komatsu service representative,
immediately. Only qualified personnel, specifi-
cally trained for servicing the AC drive system,
should perform this service.
12. If the red lights on the blower control panel are
illuminated after following the above procedure,
a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control
panel, blower motor power cables.
Notify your Komatsu service representative, immediately. Only qualified personnel, specifically trained for
servicing the AC drive system, should perform this service.
13. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original
positions. Reconnect all harnesses prior to starting the truck.
Leave the drive system in the rest mode until the truck is to be moved.
TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been prop-
erly prepared for operation. At the beginning of each
shift, a careful check of the truck should be made by
the operator before attempting to start the engine.
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements, all necessary job site regulations, as
well as, use and care of the safety equipment on the
truck. Only qualified operators or technicians should
attempt to operate or maintain a Komatsu truck.
Safe practices start before the operator gets to
the equipment!
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices should also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
At The Truck - Ground Level Walk Around
Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be performed before
the operator attempts engine start-up. A walk around
inspection is a systematic ground level inspection of
the truck and its components to insure that the truck
is safe to operate before entering the operator's cab.
Start at the left front corner of the truck (see illustra-
tion, next page), and move in a counter-clockwise
direction. Move front-to-rear, across the rear, and
continuing forward up the opposite side of the truck
to the original starting point.
If these steps are performed in sequence, and are
repeated from the same point and in the same direc-
tion before every shift, many potential problems may
be avoided, or scheduled for maintenance. Unsched-
uled downtime and loss of production can be
reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this or a similar
routine.
HIGH VOLTAGE MAY BE PRESENT ON THIS
TRUCK! DO NOT OPEN ANY ELECTRICAL CABI-
NET DOORS ON THIS TRUCK WHEN THE
ENGINE IS RUNNING! NEVER CLIMB ON ANY
POWER CABLES OR USE POWER CABLES FOR
HANDHOLDS OR FOOTHOLDS, UNLESS THE
ENGINE HAS BEEN SHUT DOWN AND SYSTEM
HAS BEEN VERIFIED AT REST!
1. Start at left front of truck. While performing the
walk around inspection, visually inspect all
lights and safety equipment for external dam-
age from rocks or misuse. Make sure lenses
are clean and unbroken.
Empty the dust pans on the left side air cleaner
assemblies. Be sure battery box covers are in
place and secure.
2. Move behind the front of the left front tire,
inspect the hub and brake assemblies for leaks
and any abnormal conditions. Check front
wheel hub oil sight gauge for oil level.
Check that all suspension attaching hardware
is secure and inspect mounting key area for
evidence of wear. Check that the suspension
extension (exposed piston rod) is correct, and
that there are no leaks.
3. With engine stopped, check engine oil level.
Use the service light if necessary.
4. Inspect air conditioner belts for correct tension,
obvious wear, and tracking. Inspect fan guard
security and condition. When leaving this point,
be sure to turn off the service light, if used.
5. Inspect anchor end of steering cylinder for
proper greasing and for security.
6. Move outboard of the front wheel, and inspect
attaching nuts/studs to be sure all are tight and
in tact. Check tires for cuts, damage or bubbles
Check for evidence of incorrect tire inflation.
START HERE
Walk Around Inspection
7. Move in behind the front wheel, and inspect the
steering cylinder. Check the greasing and
attaching hardware. Check suspension attach-
ing hardware and suspension extension. Be
sure the suspension protective boot is in good
condition. Inspect the hub and brakes for any
unusual conditions. Check entire area for leaks.
8. Inspect sight glass on hydraulic tank. With
engine stopped and body down, hydraulic fluid
must be visible in upper sight glass.
9. Move around the hydraulic tank and in front of
the rear dual tires; inspect the hoist cylinder for
any damage and leaks. Inspect both upper and
lower hoist cylinder pins for security, and for
proper greasing.
10. Before leaving this position, look under the
lower edge of the chassis to be sure the flexible
duct that carries the air from the main blower to
the final drive housing is in good condition with
no holes or breakage. Also look up at the main
hydraulic pumps to see that there is no leakage
or any other unusual condition with pumps or
pump drive shafts.
11. Move on around the dual tires, check to see that
all nuts/studs are in place and tight. Inspect
wheel for any oil that would indicate brake leak-
age or wheel motor leakage.
Check dual tires for cuts, damage or bubbles.
Verify that inflation appears to be correct. If the
truck has been run on a "flat", the tire must be
cooled before moving the truck inside.
Check for any rocks that might be lodged
between dual tires. Check rock ejector condi-
tion and straightness (so that it can not damage
a tire).
12. Inspect left rear suspension for damage and for
correct rod exposure. Check for leaks. Ensure
that the covers over the chrome piston rod are
in good condition and inspect for proper greas-
ing.
13. Open rear hatch cover. Inspect for leaks around
the parking brakes. Inspect condition of cooling
air exhaust ductwork to be certain that it is intact
and that there are no obstructions.
14. While standing in front of the rear hatch, look up
to see that rear lights are in good condition,
along with the back-up horns. Look up at pan-
hard rod to see that it is getting proper greasing.
Also look at both body hinge pins for greasing
and any abnormal condition. Check hoist limit
switch and clear any mud/debris from contacts.
15. Perform the same inspection on the right rear
suspension as done on the left.
16. Move around the right dual tires; inspect
between the tires for rocks, and check condition
of the rock ejector. Inspect the tires for cuts or
damage, and for correct inflation.
17. Perform the same inspection for wheel nuts/
studs and wheel leaks that was done on the left
hand dual wheels.
18. Move in front of right dual tires, and inspect the
hoist cylinder in the same manner as the left
side. Check security and condition of body-up
limit switch. Remove any mud/dirt accumulation
from switch.
19. Move around the fuel tank. Inspect the fuel
quantity gauge, (this should agree with what will
show on the gauge in the cab). Inspect the
attaching hardware for the fuel tank at the upper
saddles, and then at the lower back of the tank
for the security and condition of the mounts.
Check hoist filters for leaks.
20. Move in behind the right front wheel, and
inspect the steering cylinder. Check the greas-
ing and attaching hardware. Check suspension
attaching hardware and suspension extension.
Be sure the suspension protective boot is in
good condition. Inspect the hub and brakes for
any unusual conditions. Check entire area for
leaks.
21. Move out and around the right front wheel;
inspect that all nuts/studs are in place and tight.
22. Move in behind the front of the right front wheel,
check hub and brakes for leaks and any
unusual condition. Inspect steering cylinder for
security and for proper greasing. Inspect the
engine compartment for any leaks and unusual
conditions. Inspect the fan guard and belts.
Check for any rags or debris behind radiator.
23. Inspect auto lube system. See Automatic Lubri-
cation System in Section P, for specific details
concerning the auto lube system.
24. Move around to the right front of the truck, drop
the air cleaner pans to remove dirt, latch up,
and secure. Inspect battery box cover for dam-
age and be sure it is in place and secure.
25. As you move in front of the radiator, inspect for
any debris that might be stuck in front of the
radiator and remove it. Check for any coolant
leaks. Inspect headlights and fog lights.
26. Before climbing ladder to first level, be sure
ground level engine shutdown switch is ON.
Inspect fire control actuator to be sure safety
pin is in place and plastic tie that prevents acci-
dental actuation is in place and in good condi-
tion. Be sure battery disconnect switches are
ON. Always use grab rails and ladder when
mounting or dismounting the truck. Clean lad-
der and hand rails of any foreign material, such
as ice, snow, oil or mud.
27. Use stairs and handrails while climbing from
first level to cab deck.
Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
the truck is in motion.
28. When checking coolant level in the radiator, use
coolant level sight gauge. If it is necessary to
remove the radiator cap, shut down engine (if
running), and relieve coolant pressure by
slowly removing the radiator cap.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
29. Inspect covers over retarding grids to be sure
latches are in place and secure. Inspect main
air inlet to be sure it is clear. Ensure all cabinet
door latches are secure.
30. Move around the cab to the back. Open the
doors to the brake cabinet; inspect for leaks.
31. Clean cab windows and mirrors; clean out cab
floor as necessary. Ensure steering wheel, con-
trols and pedals are free of any grease or mud.
32. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator's cab,
should be cleared. Do not carry tools or sup-
plies in the cab of truck or on the deck.
33. Adjust seat and steering wheel for use.
34. Read and understand the description of all
operator controls in Section N, Operator Cab
Controls. Be familiar with all control locations
and functions before operating the truck.
ENGINE START-UP SAFETY PRACTICES
1. Ensure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational con-
trols. If the truck is in an enclosure, ensure ade-
quate ventilation before start-up. Exhaust
fumes are dangerous!
2. Be sure the parking brake switch is in the ON
position. Check and insure selector switch is in
NEUTRAL before starting.
Place rest switch in ON position (put drive sys-
tem in "rest" mode of operation). Refer to dis-
cussion of the rest switch in Section N,
Operator Cab Controls.
3. If truck is equipped with auxiliary cold weather
heater system(s), do not attempt to start engine
while heaters are in operation. Damage to
coolant heaters will result!
4. The keyswitch is a three position (OFF, RUN,
START) switch. When the switch is rotated one
position clockwise, it is in the RUN position and
all electrical circuits (except START) are acti-
vated.
a. Turn keyswitch to RUN (not START) posi-
tion.
b. With selector switch in NEUTRAL, rotate
keyswitch fully clockwise to START position,
and hold this position until engine starts (see
NOTE below). The START position is spring-
loaded and will return to RUN when the key
is released.
c. After the engine has started, place rest
switch in the OFF position (de-activate the
"rest" mode of operation). Refer to discus-
sion of rest switch, in Section N, Operator
Cab Controls.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur (while engine lube oil passages are being
filled and pressurized) before engine cranking will
begin.
Cold Weather Starting
Do not crank an electric starter for more than 30
seconds.
Allow two minutes for cooling before attempting
to start the engine again. Severe damage to the
starter motors can result from overheating.
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. After engine has started
and low pressure and warning systems are nor-
mal, test the truck steering in extreme right and
left directions. If the steering system is not
operating properly, shut the engine down,
immediately. Determine the steering system
problem and have repaired before resuming
operation.
2. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activa-
tion from the operator's cab of the service
brake, parking brake, and brake lock. With the
engine running and with the hydraulic circuit
fully charged, activate each circuit, individually.
If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine down and notify maintenance
personnel. Do not operate the truck until the
brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to ensure proper sys-
tem operation and proper instrument function-
ing. Give special attention to braking and
steering circuit hydraulic warning lights. If warn-
ing lights come on, shut down the engine imme-
diately and determine the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may pre-
vent an accident. Check operation of windshield
wiper.
5. When truck body is in dump position, do not
allow anyone beneath it unless body-up retain-
ing pin or cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the
ladder of the truck.
8. Do not leave the truck unattended while the
engine is running. Shut down the engine and
apply the park brake before getting out of the
cab.
MACHINE OPERATION SAFETY
PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
If any of the red warning lights come on or if any
gauge reads in the red area during truck opera-
tion, a malfunction is indicated. Stop the truck as
soon as safety permits, and shut down the
engine. Have the problem corrected before
resuming truck operation.
The truck is equipped with "slip/slide" control. If
this function should become inoperative, operat-
ing the truck with stalled or free spinning wheel
motors may cause serious damage to wheel
motors! If the truck does not begin to move
within 10 seconds after depressing throttle pedal
(selector switch in a drive position), release
throttle pedal and allow wheels to regain traction
before accelerating again.
1. Always look to the rear before backing the
truck. Watch for and obey ground spotter's
hand signals before making any reverse move-
ments. Sound the warning horn (3 blasts).
Spotter should have a clear view of the total
area at the rear of the truck.
2. Operate the truck only while properly seated
with seat belt fastened. Keep hands and feet
inside the cab compartment while the truck is in
operation.
3. Check gauges and instruments frequently dur-
ing operation for proper readings.
4. Observe all regulations pertaining to the job
site's traffic pattern. Be alert to any unusual traf-
fic pattern. Obey the spotter's signals.
5. Match the truck speed to haul road conditions
and slow the truck in any congested area. Keep
a firm grip on the steering wheel at all times.
6. Do not allow the engine to run at idle for
extended periods of time.
7. Check parking brake periodically during shift.
Use parking brake only for parking. Do not use
park brake for loading / dumping. Do not
attempt to apply parking brake while truck is
moving!
Do not use "brake lock" or "emergency brake" (if
equipped) for parking. With engine stopped,
hydraulic pressure will bleed down, allowing
brakes to release!
8. Check brake lock performance periodically for
safe loading and dump operation.
9. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and the edge of fill area.
10. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
MACHINE OPERATION ON THE HAUL
ROAD
1. Always stay alert! If unfamiliar with the road,
drive with extreme caution. Cab doors should
remain closed at all times if truck is in motion or
unattended.
2. Obey all road signs. Operate the truck so it is
under control at all times. Govern truck speed
by the road conditions, weather and visibility.
Report haul road conditions, immediately.
Muddy or icy roads, pot holes or other obstruc-
tions can present hazards.
3. Initial propulsion with a loaded truck should
begin from a level surface whenever possible,
but when there are circumstances where start-
ing on a hill or grade cannot be avoided. Refer
to Starting On A Grade With A Loaded Truck in
Secton A, General Safety and Operating
Instructions.
4. When backing the truck, give a back-up signal
(three blasts on the horn); when starting for-
ward, two blasts on the horn. These signals
must be given each time the truck is moved for-
ward or backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
6. Maintain a safe distance when following
another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
50 ft. (15 m). When driving on a down grade,
this distance should not be less than 100 ft. (30
m).
7. Do not stop or park on a haul road unless
unavoidable. If you must stop, move truck to a
safe place, apply parking brake, and shut down
engine before leaving cab. Block wheels
securely and notify maintenance personnel for
assistance.
8. Before starting up or down a grade, maintain a
speed that will insure safe driving and provide
effective retarding under all conditions (Refer to
Dynamic Retarding, in Section N, Operator Cab
Controls. The grade/speed chart in the opera-
tor's cab should always be referenced to deter-
mine maximum safe truck speeds for
descending various grades with a loaded truck.
9. When operating truck in darkness, or when visi-
bility is poor, do not move truck unless all head-
lights, clearance lights, and tail lights are on. Do
not back truck if back-up horn or lights are inop-
erative. Always dim headlights when meeting
oncoming vehicles.
10. If the "emergency steering" light and/or "low
brake pressure warning" light (if equipped) illu-
minate during operation, steer the truck imme-
diately to a safe stopping area, away from
other traffic if possible. Refer to item 7 above.
11. Check tires for proper inflation periodically dur-
ing shift. If truck has been run on a "flat", or
under-inflated tire, it must not be parked in a
building until the tire cools.
DYNAMIC RETARDING OPERATION
Dynamic Retarding is a braking torque (not a brake)
produced through electrical generation by the wheel
motors when the truck motion (momentum) is the
propelling force. For normal truck operation, dynamic
retarding should be used to slow and control the
speed of the truck.
Dynamic retarding is available in "FORWARD/
REVERSE" at all truck speeds above 0 mph/kph;
however, as the truck speed slows below 3 mph (4.8
kph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
COMPLETE stop.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel lock brake
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph).
When dynamic retarding is in operation, the engine
rpm will automatically go to an advance rpm retard
speed setting (usually 900 - 1000 rpm*).
NOTE: The exact engine speed in retarding may vary
due to the temperature of certain components; this is
controlled by the propulsion system controller.
Dynamic retarding will be applied automatically, if
the speed of the truck obtains the maximum truck
speed of 40 mph (64 kph). Any application of the
dynamic retarding system (automatic, retarder lever,
or foot pedal) will cause an indicator light to illumi-
nate in the overhead display panel.
Dynamic Retarder Control Lever
The dynamic retarder control lever mounted on the
right side of the steering column can be used to mod-
ulate retarding effort. The lever will command the full
range of retarding and will remain at a fixed position
when released.
a. When the lever is rotated to full "up" (coun-
terclockwise) position, it is in the "OFF/No
Retard" position.
b. When the lever is rotated to full "down"
(clockwise) position, it is in the full "ON/
Retard" position.
c. For long downhill hauls, the lever may be
positioned to provide a desired retarding
effort. It will remain where it is positioned.
NOTE: The retarder control lever must be rotated
back to the OFF position before the truck will resume
the propel mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will deter-
mine which device is requesting the most retarding
effort and apply that amount.
Dynamic Retarder/Service Brake Pedal
The dynamic retarder/service brake pedal is a single,
foot-operated pedal which controls both retarding
and service brake functions. The first portion of pedal
travel commands retarding effort through a rotary
potentiometer. The second portion of pedal travel
modulates service brake pressure directly through a
hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
the service brakes. Releasing the pedal returns the
brake and retarder to the OFF position.
When the pedal is partially depressed, dynamic
retarding is actuated. As the pedal is further
depressed to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are then actuated through a hydraulic
valve, which modulates pressure to the service
brakes. Completely depressing the pedal causes
full application of both dynamic retarding and the
service brakes. An indicator light in the overhead
panel will illuminate, and an increase in pedal resis-
tance, will be felt when the service brakes are
applied.
For normal truck operation, dynamic retarding (lever
or foot-operated pedal) should be used to slow and
control the speed of the truck.
Service brakes should be applied only when dynamic
retarding requires additional braking force to slow the
truck speed quickly, or when bringing the truck to a
complete stop.
Starting On A Grade With A Loaded Truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. There are
circumstances when starting on a hill or grade cannot
be avoided; use the following procedure:
1. Fully depress the foot-operated retarder/ser-
vice brake pedal (Do Not use retarder lever) to
hold the truck on the grade. With service brakes
fully applied, move the selector switch to a drive
position (FORWARD/REVERSE) and increase
engine rpm with throttle pedal.
2. As engine rpm approaches maximum, and
operator senses propulsion effort working
against the brakes, release the brakes and let
truck movement start. Be sure to completely
release the foot-operated retarder/service brake
pedal. As truck speed increases above 3-5 mph
(5-8 kph) the Propulsion System Control (PSC)
will drop propulsion, if the retarder is still
applied.
Releasing and reapplying dynamic retarding
during a hill start operation will result in loss of
propulsion.
PASSING
1. Do not pass another truck on a hill or blind
curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
LOADING
1. Pull into the loading area with caution. Remain
at a safe distance while truck ahead is being
loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
4. When pulling in under a loader or shovel, follow
"spotter" or "shovel operator" signals. The truck
operator may speed up loading operations by
observing the location and loading cycle of the
truck being loaded ahead, then follow a similar
pattern.
5. During loading, the operator must stay in the
truck cab with engine running. Place the selec-
tor switch in NEUTRAL and apply the brake
lock.
6. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
DUMPING
Raising The Dump Body
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals
directed by the spotter, if present.
Avoid unstable areas. Stay a safe distance
from edge of dump area. Position truck on a
solid, level surface before dumping.
As the body raises, the truck center of gravity will
move. Truck must be on level surface to prevent
tipping / rolling!
2. Carefully maneuver truck into dump position.
When backing truck into dump position, use
only the foot-operated brake pedal to stop and
hold truck; Do not rely on wheel brake lock to
stop truck; this control is not modulated and
applies rear service brakes only.
3. When truck is stopped and in dump position,
apply wheel brake lock and move the selector
switch to the NEUTRAL position..
The dumping of very large rocks (10% of payload,
or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the body to move rap-
idly and suddenly. This sudden movement may
jolt the truck violently and cause possible injury
to the operator, and/or damage to the hoist cylin-
ders, frame, and/or body hinge pins. If it is neces-
sary to dump this kind of material, refer to the
WARNING in the following procedure:
4. Pull the lever to
the rear to actu-
ate hoist circuit.
(Releasing the
lever anywhere
during "hoist up"
will hold the body
at that position.)
5. Raise engine rpm
to accelerate hoist speed. Refer to the WARN-
ING below.
If dumping very large rocks or sticky material as
described in WARNING above, slowly accelerate
engine rpm to raise body. When the material
starts to move, release hoist lever to HOLD posi-
tion. If material does not continue moving and
clear body, repeat this procedure until material
has cleared body.
6. Reduce engine rpm as last stage of hoist cylin-
der begins to extend and let engine go to low
idle as last stage reaches half-extension.
7. Release hoist lever as last stage of hoist cylin-
der reaches full extension.
8. After material being dumped clears body, lower
body to frame.
Lowering The Dump Body
(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Shift selector switch to FORWARD, release
brake lock, depress Override button and drive
just far enough forward for body to clear mate-
rial. Stop, shift selector switch to NEUTRAL
apply brake lock.
2. Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist control
valve in the FLOAT position allowing the body
to return to frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, then
perform Steps "a" and "b" below:
a. Move hoist lever back to the RAISE position
to fully raise the dump body. Then release
the hoist lever so it returns to the HOLD posi-
tion.
b. Shift selector switch to FORWARD, release
brake lock, depress override button and
drive forward to clear the material. Stop, shift
selector switch to NEUTRAL, apply brake
lock and lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency pur-
poses only. Failure to lower body before moving
truck may cause damage to hoist cylinders,
frame and/or body hinge pins.
3. With body returned to frame, move selector
switch to FORWARD, release brake lock, and
leave dump area carefully.
Lowering The Dump Body
(When dumping over a berm or into a crusher):
1. Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist con-
trol valve in the FLOAT position allowing the
body to return to frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps "a" & "b" below:
a. Move hoist lever back to
the HOIST position to
fully raise the dump body. Release the hoist
lever so it returns to the HOLD position.
NOTE: DO NOT drive forward if the tail of body will
not clear the crusher wall in the fully raised position.
b. Shift selector switch to FORWARD, release
brake lock, depress Override button and
drive forward to clear the material. Stop, shift
selector switch to NEUTRAL, apply brake
lock and lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency pur-
poses only. Failure to lower body before moving
truck may cause damage to hoist cylinders,
frame and/or body hinge pins.
2. With body returned to frame, move selector
switch to FORWARD, release brake lock, and
leave dump area carefully.
TOWING
Prior to towing a truck, many factors must be care-
fully considered. Serious personal injury and/or sig-
nificant property damage may result if important
safety practices, procedures and preparation for
moving heavy equipment are not observed. Do not
tow the truck any faster than 5 mph (8 kph).
Attachments for towing the 930E are available from
Komatsu Distributors as follows:
Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One
MK3941 kit is required for each truck in the fleet.
Tow Adaptor Structure - MK3945: This structure
must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following
minimum precautions have been taken.
1. Shut down engine.
2. If truck is equipped, install hydraulic connec-
tions for steering and dumping between towing
and towed vehicles. Check towed vehicle for
braking system.
3. Inspect tow bar for adequacy (approximately
1.5 times the gross vehicle weight of truck being
towed).
4. Determine that towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
5. Block disabled truck to prevent movement while
attaching tow bar.
6. Release disabled truck brakes and remove
blocking.
7. Sudden movement may cause tow bar failure.
Smooth, gradual truck movement is preferred.
8. Minimize tow angle at all times - never exceed
30. The towed truck must be steered in the
direction of the tow bar.
SAFE PARKING PROCEDURES
The operator must continue the use of safety precau-
tions when preparing for parking and engine shut-
down.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck perfor-
mance the operator may have noticed must be
checked by maintenance personnel before the truck
is released to another operator.
1. The truck should be parked on level ground, if
at all possible. If parking must be done on a
grade, the truck should be positioned at right
angles to the grade.
2. The parking brake must be applied and/or
chocks placed fore/aft of wheels so that the
truck cannot roll. Each truck should be parked
at a reasonable distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
at night.
NORMAL ENGINE SHUTDOWN
PROCEDURE
The following procedure should be followed at each
engine shutdown.
1. Stop the truck out of the way of other traffic on
a level surface and free of overhead power
lines or other obstructions (in case dump body
should need to be raised).
a. Reduce engine speed to idle.
b. Place the selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the
"parking brake applied" indicator light in the
overhead display panel is illuminated.
d. Allow engine to cool gradually by running at
low idle for 3 to 5 minutes, or if preferred,
activate the 5 minute shutdown delay timer
as described on the following page.
2. Place rest switch in ON position to put AC Drive
system in "rest" mode of operation. Be sure the
"rest" indicator light in the overhead panel is illu-
minated.
3. With engine cooled down, turn keyswitch coun-
terclockwise to OFF position for normal shut-
down of engine.
If engine does not shutdown with keyswitch,
use engine shutdown switch on operator cab
center console, and hold this switch down until
engine stops.
4. With keyswitch OFF, and engine stopped, wait
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
relieved. If the vehicle continues to steer after
shutdown, notify maintenance personnel.
5. Verify all link voltage lights are off (one on back
interior wall of operator cab, two on electrical
cabinet, on deck), and notify maintenance per-
sonnel if remains illuminated longer than five
minutes after the engine is shut down.
6. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible
unauthorized truck operation. Dismount truck
properly. Put wheel chocks in place.
DELAYED ENGINE SHUTDOWN
PROCEDURE
1. Stop the truck out of the way of other traffic on
a level surface and free of overhead power
lines or other obstructions (in case dump body
should need to be raised).
a. Reduce engine speed to low idle.
b. Place the directional selector switch in NEU-
TRAL.
c. Apply the parking brake switch. Be sure the
"parking brake applied" indicator light in the
overhead display panel is illuminated.
2. Place rest switch in ON position to put AC Drive
System in "rest" mode of operation. Be sure the
"rest" indicator light in the overhead panel is illu-
minated.
3. Refer to Instrument Panel and Indicator Lights
in Section N for location of the engine shutdown
switch with 5 minute idle timer delay. This is a
3-position rocker-type switch (OFF-ON-
MOMENTARY).
4. Press the top of the
engine shutdown switch
to select the ON (center)
position. Press the top of
the switch again to acti-
vate the timer delay
(momentary position).
Release the switch and
allow it to return to the
ON position.
When the engine shutdown
timer has been activated,
the timer delay indicator
light in the overhead status
panel will illuminate to indi-
cate that the shutdown tim-
ing sequence has started.
The engine will continue to
idle for approximately 5 minutes to allow for
proper engine cool-down before stopping.
5. Turn the keyswitch counterclockwise to the
OFF position to cause the engine to shutdown
when the timing sequence is complete. When
the engine stops, this will activate the hydraulic
bleeddown timer and turn off the 24 VDC elec-
tric circuits controlled by the keyswitch.
NOTE: To cancel the 5 minute idle timer sequence,
press the timer delay shutdown switch to the OFF
(lower) position. If the keyswitch is in the OFF
position, the engine will stop. If the keyswitch is in the
ON position, the engine will continue to run.
SUDDEN LOSS OF ENGINE POWER
Bring the truck to a safe stop as quickly as possible
by using the foot pedal to apply the service brakes.
Dynamic retarding will not be available! Do not
use the service brakes for continuous retarding
purposes.
If possible, steer the truck to the side of the road
while bringing it to a complete stop. Apply the parking
brake as soon as the truck has stopped moving. Turn
key switch OFF and notify maintenance personnel
immediately.
If the truck becomes disabled where traffic is heavy,
mark the truck with warning flags in daylight or flares
at night.
If the engine suddenly stops, there is enough hydrau-
lic pressure stored in the brake and steering accumu-
lators to allow the operation of the steering and brake
functions. However, this oil supply is limited so it is
important to stop the truck as quickly and safely as
possible after the loss of engine power. If the brake
supply pressure drops to a pre-determined level, the
"low brake pressure" warning light will illuminate and
a buzzer will sound. If the brake pressure continues
to decrease, the "auto-apply" feature will activate and
the service brakes will apply automatically to stop the
truck. Apply the parking brake as soon as the truck
comes to a complete stop.
A04044 11/03 Warnings and Cautions A4-1
WARNINGS AND CAUTIONS
The following pages give an explanation of the warn-
ing, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu model, but
because of customer options, individual trucks may
have plates and decals that are different from those
shown here.
The plates and decals must be kept clean and legi-
ble. If any decal or plate becomes unable to be read
or damaged, it should be replaced with a new one.
A warning decal surrounds the key switch located to
the right of the steering column on the instrument
panel. The warning stresses the importance of read-
ing the operator's manual before operation.
A grade/speed retard chart is located on the left front
post of the operator's cab and provides the recom-
mended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
A plate attached to the right rear corner of the cab
states the Rollover Protective Structure (ROPS) and
Falling Object Protective Structure (FOPS) meets
various SAE performance requirements.
! WARNING ! Do not make modifications to this
structure, or attempt to repair damage without
written approval from Komatsu. Unauthorized
repairs will void certification.
A warning instruction is applied below the parking
brake and the rear wheel brake lock switches which
are located to the right of the steering column on the
instrument panel. Pushing the top of the rocker-style
switch turns the function ON, pushing the bottom,
turns it OFF.
The parking brake is spring applied and
hydraulically released. It is designed to
hold a stationary truck when the engine
is shutdown and keyswitch is turned
OFF. The truck must be completely
stopped before applying the parking brake, or dam-
age may occur to parking brake.To apply the parking
brake, press the rocker switch toward the ON sym-
bol. To release the parking brake, press the rocker
switch toward the OFF symbol. When the keyswitch
is ON and parking brake switch is applied, the park-
ing brake indicator light (A3, overhead panel) will be
illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch ON and engine running,
sudden shock caused by loading or dumping could
cause the systems motion sensor to release the park
brake.
A4-2 Warnings and Cautions 11/03 A04044
The wheel brake lock switch is for hold-
ing the truck while parked at the shovel
during loading, or while dumping. It
applies the rear service brakes only. If
the brake treadle valve does not oper-
ate, apply this brake to stop the truck. Do Not use
this brake as a parking brake when leaving the truck.
With engine shut down, the hydraulic system will
eventually bleed down, releasing the service brakes.
Attached to the exterior of both battery compart-
ments is a danger plate. This plate stresses the need
to keep from making any sparks near the battery.
When another battery or 24VDC power source is
used for auxiliary power, all switches must be OFF
prior to making any connections. When connecting
auxiliary power cables, positively maintain correct
polarity; connect the positive (+) posts together and
then connect the negative (-) lead of the auxiliary
power cable to a good frame ground. Do not con-
nect to the negative posts of the truck battery or
near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the bat-
teries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
This plate is placed on both battery boxes and near
the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.
These decals are placed above the battery discon-
nect switches on the right side of the front bumper to
indicate OFF and ON positions of the switches.
A warning plate is mounted on top of the radiator
surge tank cover near the radiator cap. The engine
cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing radiator cap. Unless the pressure is first
released, removing the radiator cap after the engine
has been running for a time will result in the hot cool-
ant being expelled from the radiator. Serious scald-
ing and burning may result.
Warning plates are mounted on the frame in front of,
and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
Warning plates are attached to both the hydraulic
tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
body-up retention device (pins or cable) is in position.
These danger plates are mounted on the outside of
each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
of each of the accumulators (both steering and
brake) with the same danger message.
These warning decals are mounted on the side of
each of the accumulators (both steering and brake)
to alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service man-
ual prior to performing any service.
This danger plate is attached to all four suspensions.
The plate contains instructions for releasing internal
pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
A plate on the side of the hydraulic tank furnishes
instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
system contamination. Service the tank with clean
Type C-4 hydraulic oil. All oil being put into the
hydraulic tank should be filtered through 3 micron fil-
ters.
A caution decal is attached below the hydraulic tank
oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF. Add oil per fill-
ing instructions, if oil level is below top of sight glass.
A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, be sure engine is stopped
and key switch is OFF to bleed down hydraulic pres-
sure. There is always a chance of residual pressure
being present. Open fittings slowly to allow all pres-
sure to bleed off before removing any connections.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate is located on the frame near the left
hoist cylinder which provides the operator or techni-
cian with the hook-up procedure for dumping a
loaded, disabled truck, by using a functional truck for
hydraulic power.
Refer to the Section L for additional instructions for
using this procedure.
Warning decals are applied to both brake accumula-
tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to be sure to close the accumulator drain
valves after they have been opened to bleed brake
pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
This caution decal is placed near the battery discon-
nect switches on the right side of the front bumper to
alert servicing technicians that before doing any
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.
In addition, always disconnect the positive and nega-
tive battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and
possibly cause damage to components.
A high voltage danger plate is attached to the door of
the rear hatch cover. High voltage may be present!
Only authorized personnel should access this rear
housing.
A caution decal is also attached to the door of the
rear hatch cover to alert personnel that hot exhaust
air is present and may cause injury.
This caution decal is also placed around the retard-
ing grid cabinet.
These warning plates are mounted on all of the AC
drive control housings and cabinets.
High voltage may be present, with or without, the
engine running!
Only authorized personnel should access these cabi-
nets.
This caution decal is placed on the back of the con-
trol cabinet to alert service technicians that this area
contains capacitors and must not be disturbed in any
manner.
This information decal is placed on the outside of the
door panel on the control cabinet wall that faces the
right side of the operator cab.
This decal is placed near three different indicator
lights:
In the operator cab, on the D.I.D. panel on the
rear wall.
On the front of the control box which is mounted
on the right side of the main control cabinet.
On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exer-
cised!
This decal is placed on the ground level engine shut-
down switch which is mounted on the right side of the
front bumper structure. It specifies that this switch is
for emergency shutdown only.
This page illustrates a variety of decals which are
mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it should be replaced
immediately.
Maintenance personnel must follow these lifting
instructions.
A product identification plate is located
on the main frame in front of the right
side front wheel and shows the truck
model number, maximum G.V.W. and
product identification number (truck
serial number).
The product identification number (truck
serial number) contains information
which will identify the original manufac-
turing bill of material for this unit.
The complete truck serial number will be
required for the proper ordering of many
service parts and/or warranty consider-
ation.
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P, Lubrica-
tion and Service, in this manual for more complete lubrication instructions.
A05001 12/99 Standard Torque Chart and Tables A5-1
STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most spec-
ifications. U.S. standard units are specified first, with
metric (SI) units in parentheses. References through-
out the manual to standard torques or other standard
values will be to one of the following Charts or Tables.
For values not shown in any of the charts or tables,
standard conversion factors for most commonly used
measurements are provided in TABLE XIII, page 1-14.
INDEX OF TABLES
TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1
TABLE II . Standard Torque, 12-Point, Grade 9 . . A5-2
TABLE III . . Standard Metric Assembly Torque . . A5-2
TABLE IV. . . . . . JIC Swivel Nuts Torque Chart . . A5-3
TABLE V . . . . . . . . .Pipe Thread Torque Chart . . A5-3
TABLE VI . . . . . . . . O-Ring Boss Torque Chart . . A5-3
TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3
TABLE VIII . Torque Conversions (ft.lbs. - N.m) . . A5-4
TABLE IX. . Torque Conversions (ft.lbs. - kg.m) . . A5-4
TABLE X . . . Pressure Conversions (psi - kPa) . . A5-4
TABLE XI . . Pressure Conversions (psi - MPa) . . A5-5
TABLE XII . . . . . . . .Temperature Conversions . . A5-5
TABLE XIII . . . Common Conversion Multipliers . . A5-6
EFFECT OF SPECIAL LUBRICANTS
On Fasteners and Standard Torque Values
KOMATSU engineering department does NOT recom-
mend the use of special friction-reducing lubricants
such as, Copper Coat, Never Seize, and other simi-
lar products on the threads of standard fasteners
where standard torque values are applied.
The use of special friction-reducing lubricants will sig-
nificantly alter the clamping force being applied to fas-
teners during the tightening process.
If special friction-reducing lubricants are used with the
Standard Torque values listed below in Table I (and in
Komatsu shop manuals), excessive stress and possi-
ble breakage of the fasteners may result.
Where Torque Tables specify Lubricated Threads for
the Standard Torque values listed, these standard
torque values are to be used with simple lithium
base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page 1-10) on the
threads and seats, unless specified otherwise.
NOTE: Always be sure threads of fasteners and
tapped holes are free of burrs and other imperfec-
tions before assembling.
Standard torque values are not to be used when
Turn-of-the-Nut tightening procedures are rec-
ommended.
TABLE I. -STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES 10%
Cap-
screw
Thread
Size
TORQUE -
GRADE 5
TORQUE -
GRADE 8
Cap-
screw
Thread
Size
TORQUE -
GRADE 5
TORQUE -
GRADE 8
ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
Grade 5
Grade 8
A5-2 Standard Torque Chart and Tables 12/99 A05001
Standard Assembly Torques For 12-Point, Grade 9,
Capscrews (SAE)
The following specifications apply to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
Capscrew threads and seats SHALL be lubri-
cated when assembled.
Unless instructions specifically recommend other-
wise, these standard torque values are to be used
with simple lithium base chassis grease (multi-pur-
pose EP NLGI) or a rust-preventive grease (see list,
this page) on the threads.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.

Standard Metric Assembly Torque For Class 10.9
Capscrews & Class 10 Nuts
The following specifications apply to required assembly
torques for all metric Class 10.9 finished hexagon head
capscrews and Class 10 nuts.
Capscrew threads and seats SHALL NOT be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.NOTE:
If zinc-plated hardware is used, each piece must
be lubricated with a Rust Preventive Grease or
Lithium-base grease to achieve the same clamp-
ing forces provided below.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
Suggested* Sources for Rust Preventive Grease:
AMERICAN ANTI-RUST GREASE #3-X from Stan-
dard Oil Company (also American Oil Co.)
GULF NORUST #3 from Gulf Oil Company.
MOBILARMA 355, Product No. 66705 from Mobil
Oil Corporation.
RUST BAN 326 from Humble Oil Company.
RUSTOLENE B GREASE from Sinclair Oil Com-
pany.
RUST PREVENTIVE GREASE - CODE 312 from
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineer-
ing approved sources for use in Komatsu manufac-
ture. It is not exclusive. Other products may meet
the same specifications of this list.
TABLE II. - STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9 Capscrews
CAPSCREW
SIZE*
TORQUE
ft. lbs.
TORQUE
N.m
TORQUE
kg.m
0.250 - 20 12 16 1.7
0.312 - 18 24 33 3.3
0.375 - 16 42 57 5.8
0.438 -14 70 95 9.7
0.500 -13 105 142 14.5
0.562 - 12 150 203 20.7
0.625 - 11 205 278 28.3
0.750 - 10 360 488 49.7
0.875 - 9 575 780 79.4
1.000 - 8 860 1166 119
1.000 - 12 915 1240 126
1.125 - 7 1230 1670 170
1.125 - 12 1330 1800 184
1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
1.375 - 6 2270 3080 313
1.375 - 12 2475 3355 342
1.500 - 6 2980 4040 411
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per inch
This table represents standard values only. Do not use these val-
ues to replace torque values which are specified in assembly
instructions.
TABLE III. - STANDARD METRIC ASSEMBLY TORQUE
CAPSCREW
SIZE*
TORQUE
N.m
TORQUE
ft.lbs.
TORQUE
kg.m
M6 x1 12 9 1.22
M8 x 1.25 30 22 3.06
M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
* Shank Diameter (mm) - Threads per millimeter
This table represents standard values only. Do not use these val-
ues to replace torque values which are specified in assembly
instructions.
TABLE IV.
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEALS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
2 0.125 0.312 24 4 1
3 0.188 0.375 24 8 3
4 0.250 0.438 20 12 3
5 0.312 0.500 20 15 3
6 0.375 0.562 18 18 5
8 0.500 0.750 16 30 5
10 0.625 0.875 14 40 5
12 0.750 1.062 12 55 5
14 0.875 1.188 12 65 5
16 1.000 1.312 12 80 5
20 1.250 1.625 12 100 10
24 1.500 1.875 12 120 10
32 2.000 2.500 12 230 20
TABLE V.
TORQUE CHART FOR
PIPE THREAD FITTINGS
SIZE
CODE
PIPE
THREAD
SIZE
WITH
SEALANT
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
2 0.125 27 15 3 20 5
4 0.250 18 20 5 25 5
6 0.375 18 25 5 35 5
8 0.500 14 35 5 45 5
12 0.750 14 45 5 55 5
16 1.000 11.50 55 5 65 5
20 1.250 11.50 70 5 80 5
24 1.500 11.50 80 5 95 10
32 2.000 11.50 95 10 120 10
TABLE VI.
TORQUE CHART FOR
O-RING BOSS FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
2 0.125 0.312 24 4 2
3 0.188 0.375 24 5 2
4 0.250 0.438 20 8 3
5 0.312 0.500 20 10 3
6 0.375 0.562 18 13 3
8 0.500 0.750 16 24 5
10 0.625 0.875 14 32 5
12 0.750 1.062 12 48 5
14 0.875 1.188 12 54 5
16 1.000 1.312 12 72 5
20 1.250 1.625 12 80 5
24 1.500 1.875 12 80 5
32 2.000 2.500 12 96 10
TABLE VII.
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
4 0.250 0.438 20 11 1
6 0.375 0.562 18 18 2
8 0.500 0.750 16 35 4
10 0.625 0.875 14 51 5
12 0.750 1.062 12 71 7
16 1.000 1.312 12 98 6
20 1.250 1.625 12 132 7
24 1.500 1.875 12 165 15
TABLE VIII. TORQUE CONVERSIONS
Foot Pounds ft. lbs. To Newton-meters (N.m)
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (N.m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage
TABLE IX. TORQUE CONVERSIONS
Foot Pounds ft. lbs. To kilogram-meters (kg.m)
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
TABLE X. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa
PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
PSI 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage
TABLE XII. TEMPERATURE CONVERSIONS
Formula: F - 32 / 1.8 = C or C x 1.8 + 32 = F
CELSIUS
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 1 30 86
113 235 455 54 130 266 4 25 77
110 230 446 52 125 257 7 20 68
107 225 437 49 120 248 9 15 59
104 220 428 46 115 239 12 10 50
102 215 419 43 110 230 15 5 41
99 210 410 41 105 221 18 0 32
96 205 401 38 100 212 21 5 23
93 200 392 35 95 293 23 10 14
91 195 383 32 90 194 26 15 5
88 190 374 29 85 185 29 20 4
85 185 365 27 80 176 32 25 13
82 180 356 24 75 167 34 30 22
79 175 347 21 70 158 37 35 31
77 170 338 18 65 149 40 40 40
74 165 329 15 60 140 43 45 49
71 160 320 13 55 131 46 50 58
68 155 311 10 50 122 48 55 67
66 150 302 7 45 113 51 60 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
NOTE: Tables such as Table VIII, IX, X, and XI may
be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa).
1. Select Table X.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.
3. Multiply by 10:
970 psi = 6688 kPa.
4. Go to PSI row 0, column 5; read 34.475
psi = 34.47 kPa. Add to step 3.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
TABLE XIII
COMMON CONVERSION MULTIPLIERS
ENGLISH To METRIC
To Convert From TO
Multiply
By
inch in. millimeter (mm) 25.40
inch in. centimeter (cm) 2.54
foot ft. meter (m) 0.3048
yard yd. meter (m) 0.914
mile mi. kilometer (km) 1.61
sq. in. in.
2
sq. centimeters (cm
2
)
6.45
sq. ft. ft.
2
sq. centimeters (cm
2
)
929
cu. in. in.
3
cu. centimeters (cm
3
)
16.39
cu. in. in.
3
liters (l) 0.016
cu. ft. ft.
3
cu. meters (m
3
)
0.028
cu. ft. ft.
3
liters (l) 28.3
ounce oz. kilogram (kg) 0.028
fluid ounce fl. oz. milliliter (ml) 29.573
pound (mass) kilogram (kg) 0.454
pound (force) lbs. Newton (N) 4.448
in. lbs. (force) Newton.meters (N.m) 0.113
ft. lbs. (force) Newton.meters (N.m) 1.356
ft. lbs. (force) kilogram.meters (kg.m) 0.138
kilogram.meters
(kg.m)
Newton.meters (N.m) 9.807
psi (pressure) kilopascals (kPa) 6.895
psi (pressure) megapascals (MPa) 0.007
psi (pressure)
kilograms/cm
2
(kg/cm
2
)
0.0704
ton (short) kilogram (kg) 907.2
ton (short) metric ton 0.0907
quart qt. liters (l) 0.946
gallon gal. liters (l) 3.785
HP (horsepower) Watts 745.7
HP (horsepower) kilowatts (kw) 0.745
METRIC To ENGLISH
To Convert From TO
Multiply
By
millimeter (mm) inch in. 0.0394
centimeter (cm) inch in. 0.3937
meter (m) foot ft. 3.2808
meter (m) yard yd. 1.0936
kilometer (km) mile mi. 0.6210
sq. centimeters (cm
2
) sq. in. in.
2
0.1550
sq. centimeters (cm
2
) sq. ft. ft.
2
0.001
cu. centimeters (cm
3
) cu. in. in.
3
0.061
liters (l)
cu. in. in.
3
61.02
cu. meters (m
3
) cu. ft. ft.
3
35.314
liters (l)
cu. ft. ft.
3
0.0353
grams (g) ounce oz. 0.0353
milliliter (ml) fluid ounce fl. oz. 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pound (force) lbs. 0.2248
Newton.meters (N.m) kilogram.meters (kg.m) 0.102
Newton.meters (N.m) ft. lbs. (force) 0.7376
kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
Kilopascals (kPa) psi (pressure) 0.1450
megapascals (MPa) psi (pressure) 145.038
kilograms/cm
2
(kg/cm
2
)
psi (pressure) 14.2231
kilograms/cm
2
(kg/cm
2
)
kilopascals (kPa) 98.068
kilogram (kg) ton (short) 0.0011
metric ton ton (short) 1.1023
liters (l) quart qt. 1.0567
liters (l) gallon gal. 0.2642
Watts HP (horsepower) 0.00134
kilowatts (kw) HP (horsepower) 1.3410
A07003 Storage Procedures A7-1
SECTION A7
STORAGE AND IDLE MACHINE PREPARATION
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
Short Term Idle Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
After The Engine Has Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Preparing Engine For Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Temporary Storage (30 Days Or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Extended Storage (more Than 30 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
RESTORING AN ENGINE AFTER EXTENDED STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-14
ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storage Instructions and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Placing Equipment Into Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storing A Truck That Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storing A Truck That Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16
Storing A Major Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16
Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
Placing Equipment Into Service After Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
When A Truck Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
When A Truck Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
For The First Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-18
A7-2 Storage Procedure A07003
NOTES
STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service.
Improper preparation, or complete lack of prepara-
tion, can make the job of getting the vehicle back to
operating status difficult.
The following information outlines the essential
proper steps for preparing a unit for extended stor-
age, and the necessary steps to bring it back to oper-
ational status - these are the ideals. Additional
information is given to help restore those machines
which were not put into storage, merely shut down
and left idle for a long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
can rely on.
Short Term Idle Periods
There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
1. Keep the vehicle fully serviced.
2. On a weekly schedule, perform a visual check
of the vehicle, start and run the engine until it is
up to operating temperature. Move the vehicle
around the yard for a few minutes to insure that
all internal gears and bearings are freshly lubri-
cated.
3. Operate all hydraulic functions through com-
plete range to insure that cylinder rams and all
seals are fully lubricated.
4. Check and operate all systems.
5. After shutdown, drain air tank (if so equipped) to
expel any accumulated moisture.
6. Once a month, perform the 10 hour service
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
PREPARATION FOR STORAGE
For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. Engine should be prepared for storage accord-
ing to instructions found in the engine manufac-
turer's manual.
2. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should
be in good condition, no rust or corrosion, all
exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hyd-
rair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
5. Clean the radiator; refer to Engine Service Man-
ual and the Vehicle Service Manual for the
proper cleaning instructions.
6. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Section P, Lubrication and Service, for the
proper anti-freeze and conditioner concentra-
tions. After refilling the system, always operate
the engine until the thermostats open to circu-
late the solution through the cooling system.
NOTE: NEVER store a vehicle with a dry cooling
system.
7. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section P, Lubrication and Service.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by pentrating the skin.
Serious injury and possible death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
8. Disconnect batteries, If possible, batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean bat-
tery compartment, remove all corrosion and
paint compartment with acid proof paint.
9. Wheel axle housings should be fully serviced
with prescribed lubricants. Seal all vents.
10. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
11. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
12. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
13. All vandalism covers and locks should be in
place and secured.
14. If so equipped, cab windows should be closed,
locked and sealed and the cab door locked to
prevent vandalism and weather effects.
15. The vehicle fuel tank should be completely
drained of fuel, fogged with preservative lubri-
cant, ("NOX-RUST" MOTOR STOR., SAE10)
and closed tightly. All fuel filters should be
replaced.
16. If at all possible, to aid those who will eventually
place the unit back in operation, all available
service publications (vehicle and engine) and a
current parts catalog should be packaged in a
moisture proof package and placed in the vehi-
cle cab.
17. Be certain water drain holes in truck body are
open.
REMOVAL FROM STORAGE
If the STORAGE preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a matter of reversing
those steps.
NOTE: Before starting the job or restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Service Manual, Engine
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the fol-
lowing actions should be taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the engine
manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator; refer to the engine manufac-
turer's Operation and Maintenance Manual.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
and Service, for the proper anti-freeze and con-
ditioner concentrations. After refilling the sys-
tem, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
5. Thoroughly inspect all drive belts and hydraulic
oil lines for evidence of damage, wear or deteri-
oration. Replace any suspected lines. Don't
take chances on ruptures or blow-outs.
6. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with Type C-4 oil as specified in Section P,
Lubrication and Service.
7. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close drain
then fill the fuel tank with approved diesel fuel.
Never blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
cause an EXPLOSION.
8. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before engine start up.
9. All electrical connections must be clean and
tight. Check security of all ground straps and
cables.
10. Install fully charged batteries in unit. Clean con-
nectors and connect battery cables. Compart-
ment must be free of corrosion. Secure
batteries with hold downs.
11. Check all electrical cables for weathering,
cracks and/or damage. Replace any defective
cables.
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
12. Check all tires carefully for serviceability and
inflate to proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service,
for both 10 and 100 hour inspections.
15. Adjust all drive belts to specified tension.
16. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free
before engine start up.
17. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is run-
ning.
18. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
19. When all systems are operational and all dis-
crepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qual-
ified, experienced operator only) to check steer-
ing response, service brake efficiency, and
hydraulic functions. Only when it is assured that
the vehicle is in safe operational condition
should it be turned over to an operator for pro-
duction.
20. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
RECONDITIONING AN IDLE VEHICLE
Never attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage -
Dont take chances!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the
vehicle before starting any inspection or main-
tenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed
off, before attempting to remove lockring. Also,
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazard-
ous.
b. If tires are dismounted, all wheel compo-
nents must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in Opera-
tion and Maintenance Manual or service
manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all
wheels to prevent possible movement of the
vehicle.
a. All brake lines, connections must be clean,
serviced and free of rust and corrosion.
b. When system reconditioning, the service
brake hydraulic circuits should be checked
out according to instructions in Section J,
Brake Circuit Check-Out Procedure.
5. The vehicle engine should be inspected and
serviced according to the engine manufac-
turer's Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no for-
eign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh
fuel for engine priming.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be
tight. Indicating plunger in filter condition
indicators must be free.
d. The tubes in precleaner section of air
cleaner assembly should be inspected, all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. If clogging is evident, precleaner must
be cleaned. Clean precleaner according to
instructions in Section C, Air Cleaners.
e. Drain and flush engine cooling system. Fill
with coolant and inhibitors after checking all
lines, hoses and connections. Refer to Sec-
tion P, Lubrication and Service, for anti-
freeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring ten-
sion before replacing the fan belt.
f. Check and tighten engine fan drive belts,
install new belt set if necessary.
g. Check and tighten engine mounts.
6. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean
to remove sediment and contamination. If
fuel was contaminated, lines should be dis-
connected and blown clear.
b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Replace inspection covers;install new gas-
kets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
sufficient force to enter a person's body by pene-
trating the skin. Serious injury and possible
death may result if proper medical treatment by a
physican familiar with this injury is not received
immediately.
7. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean contain-
ers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean
interior of tank thoroughly to remove all sedi-
ment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - don't risk
hose ruptures or blow outs.
c. Check hydraulic components (pumps, valves
and cylinders) for damage and corrosion.
Secure all mountings and connections. Con-
trol valves must be free moving with no bind-
ing.
d. Check exposed portions of all hydraulic cyl-
inder rams for rust, pitting and corrosion. If
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
8. Check front wheel hub, final drive and wheel
axle lubricant. If contamination is suspected, oil
should be drained completely and the compo-
nent serviced with clean prescribed lubricant. If
major contamination is present, disassembly
and overhaul will be in order.
9. Check parking brake. Since it is spring applied,
the brake pads may be stuck tightly to the disc;
it may be necessary to remove and overhaul
the parking brake assembly.
10. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. Pay particular attention to
the steering linkage connections. All pivot
points must be free of any binding.
11. Check battery charging alternator for corrosion
or deterioration. Alternator rotor must be free,
with no binding or roughness. Inspect, install
and properly tension the alternator drive belts.
12. Check security of steering cylinder ball joints
link and hydraulic connections.
13. Examine Hydrair suspensions for signs of dam-
age.
a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check conditon
of suspension oil and cylinder wipers. If wip-
ers are cracked or hardened, the suspension
must be rebuilt. Recharge suspension with
new oil if old oil is deteriorated.
b. Check exposed chrome portions of cylinder
for rust, pitting and corrosion. If plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
If not previously done, install fully-charged batteries
and insure that hook-up is correct.
ENGINE OPERATION
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
When all reconditioning operations have been com-
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
1. Insure all personnel are clear of equipment
before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area
of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch ON. Warning lights for low
brake and steering pressure should illuminate
and the horn should sound. If it does not, check
all components in the circuit and correct the dis-
crepancy before continuing.
3. Turn key switch to start position to crank
engine, release switch when engine fires.
Watch engine oil pressure gauge; if pressure
does not show in 10 - 15 seconds, shut down
and locate problem.
4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines
for leaks. Check hydraulic pump for leakage as
well as all hydraulic lines.
5. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper tem-
peratures and pressures are shown in the Oper-
ation and Maintenance Manual.
After The Engine Has Started
Any machine which is unsafe and/or not in top oper-
ating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. If the steering
system is not operating properly, shut engine
down immediately. Determine the steering sys-
tem problem and have repairs made before
resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with hydraulic circuit fully
charged.
b. If any application or release of any brake cir-
cuit does not appear proper or if sluggish-
ness is apparent on application or release,
shut the engine down and notify mainte-
nance personnel. Do not operate machine
until brake circuit in question is fully opera-
tional.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and deter-
mine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
Repeated test of braking efficiency at
progressively higher speeds. Start at slow
speeds. Don't take chances with higher speeds
until the machine is determined to be completely
safe.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visu-
ally rechecked and fully serviced according to
Section P, Lubrication and Service.
A few of the conditions (others may be found) which
might be encountered after a machine has been
exposed to the elements for a long period would
include:
Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or bird's nests in unsealed openings.
ENGINE STORAGE
Preparing Engine For Storage
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation
and corrosion. The parts requiring attention and the
recommended preparations are given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventative compound.
Therefore, it is recommended that the engine be pro-
cessed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are available commer-
cially for use when excessive damage prevail in the
storage area.
Temporary Storage (30 Days Or Less)
To protect an engine for a temporary period of time,
proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to proper level with the rec-
ommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade
of fuel oil. Operate the engine for two minutes at
1,200 rpm and no load. Shut down engine, do
not drain the fuel system or the crankcase after
this run.
4. Check the air cleaner and service, if necessary.
5. If freezing weather is expected during the stor-
age period, add an ethylene glycol base anti-
freeze solution in accordance with the
manufacturer's recommendations.
6. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
compressed air.
To prevent possible personal injury, wear ade-
quate eye protection and do not exceed 40 psi
(276 kPa) compressed air pressure.
7. Seal all of the engine openings. The material
used for this purpose must be waterproof,
vaporproof and possess sufficient physical
strength to resist puncture and damage from
the expansion of entrapped air.
An engine prepared in this manner can be returned
to service in a short period of time by removing the
seals at the engine openings, checking the engine
coolant, fuel oil, lubricating oil, transmission oil and
priming the raw water pump (if used).
Extended Storage (more Than 30 Days)
To prepare an engine for extended storage, (more
than 30 days), follow this procedure:
1. Drain the cooling system and flush with clean,
soft water. Refill with clean, soft water and add
a rust inhibitor to the cooling system.
2. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to
operate when the engine is restored to service.
3. Reinstall the injectors, time them and adjust the
exhaust valve clearance.
4. Circulate the coolant by operating the engine
until normal operating temperature is reached
160 - 185 F ( 71 - 85 C).
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and
tighten the drain plug. Install new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL-L-
21260C, Grade 2.
8. Drain the fuel tank. Refill with enough clean No.
1 diesel fuel or pure kerosene to permit the
engine to operate for about ten (10) minutes. If
it isn't convenient to drain the fuel tank use a
separate portable supply of the recommended
fuel.
If engines in vehicle are stored where condensa-
tion of water in the fuel tank may be a problem,
add pure, waterless isopropyl alcohol (isopro-
panol) to the fuel at a ratio of one pint to 125 gal-
lons(473 L) of fuel, or 0.010% by volume. Where
biological contamination of fuel may be a prob-
lem, add a biocide such as Biobor JF, or equiva-
lent to the fuel. When using a biocide, follow the
manufacturer's concentration recommenda-
tions, and observe all cautions and warnings.
9. Drain and disassemble the fuel filter and
strainer. Discard the used elements and gas-
kets. Fill the cavity between the element and
shell with No. 1 diesel fuel or pure kerosene,
and reinstall on the engine. If spin-on fuel filters
and strainers are used, discard the used car-
tridges, fill the new ones with No. 1 diesel fuel
or pure kerosene, and reinstall on the engine.
10. Operate the engine for five (5) minutes to circu-
late the clean fuel oil throughout the fuel sys-
tem.
11. Service the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is operat-
ing. However, the turbocharger air inlet and tur-
bine outlet connections should be sealed off
with moisture resistant tape.
13. Apply a rust preventive compound to all
exposed non-painted surfaces.
14. Drain the engine cooling system.
Drain the preservative oil from the engine crankcase.
Reinstall and tighten the drain plug.
15. Remove and clean the batteries and battery
cables with baking soda-water solution and
rinse them with fresh water. Do not allow the
soda solution to enter the battery. Add distilled
water to the electrolyte, if necessary, and fully
charge the battery. Store the battery in a cool
(never below 32 F or 0 C) dry place. Keep
the battery fully charged and check the level
and the specific gravity of the electrolyte regu-
larly. Never set batteries on concrete floor.
Place on wooded blocks.
16. Insert heavy paper strips between the pulleys
and belts to prevent sticking.
17. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use card-
board, plywood or metal covers where practical.
18. Clean and dry the exterior painted surfaces of
the engine and spray with a suitable liquid auto-
motive body wax, a synthetic resin varnish or a
rust preventive compound.
19. Protect the engine with a good weather-resis-
tant tarpaulin and store it under cover, prefera-
bly in a dry building with temperatures above
freezing.
Outdoor storage of engines is not recommended.
However, in some cases outdoor storage may be
unavoidable. If units must be kept out-off-doors, fol-
low the preparation and storage instructions already
given. Protect units with quality, weather-resistant
tarpaulins (or other suitable covers) arranged to pro-
vide air circulation.
Do not use plastic sheeting for outdoor storage.
Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If
a unit is stored outside for any extended period
of time, severe corrosion damage can result.
The stored engine should be inspected periodically. If
there are any indication of rust or corrosion, correc-
tive steps must be taken to prevent damage to the
engine parts. Perform a complete inspection at the
end of one year and apply additional treatment, as
required.
RESTORING AN ENGINE AFTER
EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust outlet
or the intake system.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pul-
leys and the belts.
5. Remove the drain plug and drain the preserva-
tive oil from the crankcase. Reinstall the drain
plug. Then, refer to Lubrication and Service,
Section P, and fill the crankcase to proper level,
using a pressure prelubricator, with the recom-
mended grade of lubricating oil.
6. Fill the fuel tank with the engine manufacturer's
specified fuel.
7. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freez-
ing temperatures, fill the cooling system with an
ethylene glycol base antifreeze solution refer to
coolant specifications in Lubrication and Ser-
vice, Section P.
8. Install and connect the fully charged batteries.
9. Service the air cleaner as outlined in Section C,
Air Cleaners.
10. Remove the covers from the turbocharger air
inlet and turbine outlet connections.
11. After all of the preparations have been com-
pleted, start the engine. The small amount of
rust preventive compound which remains in the
fuel system will cause a smoky exhaust for a
few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures
This instruction provides the recommended proce-
dures for protecting equipment from damage during
both short-term and long-term storage periods and
for maintaining adequate protection while in storage.
Also included are instructions for placing this equip-
ment into service after having been stored.
For the purposes of this instruction, a short-term stor-
age period is considered to be less than three
months; a long-term storage period is considered to
be three months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the motorized wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings.
These should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the motorized wheel gear case are sus-
ceptible to the formation of rust; insulation in rotating
electrical equipment can accumulate moisture; and
bearings may become pitted.
Never apply any spray, coating, or other protec-
tive materials to areas not specifically recom-
mended.
It is also important to note that these instructions
cannot possibly anticipate every type of storage con-
dition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate stor-
age. However, these instructions should be consid-
ered as a minimum procedure to achieve the best
possible equipment life and the lowest operating cost
when the equipment is returned to service.
NOTE: Local conditions and/or experience may
require additional procedures and/or additional stor-
age precautions.
Placing Equipment Into Storage
Perform the following instructions when preparing
General Electric equipment for storage. There are
three main equipment categories to consider:
1. When storing a truck that is operational.
2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for deter-
mining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
Storing A Truck That Is Operational
When a fully operational truck is being placed into
storage for less than three months, the best protec-
tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
the truck, the rotating equipment should be Meg-
gered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to
keep gears and bearings lubricated and free from
rust. It also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following:
1. Drain the oil from the gear case and install rust
preventive 4161 (product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instruc-
tions above. Operate the truck for at least 30
minutes to insure that the rust preventive com-
pound has been thoroughly circulated through-
out the gear case. Stop the truck and drain the
rust preventive compound.
NOTE: Do not run a loaded truck with rust preventive
compound in the wheel motor gear cases.
Do not operate trucks without oil in the wheel
motor gear cases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in deter-
mining if deterioration is being experienced
when additional Megger tests are made as part
of the periodic inspection.
4. Lift all brushes in the motorized wheels, blowers
and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
5. Cover any open ductwork with screening mate-
rial to prevent rodents from entering. Then tape
over the screen to prevent the entry of water
and dirt (allow breathing).
6. Examine all exposed machined surfaces for
rust or other dirt accumulation. Remove all dirt
as necessary. Remove rust by using a fine
abrasive paper. Old flushing compound can be
removed with mineral spirits (GE-D5B8). Meth-
anol should be used to remove all residue.
When clean, coat with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Ser-
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41
F (5 C).
10. Install a 500 watt heat source inside the com-
mutator chamber of both motorized wheels and
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
Storing A Truck That Is Not Operational
When a truck which is not fully operational is being
stored for a period of any length, perform the follow-
ing:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehi-
cle Test Instructions (Wheel Motor inst. 400A,
arm & field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time)
for at least 30 minutes to insure that the rust
preventive compound has been thoroughly cir-
culated throughout the gear case. Disconnect
the welder. Remove the jacks. Drain the gear
case.
5. If the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions as
a consequence. These areas will require the
same sealing measures as in Step 5 above
which deals with protecting ductwork. Cover
exposed blower housings to prevent entry of
water and dirt.
6. Perform Steps 3 through 11 in Storing a Truck
that is Operational, in this section.
Storing A Major Component
When storing a motorized wheel, alternator, blower
or control group for a period of any length, always
store it inside a warm, climate-controlled environ-
ment. Do not attempt to store individual components
where they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective mea-
sures initially taken when the storage period began.
Items which should be checked at each inspection
interval are listed as follows:
1. Remove the weatherproof tape from the com-
partment doors and preform a Megger test as
described in the Vehicle Test Instructions.
Record the test results and compare them with
the recorded megger readings taken when stor-
age first began, and those taken throughout the
storage period. Remove all test equipment and
close up the compartment. Reseal the compart-
ment doors with new weatherproof tape. If
megger readings indicate a deterioration of
insulation quality, to below 2.0 megohms then
consideration should be given to providing
more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing com-
pletely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must
be cleaned off and renewed.
Placing Equipment Into Service After Storage
When taking equipment out of storage, perform the
following procedures:
When A Truck Is Operational
If a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the motorized wheels, blowers, alternator and con-
trol compartments. Repair any defects found, then
place the truck directly into service.
When A Truck Is Not Operational
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized
Wheels, control compartments and the alterna-
tor.
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and
amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all motorized wheel grease fittings in the
axle box. Insure that all grease lines are com-
pletely full of grease. Then add the recom-
mended amount of grease to all fittings.
6. Install brushes in motorized wheels, blowers
and alternator. Make sure that brushes move
freely in their carbonways and that they have
enough length to serve until the truck's next
inspection period. Install new brushes if neces-
sary. Insure that all brush pigtail screws are
tight.
7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test Instructions for the correct
procedure. If megger readings are less than 2.0
megohms, the problem could be an accumula-
tion of moisture in motor or alternator. If this is
the case, the faulty component will have to be
isolated and dried out using procedures recom-
mended in the G.E.Service Manual.
8. Perform a thorough inspection of the motorized
wheels, alternator, blowers and control com-
partments. Look for:
a. Rust or dirt accumulation on machine sur-
faces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the con-
trol compartment
f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in
ductwork.
9. Clean and make repairs as necessary.
10. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
11. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
12. Before starting engine, turn on control power.
Check that contactors and relays pick up and
drop out normally.
13. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
For The First Hour
After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the motorized wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.
B01016 Index B1-1
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B1-2 Index B01016
NOTES
B02020 Structural Components B2-1
SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
B2-2 Structural Components B02020
NOTES
STRUCTURAL COMPONENTS
The 930E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck at the fac-
tory or after delivery.
Prior to removal or repair procedures, it may be nec-
essary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
Read and observe the following instructions
before attempting any repairs!
Do not attempt to work in deck area until body
safety cables have been installed.
Do not step on or use any power cable as a
handhold when the engine is running.
Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, elec-
trical cabinet and retarding grids. The following pro-
cedures will ensure the electrical system is properly
discharged before repairs are started.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.
4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
FIGURE 2-1. DECK COMPONENTS
1. LH Deck Structure
2. Electrical Cabinet
3. Cab
4. Diagonal Ladder
5. Center Deck Str.
6. RH Deck Structure
7. Retarding Grids
The anti-slip material on the decks should be
inspected and maintained for the safety of all per-
sonnel.
If weld repairs are necessary, disconnect all
electrical harnesses and remove the ground
strap from the engine control system (governor)
located in the auxillary control cabinet behind the
cab.
All hoses and mating fittings should be capped as
they are removed to prevent possible system
contamination.
It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
For cab removal instructions, refer to Section N,
Truck Cab, in this manual.
GRILLE, HOOD AND LADDER
Removal
1. Remove hardware attaching diagonal ladder (4,
Figure 2-1) to front bumper.
2. Attach lifting device to the ladder and lift struc-
ture off truck.
3. Disconnect wiring harnesses and remove cable
clamps as necessary to allow hood removal.
4. Attach lifting device to the hood and grille
assembly (1, Figure 2-2).
5. Remove all side mounting capscrews and lock-
washers (2).
6. Verify all harnesses, cables, hoses etc. are
removed.
7. Lift hood and grille assembly from truck and
move to work area.
Installation
1. Move hood and grille assembly (1, Figure 2-2)
from work area to truck and lift into place.
2. Align mounting holes with brackets attached to
radiator assembly. Install side mounting cap-
screws (2).
3. Lift diagonal ladder into position over mounting
pads on front bumper. Align mounting holes and
install hardware. Tighten capscrews to standard
torque.
4. Connect harnesses, hoses etc. that were
removed previously. Install all clamps removed.
FIGURE 2-2. HOOD AND GRILLE REMOVAL
1. Hood & Grille
Assembly
2. Capscrews and
Lockwashers
DECKS
The right and left deck mounting pad locations are
nearly identical. The decks are mounted directly to
the frame support structures using hardened flat-
washers. Be certain to use hardened flatwashers
during reassembly.
RIGHT DECK AND COMPONENTS
Removal
1. Shut down engine following all the procedures
listed on page 2-1 in this section of the manual.
2. Remove access covers from retarding grid
assembly. Tag and disconnect all electrical
leads in preparation for removal. Attach lifting
device to grid lifting eyes.
3. Remove grid assembly mounting hardware at
four locations (6) shown in Figure 2-3.
4. Lift grid assembly clear of deck structure and
move to a work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for
service and maintenance procedures.
5. Disconnect electrical harness at connector (7,
Figure 2-3). Inspect underside of deck and if
necessary, remove any hoses or cables that
remain. (Light harness and clamps do not
require removal.)
FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING
(NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck.)
1. Deck Structure
2. Deck Mounting Location
3. Payload Indicator Lights
4. Clearance Light
5. Rear Turn and Clearance Lights
6. Retard Grid Mounting Location
7. Electrical Connector
6. Install lifting device at eyes at each corner of
the deck and take up slack. Do not attach lift-
ing device to the hand rail structure.
7. Remove deck mounting hardware at deck sup-
port and front upright (2).
Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove from
deck supports.
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
Clean all mount mating surfaces before
installation.
Clean mounting area before installing ground
cables.
Be certain all electrical connections and harness
clamps are reinstalled and secure.
All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked and bro-
ken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.
LEFT DECK
Removal
NOTE: The left deck mounting arrangement is nearly
identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions.
1. Shut down engine following all the procedures
listed on page 2-1 of this Section of the manual.
2. Be certain the brake system accumulators have
been bled to release pressure.
3. Tag and disconnect all hydraulic lines and elec-
trical cables which will interfere with deck
removal. Cap all lines to prevent entrance of
foreign material.
If equipped with air conditioning and air condi-
tioning system components are to be removed,
refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
system prior to disconnecting any air condition-
ing lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lift-
ing device to the hand rail structure.
5. Remove deck mounting hardware at frame sup-
port and front upright.
6. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
Clean all mount mating surfaces before
installation.
Clean mounting area before installing ground
cables.
Be certain all electrical connections and harness
clamps are reinstalled and secure.
If the air conditioning system has been
discharged, refer to Section N, Operator
Comfort, for the correct procedure for system
service.
1. Start engine and allow systems to charge.
Observe for any air or oil leaks. Make sure all
shields, covers and clamps are in place.
2. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems, including dynamic retarding.
CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Be certain to follow proper shutdown procedures
as described on page 2-1.
B03020 Dump Body B3-1
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Rock Ejectors (Type II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3- 7
B3-2 Dump Body B03020
NOTES
DUMP BODY
Removal
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capaci-
ties and safety procedures when lifting compo-
nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
lubrication hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylin-
ders to support them after the mounting pins
are removed.
4. Remove pin retainer capscrew (4, Figure 3-2)
from each of the upper hoist cylinder mounting
eyes. With adequate means of supporting the
hoist cylinders in place, remove each of the
mounting pins (2, Figure 3-2).
5. Remove capscrews (1, Figure 3-3) and lock
nuts (2) from each pivot pin.
6. Attach a body pivot pin support fixture to
bracket on underside of dump body to aid in
supporting the pin as it is removed.
Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal of pins
is not necessary unless new pins are to be
installed.
7. Lift dump body clear off the chassis and move
to storage or work area. Block the body to pre-
vent damage to the body guide etc.
8. Inspect bushings (5, 8, & 9), body ear (4), and
frame pivot (7) for excessive wear or damage.
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)
1. Dump Body
2. Hoist Cylinder Pin
3. Hoist Cylinder
4. Pin Retainer
Installation
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capaci-
ties and safety procedures when lifting compo-
nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels.
Attach cables and lifting device to the dump body
and take up the slack as shown in Figure 3-1. Lower
body over the truck frame and align body pivots to
frame pivot holes.
2. Install shims (6, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims at the inside. A minimum of 1 shim is
required at the outside end of both frame pivots.
3. Align the hole in pivot pin (3) with capscrew
hole in pin retainer (part of body pivot ear, 4)
and push the pivot pin through the shims (6),
frame pivot (7), and into the pivot bushings (5,
9) in each side of the body pivot.
4. Install capscrew (1) through each pin and
tighten the nuts (2) to 300 ft.lbs. (407 N.m)
torque. Use washers, as necessary on the nut
side only, to ensure the capscrew does not run
out of threads when tightening.
5. Align hoist cylinder upper mounting eye bush-
ings with the hole through the body, align retain-
ing capscrew (4, Figure 3-2) hole and install the
pin.
6. Install the pin retaining capscrews and nuts and
tighten to 300 ft.lbs. (407 N.m).
7. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Capscrew - M36
2. Lock Nut - M36
3. Body Pivot Pin
4. Body Ear
5. Body Pivot Bushing
6. Shim
7. Frame Pivot
8. Pivot Bushing
9. Body Pivot Bushing
BODY PADS
It is not necessary to remove the dump body to
replace body pads. Pads should be inspected
during scheduled maintenance inspections and
replaced if worn excessively.
1. Raise the unloaded dump body to a height suf-
ficient to allow access to all pads.
Place blocks between the body and frame.
Secure blocks in place.
2. Remove hardware attaching pads to the dump
body. Refer to Figure 3-4.
3. Remove body pad and shims. Note number of
shims installed at each pad location. (The rear
pad on each side should have one less shim
than the other pads.)
4. Install new pads with the same number of
shims as removed in step 3.
5. Install the mounting hardware and torque to 65
ft.lbs. (88.1 N-m).
6. Remove blocks from frame and lower body
onto the frame.
Adjustment
1. Vehicle must be parked on a flat, level surface
for inspection.
2. All pads, except the rear pad on each side,
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 0.075 in. (1.9 mm) is
required at each rear pad. This can be accom-
plished by using one less shim at each rear
pad.
4. If pad contact appears to be unequal, repeat
the above procedure.
! IMPORTANT !
Proper body pad to frame contact is required to
assure maximum pad life.
FIGURE 3-4. BODY PAD INSTALLATION
1. Dump Body
2. Pad Mounting Hardware
3. Frame
4. Body Pad
5. Shim
6. Mounting Pad
BODY GUIDE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-5) The body guide should be
centered between the wear plates (3), with a
maximum gap of 0.19 in. (4.8 mm) at each side
when new.
2. If gap becomes excessive, replacement parts
should be installed. (Refer to the Parts Cata-
log).
HOIST LIMIT SWITCH
Refer to Section "D", Electrical System (24VDC) for
adjustment procedure of the hoist limit switch.
BODY UP SWITCH
Refer to Section "D", Electrical System (24VDC) for
adjustment procedure of the body up switch.
BODY-UP RETENTION CABLE
Any time personnel are required to perform main-
tenance on the vehicle with the dump body in the
raised position, the body-up retention cable
MUST be installed.
1. To hold the dump body in the up position, raise
the body to it's maximum height. Refer to Figure
3-6.
2. Remove the cable (3) from its stored position on
the body and install between the Rear Body Ear
(1) and the Axle Housing Ear (4).
3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse
the above procedure to remove cable assembly
and place it in the storage position.
FIGURE 3-5. BODY GUIDE
1. Dump Body
2. Body Guide
3. Body Guide Wear
Plates
FIGURE 3-6. BODY-UP CABLE INSTALLATION
1. Rear Body Ear
Structure
2. Cable Storage
3. Cable Assembly
4. Axle Housing Ear
Structure
ROCK EJECTORS
Rock Ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the Rock Ejec-
tors could allow debris to build up between the dual
wheels and cause damage to the tires.
Rock Ejectors (Type II)
Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 0.25 in.
(6.0 mm).
2. With the truck parked on a level surface, the
arm structure should be approximately 17.9 in.
(454.5 mm) from wheel housing (2). Refer to
Figure 3-8.
NOTE: With rock ejector arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-8, there must be NO
GAP at stop block (3, Figure 3-7).
3. If arm (1) becomes bent, it must be removed
and straightened.
4. Inspect mounting brackets (4, Figure 3-7), pins
(2) and stops (3) at each shift change for wear
and/or damage, and repair as necessary.
1. Rock Ejector
2. Pin
3. Stop Block
4. Mounting Bracket
FIGURE 3-7. ROCK EJECTOR MOUNTING
BRACKET
FIGURE 3-8. ROCK EJECTOR INSTALLATION
1. Rock Ejector Arm 2. Wheel Housing
NOTES:
B04018 Fuel Tank B4-1
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
LOW FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B4-2 Fuel Tank B04018
NOTES
FUEL TANK
FIGURE 4-1. FUEL TANK INSTALLATION
1. Fuel Tank
2. Capscrews & Lockwashers
3. Mounting Cap
4. Lifting Brackets
5. Breather
6. Filler Cap
7. Fuel Return Hose
8. Fuel Supply Hose
9. Fuel Gauge Sender
10. Drain Cock
11. Fuel Supply Connector
13. Low Fuel Switch
14. Wire Harness
15. Tank Mount Bracket
16. Capscrew, Flatwasher, Lockwasher
17. Flatwasher
18. Rubber Dampener
19. Ground Wire
20. Wire Harness
23. Refueling Cap
24. Fuel Receiver
Removal
1. Raise the truck body and install the body-up
cable.
2. Drain the fuel from the tank into clean contain-
ers.
3. Disconnect the fuel tank wire harness and
remove the clamps attached to the tank.
Remove ground wire (19, Figure 4-1).
4. If equipped, close the in-line shut-off valves.
Remove fuel supply hose (8) and return (hose
7). Cap the hoses and tank fittings to prevent
contamination.
5. Remove the hydraulic filter assembly on the
frame side of the tank. Support the filter assem-
bly by placing a chain over the frame rail. (It is
not necessary to remove the hydraulic hoses.)
The weight of the empty fuel tank is approxi-
mately 3725 lbs (1690 kg). Be certain to use lifting
devices with adequate capacity.
6. Attach a lifting device to tank lift eyes (4).
7. Remove lower mount capscrews (16). Remove
upper mount capscrews (2) and mounting caps
(3).
8. Lift tank assembly from brackets and move to
work area.
9. Remove fuel gauge sending unit (9), breather
(5) on top of the tank, and other fittings as
required to perform interior cleaning.
Installation
1. Thoroughly clean the frame mounting brackets
and the mounting capscrew hole threads. Re-
tap the threads if damaged.
The weight of the empty fuel tank is approxi-
mately 3725 lbs (1690 kg). Be certain to use lifting
devices with adequate capacity.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
mount caps (3, Figure 4-1), capscrews (2) and
lockwashers. Do not tighten at this time.
3. Install the four capscrews, lockwashers, and
flatwashers (16), flat washers (17), and rubber
dampeners (18) in the lower mounts and tighten
the lower mounting bolts to 310 31 ft. lbs.
(420 42 N.m) torque.
4. Tighten the trunnion mount capscrews (2) to
525 53 ft. lbs. (711 72 N.m) torque.
5. Connect the hoses removed during the removal
procedure. Install the wire harness and clamps.
Open the in-line shut-off valves, if equipped.
Repair
If a tank has been damaged and requires structural
repair, perform such repairs before final cleaning.
If a tank is to be weld repaired, special precau-
tions are necessary to prevent fire or explosion.
Consult local authorities for safety regulations
before proceeding.
Cleaning
The fuel tank is provided with a drain and a cleaning
port in the side that allows steam or solvent to be uti-
lized in cleaning tanks that have accumulated foreign
material.
It is not necessary to remove the tank from the truck
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
tact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the tempo-
rary plugs can be removed.
A small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of ser-
vice. All openings should be sealed for rust preven-
tion.
FUEL GAUGE SENDER
A fuel gauge sending unit (9, Figure 4-1) mounted on
the side of the tank provides an electrical signal to
operate the fuel gauge on the instrument panel.
Removal
1. Drain the fuel below the level of the gauge
sender.
2. Disconnect the wire from the terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
Installation
1. Clean mating surfaces, and install a new gas-
ket.
2. Reinstall the sender unit in the tank. Use care
and ensure that the float is oriented properly
and works freely in the vertical plane during
installation.
3. Reinstall the four socket head capscrews and
tighten to standard torque. Reconnect the wire
to the terminal.
4. Refill the tank and check for leaks.
LOW FUEL SWITCH
Low fuel switch (13, Figure 4-1) controls the low fuel
level indicator on the overhead warning indicator light
panel in the operator cab. The switch is calibrated to
turn on the low fuel indicator when the usable fuel
remaining in the tank is approximately 25 gallons (95
liters).
WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER
The fuel receiver (24, Figure 4-1) is mounted on the
fuel tank (1). Receiver assembly (6, Figure 4-3) is
mounted on the left hand frame rail.
Keep the cap on the receivers to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or if the tank does not com-
pletely fill, check the breather valve to see that the
float balls are in place and the outlet screen is clean.
If the valve is operating properly, the problem will
most likely be with the fuel supply system.
TANK BREATHER VALVE
NOTE: The relief pressure of the breather valve is
10.2 - 12.9 psi (70 - 89 kPa).
Removal
Unscrew breather valve (5, Figure 4-1) from fuel tank
(1).
Installation
Screw breather valve (5, Figure 4-1) into fuel tank
(1).
Disassembly
1. Remove clamp (3, Figure 4-2).
2. Remove cover (2) and screen (1).
3. Remove ball cage (10), solid ball (11), and float
balls (12).
4. Unscrew end fitting (7) from body (4).
5. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If damaged compo-
nents are evident, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
properly on the stem. If not, adjust the cage,
accordingly.
FIGURE 4-2. BREATHER VALVE
1. Screen
2. Cover
3. Clamp
4. Body
5. Valve Spring
6. O-Ring
7. End Fitting
8. Stem
9. O-Ring
10. Ball Cage
11. Solid Ball
12. Float Ball
LEFT SIDE FILL
This location permits fueling the truck from the left side.
FIGURE 4-3. LEFT SIDE FILL
1. Refueling Box
2. Filler Hose
3. Capscrew
4. Tapped Bar
5. Filler Cap
6. Receiver Assembly
7. Fuel Tank
8. Frame Rail
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
NOTES
C01021 Index C1-1
SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
C1-2 Index C01021
NOTES
C02021 Power Module C2-1
SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Preparation for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4
Removal - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-7
Installation - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
Hookup - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
C2-2 Power Module C02021
NOTES
POWER MODULE
The radiator, engine and alternator assemblies are
mounted on a roller equipped subframe which is con-
tained within the truck's main frame and is referred to
as a power module. This arrangement permits
removal and installation of these components with a
minimum amount of disconnect and by utilizing the
unique roll in/roll out feature.
Although the instructions in this section are primarily
based upon the Rollout method for major compo-
nent removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan
removal are contained later in this section. Optional
equipment may be installed on the truck, requiring
additional removal and installation steps not listed.
The procedures outlined in this section of the manual
are general instructions for power module removal
and installation. It may be necessary to perform
some procedures in a different order or use different
methods for component removal and installation,
depending on the lifting equipment available at the
mine site. Prior to removal or repair procedures, it
may be necessary to remove the body to provide
clearance for lifting equipment to be used. If body
removal is not required, the body should be raised
and the safety cables installed at the rear of the
truck.
Read and observe the following instructions before
attempting any repairs!
Preparation
illuminated.
console.
5. Place the GF cutout switch in the CUTOUT
position. (See Figure 3-1 in Section E, Propul-
sion System, for switch location.)
Tag or mark all hydraulic lines, fuel lines and
electrical connections to assure correct
hookup at time of power module installation.
Plug all ports and cover all hose fittings or
connections when disconnected to prevent
dirt or foreign material from entering.
It is not necessary to remove the radiator
prior to the removal of the power module.
However, the coolant must be drained and
the piping connected to the brake cooling
heat exchanger removed. If radiator removal
is desired or if only radiator repair is
necessary, refer to Section C, Cooling
System.
Preparation for Removal
The complete power module, including the hood
and grille weighs approximately 37,386 lbs.
(16,958 kg). Make sure lifting device to be used
has adequate capacity.
1. If radiator removal is required, refer to Section
B, Structural Components, for hood and grille
removal instructions. (Power module may be
removed with hood installed if desired.)
2. Remove driveshaft guard cover (2, Figure 2-1).
Disconnect hydraulic pump drive shaft (4) at the
drive shaft U-joint companion flange mounted
on the alternator (5).
3. Remove main alternator blower ducts to provide
clearance to raise the engine off the subframe
mounts. (Refer to Figure 2-2):
a. Disconnect cables and hoses as required.
b. Remove alternator inlet transition structure
(8) and gasket.
c. Remove wheel motor cooling air duct transi-
tion structure (5).
d. Cover all openings to prevent entrance of
foreign material.
4. Remove engine air intake duct support rods (9,
Figure 2-3). Remove any hoses or electrical
cables attached to center deck structure.
5. Attach overhead hoist to center deck structure.
Remove deck mounting hardware, lift deck from
truck and move to storage area.
6. Disconnect the air cleaner restriction indicator
nylon tubes at ports on inlet ducts.
7. Loosen clamps (5) on hump hoses (4) between
the four engine air inlet ducts and air cleaner
outlet ducts.
8. Disconnect inlet ducts at each of the four turbo-
chargers. Remove inlet ducts from truck. Cover
openings at turbochargers.
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump
2. Shaft Guard
3. Blower Duct
4. Pump Drive Shaft
5. Alternator
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
1. Electrical Cabinet
2. Intake Duct
3. Alternator Inlet Duct
4. Blower Assembly
5. Wheel Motor Duct-
Transition Structure
6. Wheel Motor Duct
7. Main Alternator
8. Alternator Inlet
Transition Structure
FIGURE 2-3. ENGINE AIR INLET PIPING
1. Air Cleaner Assemblies
2. Left Rear Intake Duct
3. Left Front Intake Duct
4. Hump Hose
5. T-Bolt Clamp
6. T-Bolt Clamp
7. Reducer Elbow
8. T-Bolt Clamp
9. Duct Support Rod
10. Right Front Intake Duct
11. Right Rear Intake Duct
9. Remove exhaust duct clamps (6, Figure 2-4).
Remove capscrews (1), lockwashers (2) and
nuts (3) retaining exhaust pipes to turbocharger
outlet flange. Remove exhaust ducts (4 & 5).
Cover opening on engine exhaust outlets.
10. Remove alternator power cable protective
cover. Disconnect all (already marked) electri-
cal cables, oil and fuel lines that would interfere
with power module removal (see Figure 2-5).
Cover or plug all lines and their connections to
prevent entrance of dirt or foreign material. To
simplify this procedure, most connections utilize
quick disconnects.
11. Close cab heater shutoff water valves, discon-
nect water lines and drain water from the heater
core. Secure water lines away from engine
compartment to prevent interference with power
module removal.
12. Drain engine coolant into clean containers for
re-use after engine installation. Coolant capac-
ity is approximately 195 gal (738 l).
13. Disconnect and remove piping (6, Figure 2-5)
from engine water pump and radiator routed to
the brake system cooling heat exchanger (7).
14. Remove upper radiator support rod (11) at each
side of radiator.
15. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders
from truck and move to storage area.
16. Refer to Section N, Operator Comfort, for proce-
dures required to properly remove the refriger-
ant. After the system has been discharged,
disconnect refrigerant hoses routed to cab at
the compressor and receiver/drier (10).
NOTE: System contains HFC-134A refrigerant.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.
FIGURE 2-4. ENGINE EXHAUST PIPING
1. Capscrew
2. Lockwasher
3. Nut
4. Front Exhaust Pipe
5. Rear Exhaust Pipe
6. Clamp Bands
FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION
1. 1. Alternator
2. 2. Rear Power Module Lift Eye
3. Rear Frame/Sub-frame Mount
4. Engine/Alternator Cradle Struc-
ture
5. Power Module Sub-frame
6. Heat Exchanger Piping
7. Heat Exchanger
8. Front Frame/Sub-frame Mount
9. Front Power Module Lift Eye
10. Receiver/Drier
11. Upper Radiator Support Rod
Removal - Power Module
Recheck to be certain all hoses, electrical cables,
ground straps etc. have been removed.
1. Remove capscrews, nuts and washers (8, Fig-
ure 2-5) securing front subframe support to
main frame.
Install safety chain around the engine subframe
cross member and main frame to prevent the
power module from rolling when the subframe
rollers are installed.
2. Remove capscrews and caps securing sub-
frame mounting bushings to the subframe sup-
port bracket (3) at rear of subframe.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
Lift power module only at the lifting points on
subframe and engine/alternator cradle structure.
(Refer to Figure 2-5 and 2-7.)
4. Locate a jack under the rear of the power mod-
ule. Raise the rear portion of engine subframe
and install subframe rollers (Refer to Figure 2-
6). Lower the rear portion of the subframe care-
fully until the rollers rest on the main frame
guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
after use, as shown in Figure 2-6.
5. Position hoist to front subframe lifting points (9,
Figure 2-5). Raise the engine subframe until the
engine is on a level plane. Remove the safety
chain.
6. Roll the power module forward sufficiently so
that adequate clearance is provided in front of
electrical cabinet for the lifting device to be
attached to the engine/alternator cradle struc-
ture (2, Figure 2-5) and front subframe lifting
points (9). Place stands or block under front of
subframe and lower hoist until front of subframe
is supported. Install safety chain to prevent sub-
frame from rolling.
7. Attach lifting device (1, Figure 2-7) to hoist and
attach to engine/alternator cradle structure and
front subframe lifting points as shown in Figure
2-7. Remove safety chain.
8. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this man-
ual.
FIGURE 2-6. SUBFRAME ROLLERS
1. Roller Assembly
2. Subframe
3. Capscrews
FIGURE 2-7. POWER MODULE LIFTING POINTS
1. Module Lifting Tool
2. Alternator
3. Lifting Points
4. Engine
5. Power Module Sub-
frame
Installation - Power Module
1. Inspect the main frame guide rails. Remove
any debris which would interfere with power
module installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (3, Figure 2-5) located at the rear of the
subframe.
3. Check the subframe rollers making sure they
roll freely and are in the roll-out position. (Fig-
ure 2-6).
4. Attach a lifting device to engine/alternator cra-
dle structure and front subframe lifting points
(Figure 2-7).
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame as far as possible
before the lifting chains contact the electrical
cabinet.
7. Place stands or blocking under front of sub-
frame to support assembly while repositioning
hoist.
8. Install a safety chain around the truck frame
and the subframe. The safety chain will prevent
the power unit from rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe
mounts are aligned and seated on the front,
main frame mounts. Reinstall safety chain.
13. Place a jack under rear of subframe to support
the power module. Raise power module just
enough to permit removing the subframe roll-
ers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-5) located on
the main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front
subframe member.
16. Install rubber bushings, capscrews, washers
and nuts in the front mounts (8, Figure 2-5).
Tighten capscrews to 525 ft. lbs. (712 N.m)
torque.
17. Install the rear subframe mounting caps and
secure caps in place with lubricated capscrews.
torque. (Refer to Figure 2-5).
Hookup - Power Module
1. Install all ground straps between frame and
subframe. Reconnect wire harnesses at power
module subframe connectors.
2. Install vertical and diagonal ladders on mount-
ing pads at front bumper.
FIGURE 2-8. POWER MODULE INSTALLATION
3. Attach hoist to the front center deck and lift into
position. Install capscrews, flatwashers, lock-
washers and nuts at each mounting bracket.
Tighten capscrews to standard torque.
4. Install engine air intake duct supports. Reinstall
intake ducts between turbochargers and air-
cleaner outlet ducts (see Figure 2-3). Clamp
securely to insure a positive seal is made. (Refer
to Figures 2-3 & 2-9 for correct installation and
alignment examples.) Install exhaust ducts (4 &
5, Figure 2-4) on turbocharger outlet flanges and
pipes at frame crossmember.
5. Connect the cab heater inlet and outlet hoses
and open both valves.
6. Install piping (6, Figure 2-5) between heat
exchanger (7) and engine water pump and radia-
tor.
7. Inspect alternator/wheel motor cooling duct gas-
kets and replace if damaged. Install Alternator
inlet transition structure (8, Figure 2-2) and
wheel motor duct transition structure (5).
8. Connect the hydraulic pump drive shaft compan-
ion flange (4, Figure 2-1) to the alternator (5).
Tighten capscrews to standard torque. Install
driveshaft guard (2).
9. Connect all remaining electrical, oil, and fuel
lines.
10. Connect the air filter restriction indicator hoses.
11. Close battery disconnect switches.
12. Connect hoses routed from cab to receiver/drier
and air conditioning compressor.
13. Refill radiator and service engine with appropri-
ate fluids. Refer to Section P, Lubrication and
Service, for capacity and fluid specifications.
14. Recharge air conditioner system per instructions
in Section N, Operator Comfort.
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C03028 Cooling System C3-1
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Removal - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Installation - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
C3-2 Cooling System C03028
NOTES
COOLING SYSTEM
RADIATOR
Removal - Radiator
1. Drain coolant from radiator and engine. Be pre-
pared to catch approximately 200 gallons (757
liters) of coolant. If the coolant is to be reused, it
must be stored in clean containers.
2. If radiator is being removed without the removal
of the complete power module, remove grille
and hood according to removal instructions in
Section B, Structural Components.
An approved recovery/recycle station must be
tioning system.
3. Refer to instructions in Section N, Operator
Comfort, and discharge the refrigerant from the
system with a recovery/recycle station. The sys-
tem is charged with HFC-134A refrigerant.
a. Remove refrigerant hose clamps and
remove the receiver/drier (7, Figure 3-1)
mounted on rear, left side of the radiator
shroud. Disconnect wiring from low pressure
switch.
b. Remove clamp and disconnect inlet and out-
let hoses (4 & 5, Figure 3-2) at the con-
denser. Remove mounting capscrews (3)
and remove condenser.
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching
hoses and wiring to radiator shroud and
reposition to allow removal of the radiator
and shroud assembly.
FIGURE 3-1. RADIATOR INSTALLATION
1. Fuel Cooler
2. Radiator
3. Upper Hoses
4. Upper Support Rod
5
7. Heat Exchanger
8. Receiver Drier
9. Mount Capscrews FIGURE 3-2. AIR CONDITIONER CONDENSER
1. Grille Structure
2. Condenser
3. Mounting Capscrews
4. Inlet Hose
5. Outlet Hose
4. Disconnect lines at fuel cooler (1, Figure 3-1).
Remove clamps securing fuel lines to radiator.
5. Unclamp and separate all upper tank lines (3)
between the radiator and engine.
6. Remove outlet elbows (2 & 4, Figure 3-3) at
bottom tanks. Cap all coolant lines to prevent
contamination.
7. Remove and cap hoses from radiator top tank
and surge tank.
8. Remove capscrews and lockwashers to free fan
guard (1 & 3, Figure 3-4) from radiator shroud
(2). The two halves of the fan guard may be dis-
assembled and removed or the complete guard
may be moved to the rear to clear the fan
shroud during radiator removal.
9. Attach hoist to lift radiator and take up slack.
NOTE: The radiator and shroud assembly weigh
approximately 5,730 lbs. (2,600 Kg.).
10. Remove the upper radiator side support rods (4,
Figure 3-1). Remove lower support rods (5).
11. Remove nuts, lockwashers, flat washers and
capscrews (2, Figure 3-5) from power module
subframe (3) at the lower radiator mounts.
12. Verify all hoses and wiring harnesses have
been removed. Lift radiator slightly with the
hoist, move assembly forward until clear of
engine fan. Move radiator to work area for ser-
vice.
FIGURE 3-3. RADIATOR PIPING
(Bottom View)
1. Drain Cock
2. Outlet Elbow (Front)
3. Radiator Mounting
Capscrews
4. Outlet Elbow (Rear)
5. Heat Exchanger
6. Engine Subframe
FIGURE 3-4. FAN GUARD
1. Fan Guard (LH)
2. Fan Shroud
3. Fan Guard (RH)
4. Engine Subframe
Installation - Radiator
1. Attach a hoist to the radiator assembly and lift
into position on the subframe.
2. Insert the capscrews, washers, and nuts (2,
Figure 3-5) at the lower radiator mounting
brackets but do not tighten at this time.
3. Inspect rubber bushings for lower support rods
(5, Figure 3-1) and replace if worn or damaged.
Install flatwashers, rubber bushings and nuts on
the lower end of radiator support rods and insert
rods into the subframe mounting brackets.
Insert remaining bushings, flatwashers and
locknuts but do not tighten. Install rods at radia-
tor brackets and tighten to standard torque.
4. Install upper support rods (4) and mounting
hardware at radiator brackets and front upright
brackets. Do not tighten at this time.
5. Adjust the lower stabilizer support rods to posi-
tion the radiator perpendicular to the subframe
within 0.12 in. (3.0 mm) measured at top of
radiator. When position is established, tighten
locknuts to 525 ft. lbs (712 N.m) torque to lock
adjustment.
6. Tighten upper support rod mounts and recheck
perpendicularity of radiator.
7. Tighten nuts on capscrews (2, Figure 3-5) at
lower radiator mounting brackets to standard
torque.
8. Install the fan guard using capscrews and
washers removed during disassembly.
9. Install upper radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps securely.
10. Install lower radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps. If outlet elbows (2 & 4, Figure 3-3) have
been removed during radiator removal, install
new gaskets during installation.
11. Route hoses to fuel cooler, clamp in place and
attach to fuel cooler fittings.
12. Reinstall air conditioning system components:
a. Install condenser, condenser hoses, and
clamps.
b. Install receiver/drier and clamp hoses.
Attach wires to low pressure switch.
c. Clamp all hoses and wiring to studs using
clamps removed during disassembly. Refer
to Section N, Operator Comfort, for complete
instructions to evacuate and recharge the air
conditioning system refrigerant supply.
13. Install grille and hood according to instructions
in Section B, Structural Components.
14. Make sure all coolant drains are closed, pipe
plugs installed, and all hoses installed. Service
cooling system with the proper mixture of anti-
freeze as recommended in Section P, Lubrica-
tion and Service Check for static leakage and
correct any leaks. Start engine and run until
cooling system reaches operating temperature,
recheck the cooling system for leakage during
engine operation.
FIGURE 3-5. RADIATOR MOUNT
1. Radiator
2. Mounting Hardware
3. Subframe
4. Battery Box
5. Outlet Elbow
RADIATOR FILLING PROCEDURE
The cooling system is pressurized due to thermal
expansion of coolant. DO NOT remove the radia-
tor cap while the engine and coolant are hot.
Severe burns may result.
1. With engine and coolant at ambient tempera-
ture, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap must be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating tempera-
ture.
Engine coolant must always be visible in the sight
gauge before truck operation.
RADIATOR REPAIR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection entails removing tubes in the radiator core
and cutting them open. This type of inspection can
indicate overall radiator condition, as well as coolant
and additive breakdown.
To perform this inspection, remove about four ran-
dom tubes from the air inlet side of the radiator.
Remove tubes from both the top and bottom cores,
and near each end of the radiator. Refer to Disas-
sembly and Assembly in this section for proper
instructions for tube removal and installation. Ana-
lyze any contaminant residue inside the tube to
determine the cause. Flush the system before return-
ing to service. Contact your nearest L&M Radiator
facility for further instruction or visit the L&M website
for further information at www.mesabi.com.
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda, or chemical additives in their boil-out tanks
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder, otherwise damage to the
radiator will result. Be sure to completely rinse the
cleaned tube/core in clean water after removing from
the boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 1200 psi.
Unlike conventional cores, you can and should get
right up next to the core with the spray nozzle. Start-
ing from the air exit side, place the high pressure
washer nozzle next to the fins. Concentrate on a
small area, slowly working from the top down. Make
sure to spray straight into the core, not at an angle.
Continue washing until the exit water is free of dirt.
Repeat from the opposite side.
Disassembly
To aid in removal of the tubes, clean the radiator
prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination.
After cleaning, spray lubricating oil at the top end
of the tubes.
1. Start at the top row of tubes, first, and use the
breaker tool (XA2307) to loosen the tube to be
removed. When using the tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the tool to lightly twist the tube back and forth
within the seals to loosen the grip. Refer to Fig-
ure 3-6.

2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-7 The upper jaw of
the tool should be positioned just below the
rectangular section of the tube. The bottom jaw
should rest on the seal. Squeeze the tool just
enough to allow the bottom of the tube to be
removed from the bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
3. Pull the tube from the top seal while simulta-
neously twisting the tube. Angle the tube only
far enough to clear the radiator during removal.
Refer to Figure 3-8. Removing the tube at an
excessive angle may cause damage to the
tube.
4. Remove all the tubes at the top, before remov-
ing the bottom tubes.
5. After all of the tubes are removed, pliers can be
used to remove the seals from the tanks. Dis-
card all seals. New seals must be used for
assembly.
FIGURE 3-6. BREAKER TOOL (XA2307)
FIGURE 3-7. INSTALLATION TOOL (VJ6567)
FIGURE 3-8. ANGLING TUBE DURING REMOVAL
Cleaning and Inspection
1. Clean tube holes using a drill with a 3/4 in. (19
mm) wire brush.
2. Clean the holes of any foreign debris and wipe
clean.
3. Clean the inside of the tanks and tubes. In most
cases just flushing the inside with a high pres-
sure hot water washer, with soap, will do the
job. If not, contact an L&M manufacturing facility
or visit the L&M website for further instruction at
www.mesabi.com.
4. Check for signs of internal blockage in tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and correc-
tive action must be taken to prevent such con-
tamination from occurring in the future. Refer to
Internal Inspection in this section.
5. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can
not be removed by buffing, emery cloth, steel
wool, or a wire wheel (wire size 0.006 - 0.008 in.
(0.15 - 0.20 mm) is acceptable for use. Use
extreme care not to mar the tube ends.
Assembly
NOTE: For easier installation, soak the seals in hot
water before installing.
1. Install the new tube seals onto the bottom tank
and the bottom side of the center tank. Do not
install seals for the top core at this time. Seals
for the top of the tubes do not have locking
grooves, bottom tube seals do. Ensure the cor-
rect seals are installed in the proper position.
The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. The seals
should be slightly convex when installed prop-
erly. Improperly installed seals are concave with
a smaller diameter hole. Refer to Figure 3-9.

2. Use a 1/2 in. (13 mm) diameter brush to lubri-
cate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
When installing tubes, start at one end and work
towards the center. After you reach the center,
move to the opposite end, and again, work
towards the center. If any of the tubes are diffi-
cult to install, do not proceed to force the tube.
Remove the tube and determine the problem.
Possible causes may be:
inadequate seal/tube lubrication
improperly installed seal
damaged seal or tube end
tube angle excessive during installation
and/or tube not centered in seal
Inspect seals for damage before trying to re-
install tube. Replace as necessary.
FIGURE 3-9. PROPER SEAL INSTALLATION
Improperly installed;
Properly installed;
slightly convex
concave
4. Working from the front of the radiator (opposite
of fan side) install the bottom row of tubes start-
ing with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the bot-
tom seal.
5. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside of the lock
ring groove in the seal. If necessary, you may
use the installation tool (VJ6567) to pull the
tube downward into the seal. The tool has a
hooking device on the end of one of the handles
for aiding in installation.
Ensure that all tube beads are seated in their
respective bottom seals.
Align and straighten all tubes during the installa-
tion of each row to allow maximum air flow
through the radiator.
6. Install tube stay ends and install the felt air baf-
fles behind the front and back rows while com-
pleting tube installation.
Pressure Testing
Radiators should be pressure tested at 15 psi for 30
minutes. Various methods of pressure testing include
the following:
Pressurize the radiator and submerge into a test
tank. Watch for leaks.
Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
Cap off radiator ports. Install an air pressure
gauge and pressurize to 15 psi. Remove the air
source and monitor the pressure gauge.
Pressurize the radiator with air, and spray sealed
joints with soapy water.
Additional Service Information
Additional service information can be found on the
L&M Radiator website located at www.mesabi.com.
FIGURE 3-10. USING INSTALLATION TOOL TO
INSTALL TUBE
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check coolant level and thoroughly inspect
system for leaks.
a. Check for proper coolant/antifreeze mixture.
b. Follow engine manufacturer's recommenda-
tions regarding use of cooling system addi-
tives.
2. Inspect radiator fins for restrictions. Be certain
the air flow through the radiator is not restricted
by debris or bent radiator fins.
3. Visually inspect fan blades for damage. Check
radiator cap sealing surfaces.
4. If equipped with a fan clutch, refer to Section N,
Operator Comfort for complete instructions for
test and repairs if required.
5. Refer to engine manufacturer's Service Manual
for information regarding test and replacement
of the coolant system thermostats.
C04027 Power Train C4-1
SECTION C4
POWERTRAIN
INDEX
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Removal - Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining The Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
C4-2 Power Train C04027
NOTES
POWER TRAIN
ALTERNATOR
Removal - Alternator
The following instructions cover the removal of the
main alternator from the engine after the power
module has been removed from the truck. (Refer to
Figure 4-2.)
When lifting the alternator, attach a hoist to the
lift eyes only. The alternator weighs approxi-
mately 8,200 lbs. (3,720 kg). Use a lifting device
that can handle the load safely.
1. Attach a hoist with two lifting chains to the two
alternator lifting eyes (8, Figure 4-2).
2. Block under the rear of the engine
a. Loosen cradle adjustments setscrews (3,
Figure 4-1).
b. Loosen engine/cradle capscrews (5, Figure
4-2).
FIGURE 4-1. CRADLE STRUCTURE
1. Cradle Structure
2. Jam Nut
3. Adjustment Setscrew
4. Subframe
5. Gap
FIGURE 4-2. ENGINE AND ALTERNATOR
1. Alternator
3. Cradle
4. Flywheel Housing
5. Capscrews
6. Engine
7. Sub Frame
8. Alternator Lift Eyes
3. Remove the access cover at the front, right side
of the engine flywheel housing. Reach through
the access openings and remove twelve [12]
capscrews (6, Figure 4-3) joining the engine
drive ring (7) to alternator rotor (8). (Rotate
crankshaft to align each capscrew with access
hole.)
Be certain all capscrews have been removed!
4. Remove sixteen capscrews (3) securing fly-
wheel housing adapter (2) to alternator housing
(1).
NOTE: The clearance between the head of capscrew
(3) and flywheel housing (4) will not permit complete
removal of the capscrews at all locations. Be sure all
the capscrew threads are completely disengaged
from alternator housing (1).
5. Take up slack in the hoist and remove cap-
screws and lockwashers (2, Figure 4-2) secur-
ing the alternator to the cradle structures.
6. Keep the alternator as level as possible and
move away from engine.
7. Note shim location and quantity. Retain shims
for possible use during reinstallation.
8. For further disassembly instructions for the
alternator, refer to the General Electric Service
Manual.
FIGURE 4-3. ALTERNATOR TO ENGINE
MOUNTING
1. Alternator
2. Flywheel Housing
Adapter
3. Capscrew (16 ea.)
4. Engine Flywheel
Housing
5. Capscrew
6. Capscrew (12 ea.)
7. Engine Drive Ring
8. Alternator Rotor
ENGINE/ALTERNATOR MATING
The following instructions must be followed to
ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
General Instructions
Never pry on the engine crankshaft damper!
Loosen or remove fan belts prior to measuring
crankshaft end-play to insure that the crankshaft
moves easily and completely.
When taking measurements, always take four
equally spaced readings and average them.
Always measure from mating surface to mating
surface.
References to crankshaft rotation; clockwise
(CW), or counterclockwise (CCW), is the
direction of rotation when looking at the front
(damper end) of engine.
Crankshaft end-play: 0.13 - 0.38 mm (0.005 -
0.015 in.)
.
Measuring Procedure
1. Thoroughly clean the alternator housing mount-
ing surface, rotor drive adapter mounting sur-
face and flywheel housing adapter mounting
surfaces.
2. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Verify end play is within 0.13 - 0.38 mm
(0.005 - 0.015 in.)
Record Total Crankshaft End_______________
3. Refer to Figure 4-4. Move the engine crankshaft
to the rear of its end travel.
a. Carefully measure Dimension C at four
locations, 90 apart:
1st measurement:___________________
2nd measurement:__________________
3rd measurement:___________________
4th measurement:___________________
Dimension C: Average______________
b. Add 1/2 (one-half) of Total End-play (Step 2).
c. Record (a + b) as;
Measurement C:___________________
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R
Max. Flywheel Housing Bore Eccentricity 0.66 mm
Max. Face Runout Flywheel Housing 0.25 mm
Max. Eccentricity of Flywheel
(Coupling Assy.)
0.18 mm
Max. Axial Runout of Flywheel Face
(Coupling Assy.)
0.25 mm
FIGURE 4-4. SHIM LOCATION
1. Alternator Housing
2. Alternator Rotor
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
A - Dimension A
B - Drive Shims
C - Dimension C
D - Housing Shims
4. Refer to Figure 4-5. Alternator End-play:
a. Using a flat steel bar (3, Figure 4-5) bolted
rigidly to the alternator rotor (2), install a 5/8"
- 11 capscrew (4) at each end into alternator
housing (1). Leave capscrews finger-tight.
b. Move alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening
the capscrews (4) one-half-turn-at-a-time.
Do NOT exceed 12.0 ft. lbs. (16.3 N.m)
torque on each capscrew. This establishes
the maximum permissIble rear travel for the
alternator rotor.
c. Alternately loosen capscrews (4) one-turn-
at-a-time, until all torque is released. Care-
fully remove the bar (3).
Note: The object is to leave the rotor in its most
rearward position.
Refer to Figure 4-4.
d. Carefully measure Dimension A (Do not
move the alternator rotor) at four locations,
90 apart, and average the measurements.
1st measurement:___________________
2nd measurement:___________________
3rd measurement:___________________
4th measurement:___________________
Dimension A:_______________Average
e. Add 0.010" to Dimension A.
f. Record (d + e) as;
Measurement A:___________________
5. Determining Shims:
Compare Measurement C (Step 3.c.) with
Measurement A (Step 4.f.).
a. If C is greater than A, subtract: (C - A) = B
B = ______________Shim pack thickness
to be installed at location B, Figure 4-4.
b. If A is greater than C, subtract: (A - C) = D
D = ________________Shim pack thickness
to be installed at location D, Figure 4-4.
Rotor-to-Drive Ring
Location B
Shim Part Number Shim Thickness
TM3467 0.004 inch
TM3469 0.007 inch
Alternator-to-Flywheel Housing Adapter
Location D
Shim Part Number Shim Thickness
TM3466 0.004 inch
TM3468 0.007 inch
FIGURE 4-5. ALTERNATOR END-PLAY
2. Alternator Rotor
3. Steel Bar
4. Capscrew
Joining The Alternator and Engine
When lifting the alternator, attach hoist to lift
eyes only. The alternator weighs approximately
8,200 lbs. (3,720 kg). Use a lifting device that can
handle the load safely.
1. Use the two top lift brackets provided on the
alternator for lifting. The top front lifting bracket
should be equipped with some method of
adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and
engage the engine drive ring (6, Figure 4-6) into
the alternator rotor drive (7) using shims B, if
required (refer to step 5.a. Determining Shims,
in Measuring Procedure).
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 175 ft.
lbs. (237 N.m) torque.
4. Install capscrews (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate
crankshaft to access and align holes. Tighten
capscrews (5) to 175 ft. lbs. (237 N.m) torque.
5. Install alternator-to-cradle structure mounting
capscrews and washers (2, Figure 4-2) and
tighten to 525 ft. lbs. (712 N.m) torque.
6. Tighten engine-to-cradle structure mounting
capscrews (5, Figure 4-2) to 345 ft. lbs. (465
N.m) torque.
Never pry on the engine crankshaft damper!
7. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Record Total Crankshaft End-play:__________
8. Compare the step 7 value to the measurement
taken before alternator was installed on engine.
The total engine crankshaft end-play (step 7)
must equal the original measurement or 0.020 in.
(0.51 mm) (alternator end-play), whichever is
smaller.
If the end-play after the alternator and engine are
assembled is less than 0.020 in. (0.51 mm), and
less than the starting engine crankshaft end-play,
Reshimming is required.
9. Rotate the crankshaft one full revolution and lis-
ten for any unusual noise caused by moving
components contacting stationary parts.
10. Install engine side cover, if removed. Install
lockwire on all alternator mounting capscrews.
11. Install access cover on flywheel housing.
FIGURE 4-6. ALTERNATOR TO ENGINE
MOUNTING
2. Point Capscrew
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
5. Capscrew
7. Alternator Rotor
B - Drive Shims
D - Housing Shims
ENGINE
Removal
Refer to instructions in previous sections for removal
instructions for the power module, alternator, and
radiator assembly.
The engine weighs approximately 20,514 lbs.
(9,305 kg) wet. Be sure lifting devices are capable
of handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove capscrews and lockwashers (5, Figure
4-7) securing front engine mount to subframe.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine.
Remove capscrews and lockwashers (2) at rear
engine mount securing engine to cradle struc-
ture (1).
Always use a spreader bar to ensure lift straps
are vertical at each lift hook.
4. Lift engine from subframe and move to clean
work area for further disassembly.
Service
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its
components can be found in the engine manufac-
turer's service manual.
Installation
1. Align engine to subframe and install front
mounting capscrews and lockwashers (5, Fig-
ure 4-7). Align and install rear engine mounting
capscrews and lockwashers (2) through cradle
structure, but do not tighten at this time. Tighten
front mount capscrews to 345 ft. lbs. (465
N.m) torque.
2. Install alternator on engine following. Refer to
Engine/Alternator Mating.
3. Tighten rear engine mounting capscrews (2) to
345 ft. lbs. (465 N.m) torque after alternator is
installed.
4. Adjust setscrew (3, Figure 4-2) to equalize gap
(5) between cradle structure (1) and subframe
(4) at left and right side. Lock setscrew with jam
nut (2).
FIGURE 4-7. ENGINE MOUNTING
1. Cradle Structure
2. Capscrews and Lockwashers
3. Engine Subframe
4. Engine
5. Capscrews and Lockwashers
6. Engine Lift Hooks
C05013 05/98 Air Filtration System C5-1
SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
General Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C5-2 Air Filtration System 05/98 C05013
NOTES
AIR CLEANERS
AIR CLEANERS
Operation
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy parti-
cles of dust and dirt by centrifugal action and then
remove finer particles by passing air through filter
cartridges.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air enter-
ing here is drawn through a series of tubes that are
designed to produce a cyclonic action. As the air
passes through the outer portion of the tubes, a cir-
cular motion is set up causing dust and dirt particles
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns
and is directed up through the center of the tubes into
the filter chamber. Here the air passes through the
main filter element and safety filter element and out
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall
reliability and engine protection.
The truck engine must be shut down before ser-
vicing the air cleaner assemblies or opening the
engine air intake system.
Never start the engine with the filter elements
removed. Engine operation with elements
removed can cause serious engine damage.
General Service Information
Inspect and empty dust collector cups at regular
intervals; daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
During operation or after the engine has been
shut down, observe the air cleaner vacuum
gauges mounted on the overhead display panel
in the operator's cab. Filter service is required
when a gauge shows maximum restriction.
Check all engine air inlet tubes, hoses and
clamps. All connections must be air tight to
prevent dirt entry.
Air cleaner housing fasteners and mountings
must be tight.
After filter service has been accomplished, reset
air cleaner service vacuum gauges by pressing
the reset button on the face of the gauge.
FIGURE 5-1. ENGINE AIR CLEANERS
1. Dust Collectors
2. Precleaner Section
3. Air Intake Cover
4. Element Cover
FILTER ELEMENT REPLACEMENT
1. Follow normal procedures and shut down the
engine. Clean dirt and dust off area around air
cleaner element cover (4, Figure 5-1).
2. Loosen large wing nut (5, Figure 5-2) on air
cleaner cover to free main element assembly
(10). Pull main element clear of assembly.
3. Inspect filter element carefully for possible dam-
age, holes, breaks, etc., which might affect
reuse of element. If element appears service-
able other than being dirty, proceed with the
cleaning procedure. If defects are found in filter
element, wing nut assembly (5) must be
removed from element assembly and installed
on the new filter element.
4. Check safety (secondary) filter element indica-
tor nut (7). If solid red area is showing, safety fil-
ter replacement is required. If center is green,
safety element does not require service.
Have a new safety (secondary) filter element on
hand before removing old one. Do not keep
intake system open to the atmosphere any longer
than absolutely necessary.
5. If indicator indicates safety filter replacement is
required, remove indicator and remove safety
filter element. Discard element; DO NOT
attempt to clean the safety element.
FIGURE 5-2. AIR CLEANER ASSEMBLY
1. Dust Cap
2. Dust Cap Gasket
3. Tube
4. Unfiltered Air Inlet
5. Wing Nut
6. Wing Nut Gasket
7. Safety Element
Indicator
8. End Cover
10. Safety Filter Element
11. Main Filter Element
12. Main Element Gasket
13. Clean Air Outlet
14. Pre-Cleaner Gasket
15. Safety Filter Element
Gasket
6. Reset the indicator nut from red to green by
gently blowing air into threaded hole from gas-
ket side of nut.
7. Install new safety element and tighten safety
indicator wing nut to 10 ft. lbs. (13 N.m) torque.
8. Install clean or new, main filter element into air
cleaner and secure with wing nut. Tighten wing
nut hand tight, do not use a wrench or pliers. If
filter element is being reused, make sure seal-
ing gasket is not damaged. The gasket must
seal completely.
9. Close and latch the dust collectors on the bot-
tom of the air cleaner assembly.
Main Filter Element Cleaning
NOTE: Remember that only the main filter elements
may be cleaned and then only if they are structurally
intact. Do not reuse an element that is damaged. DO
NOT clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
After inspection, determine the condition of the ele-
ment and choose either the washing or compressed
air method for cleaning the filter element. If the ele-
ment is clogged with carbon, soot, oil and/or dust, the
complete washing procedure will produce the best
results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen
dirt deposits. DO NOT soak elements for
more than 24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A com-
plete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140F (60C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thor-
oughly for slightest ruptures and damaged
gaskets. A good method to detect paper rup-
tures is to place a light inside the filter ele-
ment as shown in Figure 5-3, and inspect the
outer surface of the filter element. If holes or
ruptures are found, do not reuse the ele-
ment. Discard and replace with a new part.
FIGURE 5-3. INSPECTING FILTER ELEMENT
2. Clean dust loaded elements with dry filtered
compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter
material.
b. As shown in Figure 5-4, direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
air flow should be opposite of normal air flow.
c. Move air flow up and down vertically with
pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or
ruptures are noted, discard the element.
Precleaner Section
The tubes in the precleaner section of the air cleaner
assembly should be cleaned at least once annually
and at each engine overhaul. More frequent cleaning
may be necessary depending upon operating condi-
tions and local environment should tubes become
clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear
and the light should be visible.
Clean the tubes as follows if clogging is evident.
Cleaning Precleaner Tubes
Both the main and safety elements must be
installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
1. Dust can be removed with a stiff fiber brush.
DO NOT use a wire brush. Dust may also be
removed effectively using compressed air.
2. Heavy plugging of tubes may require soaking
and washing of complete precleaner section.
The following instructions cover these proce-
dures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismounting
the complete air cleaner from the truck.
3. Remove the air intake cover (3, Figure 5-1).
Remove capscrews and locknuts holding pre-
cleaner section to the cleaner assembly and
remove precleaner. The safety element must
remain in place to protect the engine intake.
4. Loosen clamps and remove dust collector cup
(1) from precleaner section. Wash dust cup with
water and liquid soap solution.
FIGURE 5-4. CLEANING FILTER ELEMENT
WITH COMPRESSED AIR
FIGURE 5-5. REMOVING DUST FROM
PRECLEANER TUBES
5. Submerge precleaner section (see Figure 5-6.)
in a solution of Donaldson D-1400 and warm
water (mix solution according to package direc-
tions). Tube section must be down. Soak for 30
minutes, remove from solution and rinse thor-
oughly with fresh water and blow dry.
6. Severe plugging may require the use of an Oak-
ite 202 and water solution. The solution should
be mixed 50% Oakite 202 and 50% fresh water.
Soak precleaner section for 30 minutes, rinse
clean with fresh water and blow dry completely.
7. Check precleaner gaskets carefully for any evi-
dence of air leaks and replace if necessary
8. Install precleaner section, with serviceable gas-
kets, on air cleaner assembly and install all
mounting hardware removed.
9. With a serviceable gasket, install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
AIR INTAKE TROUBLESHOOTING
To insure maximum engine protection, be sure that
all connections between air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow
an intake air leak.
2. Check all air cleaner gaskets for positive seal-
ing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
FIGURE 5-6. WASHING AND SOAKING
PRECLEANER SECTION
NOTES
D01033 Index D1-1
SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this Manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
DO NOT step on or use any power cable as a handhold when the engine is running.
Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is properly discharged before repairs are started.
D1-2 Index D01033
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake.
Be certain the parking brake applied indicator lamp in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Be
certain the rest warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use
the shutdown switch on the center console.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to
steer.
5. Verify the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If they
remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a tech-
nician trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet in the CUTOUT position.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND
ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform auxiliary blower motor or blower electrical circuit repairs until it has
been verified the system is de-energized.
D2024 24VDC Electrical Supply System D2-1
SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
BATTERY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
BATTERY CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC Auxiliary Battery Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Isolation Diodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Engine Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
D2-2 24VDC Electrical Supply System D02024
NOTES:
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck utilizes a 24VDC electrical system which
supplies power for engine starting circuits and most
non-propulsion electrical components. The 24VDC
engine starting circuit is supplied by four, heavy duty
Type 8D, 12 volt storage batteries. Several compo-
nents require 12VDC and are supplied by circuits
tapped off the starting batteries. Two, smaller,
12VDC batteries (Group 31Type ) supply 24VDC for
the non-propulsion components; Engine Control Sys-
tem, circuit relays, indicator lamps, etc.
The batteries are of the lead-acid type, each contain-
ing six 2-volt cells. With the engine Off, power is
supplied by batteries. During engine cranking, power
is supplied by the four engine cranking batteries only.
When the engine is running, power is supplied by an
engine driven high capacity alternator.
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of
batteries and accidents involving sulfuric acid.
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
BATTERIES
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in the Lubrication and Ser-
vice Section P, and water added if necessary. The
proper level to maintain is 3/8 to 1/2 in. (10-13 mm)
above the plates. To insure maximum battery life,
use only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes
to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to con-
tinue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solu-
tion of ordinary baking soda and a stiff, non-wire
brush and flush with clean water. Make sure none of
the soda solution is allowed into the battery cells. Be
sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering
the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80F (27C) when the specific gravity is
taken, temperature should be corrected to 80F
(27C):
For every 10F (5C) below 80F (27C), 0.004
should be SUBTRACTED from the specific
gravity reading.
For every 10F (5C) above 80F (27C), 0.004
should be ADDED to the reading.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
The rate of self-discharge of a battery kept at 100F
(38C) is about six times that of a battery kept at
50F (10C) and self-discharge of a battery kept at
80F (27C) is about four times that one at 50F
(10C). Over a thirty day period, the average self-dis-
charge runs about 0.002 specific gravity per day at
80F (27C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 1/2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
temperatures must be reached for a solid freeze.
Solid freezing of the electrolyte may crack the battery
case and damage the positive plates. As will be
noted, a charged battery is in no danger of freezing,
therefore, a battery should be kept charged, espe-
cially during winter weather.
SPECIFIC
GRAVITY
Corrected to
80F (27C)
FREEZING
TEMPERATURE -
DEGREES
1.280 -90F (-70C)
1.250 -60F (-54C)
1.200 -16F (-27C)
1.150 +5F (-15C)
1.100 +19F (-7C)
BATTERY SUPPLY SYSTEM
24VDC BATTERY CHARGING ALTERNATOR
Refer to Optional Equipment, Section M for infor-
mation regarding the truck battery charging alterna-
tor.
BATTERY BOX
The truck batteries are located in an enclosure (2,
Figure 2-1) in the center of the truck below the diago-
nal ladder. For access to the batteries, remove the
two covers by turning the cover handles counter-
clockwise until released. Lift eyes are attached to the
ends of the enclosure if the entire battery container
must be removed.
Four Type 8D batteries (4) are installed in the battery
box and are used for the 24VDC engine cranking cir-
cuit. Two smaller (Group 31 Type) batteries (3) are
installed to provide 24VDC for the truck systems
other than engine starting.
A 24VDC to 12VDC converter located in the battery
control box (1) is used to convert the 24 volt battery
system voltage to 12 volts for various truck compo-
nents.
When maintenance or repairs are performed, the
batteries can be quickly disconnected from the
starter or control circuits using the disconnect
switches located on the battery control box (1).
An external battery charger may also be connected
through auxiliary battery connectors also located on
the battery control box.
1. Battery Control Box
2. Battery Box
3. System Batteries
4. Engine Start Batteries
5. Engine (Ground Level) Shutdown
Switch
FIGURE 3-1. BATTERY BOX & BATTERY CONTROL BOX
BATTERY CONTROL BOX
The battery control box (1, Figure 2-2) is located near
the left corner of the front bumper. This box contains
the battery disconnect switches and other compo-
nents listed below.
Battery Disconnect Switches
The battery switches provide a convenient method of
disconnecting the truck batteries from the truck elec-
trical circuits without the need to remove any battery
cables.
The rear disconnect switch (10) opens the starter
battery circuit only, preventing engine startup while
still allowing battery power to the 24VDC control sys-
tem circuits if desired. The front switch (12) discon-
nects the 24VDC system batteries.
24VDC Auxiliary Battery Connectors
Two pairs of receptacles (11), located adjacent to the
battery disconnect switches are provided to attach
battery charger leads for charging the truck batteries.
In addition, these receptacles can be used for con-
necting external batteries to aid engine starting dur-
ing cold weather. When external batteries are used,
they should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.
NOTE: If both the truck cranking batteries and the
system batteries are discharged, the system batter-
ies should be recharged before attempting to start
the engine.
FIGURE 3-2. BATTERY CONTROL BOX COMPONENTS
1. Battery Control Box Housing
2. 24VDC to 12VDC Converter
3. Circuit Breaker (50A)
4. Engine Starter System Isolator
Diode
7. Engine Starter Relay
8. Battery System Isolation Diode
9. Ground Buss
10. Starter Battery Disconnect
Switch
11. Auxiliary Battery Connector
12. System Battery Disconnect
Switch
24VDC to 12VDC Converter
A DC to DC converter (2) provides a 12VDC power
source for the truck radio/cassette player, cab power
windows, and cigarette lighter.
The converter is powered by the starter circuit batter-
ies and is protected by CB60, a 70 amp circuit
breaker (6) in the input circuit. Converter output cir-
cuits are protected by CB00, a 50 amp circuit breaker
(3), both located inside the battery control box.
Isolation Diodes
Schottky type isolation diodes are used to provide
isolation between the system and the starter battery
circuits, and in the dual starter motor start command
circuits. These devices control the direction of cur-
rent flow in high current applications.
The battery system isolation diode (8) allows charg-
ing current from the battery charging alternator to
charge both system batteries, but prevents current
flow from the system batteries to the starter motors
when the engine is started.
The engine starter system isolation diode (4) pro-
vides current flow from the cranking batteries through
the engine start relay (described below) to the starter
motor engagement drives.
Engine Starter Relay
The Engine Start Relay (7) receives the signal to
begin cranking from the Start Relay located on Relay
Board No. 6. When the Engine Start Relay is acti-
vated, it provides current to the starter motors to
engage the drives and begin cranking the engine,
eliminating the need for magnetic switches.
Be certain to observe and verify polarity, connec-
tion points, and correct circuit numbers if relay
replacement is necessary. Incorrect hookup will
damage the solid state relay.
NOTES
D03028 24VDC System Components D3-1
SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
BRAKE WARNING BUZZER (BWB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
FUSE BLOCK 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
POWER DISTRIBUTION TERMINALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
PULSE VOLTAGE MODULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
5 MINUTE IDLE TIMER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
5 Minute Idle Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
TAIL LIGHT RESISTOR DIODE ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
ENGINE STARTER FAILURE DELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
LUBRICATION SYSTEM TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
AUTO LUBE DELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
BAROMETRIC PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
KONTROL POWER RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
ALARM INDICATING DEVICE (AID) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Temperature and Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Hot Switch Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Hot Switch Inverter Card (Slot 4) (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Diode Matrix (Without Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Diode Matrix (With Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
D3-2 24VDC System Components D03028
Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
DIODE BOARD - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Diode Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
RELAY BOARDS RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
RELAY BOARD IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
RELAY BOARD FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Relay Board 1 (RB1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Relay Board 3 (RB3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Relay Board 6, 7 & 8 (RB6, RB7, RB8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Installing Additional Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
24 VDC ELECTRICAL SYSTEM COMPONENTS

Do not attempt repairs until the truck is properly
shut down. Dangerous voltage levels are present
in the propulsion system while the engine is run-
ning and for a period of time after shutdown.
Refer to Section D Index for additional warnings.
TRUCK SHUTDOWN PROCEDURE
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illumi-
nated.
console.
4. Verify the LINK VOLTAGE lights on the electri-
cal cabinet and next to the DID panel in the cab
are OFF. If they remain on longer than 5 min-
utes after shutdown, the propulsion system
must be inspected by a technician trained to
investigate the cause.
5. Place the GF Cutout Switch in the CUTOUT
position throughout test and troubleshooting
procedures. (See Figure 3-1, page E3-2, Pro-
pulsion System, for switch location.)
24 VDC ELECTRICAL SYSTEM COMPO-
NENTS
The 24 VDC electrical system components shown in
Figures 3-1 through 3-3 are accessed by unlatching
the auxiliary electrical box door on the back side of
the control cabinet.
BRAKE WARNING BUZZER (BWB)
The brake warning buzzer provides an audible alarm
for the operator if a malfunction occurs in the hydrau-
lic service brake system. This buzzer is located
inside the overhead console near the left radio
speaker. Refer to Section J for additional operational
details.
AUXILIARY CONTROL CABINET COM-
PONENTS
The Auxiliary Control Cabinet (Figures 3-1 through 3-
3) is mounted on the left side of the main electrical
cabinet, near the rear of the cab. The cabinet houses
various components for the 24VDC circuits, engine
related devices and terminal strips connecting truck
wiring harnesses with the electrical cabinet, cab, etc.
The following information describes the components
in the cabinet and their operation. Additional, detailed
information for operation and troubleshooting proce-
dures not included below can be found in Section E
of this manual, the engine manufacturer's service
publications and the appropriate G.E. publications.
The electrical schematics in Section R should be
used when troubleshooting problems with the follow-
ing components.
Refer to Figure 3-1 for location of the following com-
ponents located on the back wall of the cabinet.
FUSE BLOCK 1 & 2
Fuse blocks (1 & 2, Figure 3-1) contain fuses that
protect various circuits on the truck. Always replace a
blown fuse with a new one of the same rating. For a
listing of fuse sizes and circuits, refer to the Fuse
Block chart on the last page.
POWER DISTRIBUTION TERMINALS
A 24 VDC terminal (4, Figure 3-1) and a 12 VDC ter-
minal (7) are mounted on the rear wall of the cabinet.
These terminals distribute battery voltage and 12
VDC for devices requiring reduced voltage. This 24
VDC terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
PULSE VOLTAGE MODULATOR
The Pulse Voltage Modulator (PVM) (5, Figure 3-1)
receives a load curve signal from the engine controls
and converts it to a 0 to 10 volt signal for use by a
PSC card in the Electronic Control Panel (IPC).
1. Fuse Block 1
2. Fuse Block 2
3. Dome Light Switch
4. Terminal - 24VDC
5. Pulse Voltage Monitor (PMV)
6. Ground Block (GB31)
7. Terminal - 12VDC
8. Terminal Boards (TB21-TB34)
FIGURE 3-1. AUXILIARY CONTROL CABINET - BACK WALL
ponents located on the right wall of the cabinet.
5 MINUTE IDLE TIMER COMPONENTS
The 5 minute idle timer circuit automatically provides
approximately 5 minutes engine idle time before
actual engine shutdown occurs. This system allows
the engine cooling system to circulate coolant to
reduce and stabilize engine component tempera-
tures, when engine power requirements are minimal,
resulting in extended engine life.
The circuit is controlled by a 3-position rocker switch.
Pressing the bottom of the switch will turn the circuit
OFF. The engine will shut down by use of the Key
Switch, console mounted Engine Shutdown Switch,
or the Ground Level Shutdown Switch.
With the rocker switch in the middle position, the cir-
cuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down immedi-
ately using any one of the three switches described
above.
When the top of the switch is depressed and held
momentarily, the idle timer circuit is activated. When
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The 5 minute idle timer indi-
cator lamp on the overhead display will also illumi-
nate. The engine will not shut down with the Key
Switch. Moving the Key Switch to the OFF position,
will cause the engine to shut down after the 5 minute
time delay is completed. The normal shutdown
sequence will then occur.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch (on the instrument panel) is
pressed to the OFF position, the center console
engine shutdown switch is depressed, or the Ground
Level Shutdown switch is activated, the engine will
shut down immediately, followed by the normal shut-
down of all systems.
5 Minute Idle Timer
The 5 minute idle timer (3, Figure 3-2) circuit is acti-
vated when the operator presses the 5 minute idle
timer engine shutdown switch mounted on the instru-
ment panel. (This is a momentary switch that also
latches the 5 minute idle timer in the energized posi-
tion.) When the timer is energized, internal contacts
close and energize the relay.
5 Minute Idle Circuit Test
Check 5 minute idle timer circuits as follows:
1. With the key switch ON, press the Engine Shut-
down switch firmly to the momentary position
and release (switch will return to the ON posi-
tion).
2. Turn the key switch OFF and verify the follow-
ing:
Circuit 712 (to ground) remains 24 volts for
approximately 5 minutes. After 5 minutes,
the voltage drops to 0.
The 5 minute idle indicator lamp on the
overhead display is ON when circuit 712
reads 24 volts.
3. Repeat step 1. While monitoring voltage at cir-
cuit 712, turn the key switch OFF. Turn the
engine shutdown switch off.
Verify voltage at circuit 712 drops to 0 when
the shutdown switch is turned to OFF.
TAIL LIGHT RESISTOR DIODE ASSEMBLIES
The tail light resistor diode assembly RD1, RD2 (7 &
8, Figure 3-2) is a circuit designed to vary the inten-
sity of each of the stop/tail lamp bulbs.
With the tail lights on, a resistor in series with the
lamp reduces voltage supplied to the lamp, thereby
reducing the lamp intensity. When the service brakes
are applied and the stop lights are activated, current
flows from the stop light relay, through a diode,
bypassing the resistor and applies 24 VDC to the
lamp filament.
RD1 controls the left lamp and RD2 controls the right
lamp. No adjustments are available or necessary.
ENGINE STARTER FAILURE DELAY TIMER
The Engine Starter Failure Delay Timer (2, Figure 3-
2) is used in the circuitry which detects a failure of
one of the two starter motors and provides a warning
to the operator if either starter does not energize for
at least 2 seconds when attempting to start the
engine.
FIGURE 3-2. AUXILIARY CONTROL CABINET - RIGHT WALL
1. Relay Board 8
2. Starter Failure Delay Timer
3. 5 Minute Timer Module
4. A.I.D. Panel
5. 12V Power Relay
6. Key Switch Power Relay
7. Tail Light Resistor/Diode (RD2)
8. Tail Light Resistor/Diode (RD1)
ponents located on the left wall of the cabinet.
LUBRICATION SYSTEM TIMER
Automatic Lubrication System lubrication interval is
controlled by the timer (2, Figure 3-3). Lubrication
cycle frequency can be adjusted by removing the
timer cover and selecting one of five different timing
intervals available. System on time is automatically
determined by the timer and is not adjustable. Refer
to Section P for additional automatic lubrication
system details.
AUTO LUBE DELAY TIMER
This 1 minute signal delay timer (1, Figure 3-3)
allows the lube system to attain normal grease pres-
sure without activating the low pressure warning
lamp on the overhead display.
BAROMETRIC PRESSURE TRANSDUCER
The Barometric Pressure Transducer (4, Figure 3-3)
monitors air pressure, providing a signal to a TCI
analog interface card in the Electronic Control Panel
(IPC).
KONTROL POWER RELAY
The Kontrol Power relay (3, Figure 3-3) is energized
when the Control Power switch (located in the main
electrical cabinet) is turned on. This relay isolates the
GE control power from the truck circuits and provides
power to non-propulsion system 24VDC compo-
nents.
FIGURE 3-3. AUXILIARY CONTROL CABINET - LEFT WALL
1. Auto Lube System Delay Timer
2. Auto Lube System Timer
3. Kontrol Power Relay
4. Barometric Pressure Transducer
5. Relay Board (RB3)
8. Diode Board (DB1)
ALARM INDICATING DEVICE (AID) SYSTEM
The Alarm Indicating Device (4, Figure 3-2) is con-
nected to the electrical accessories circuits to pro-
vide the operator with a warning indication of a
malfunction. This system consists of up to eight
printed circuit cards, located under the passenger
seat in the operators cab. The actual quantity of
cards will depend on options installed on the truck.
The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability
of operating an audible alarm along with the light.
The eight printed circuit cards are (refer to Figure 3-
4):
Diode Matrix (With Sound) Card (Slot 1)
Diode Matrix (Without Sound) Card (Slot 2)
Hot Switch Inverter Card (Slot 3)
Hot Switch Inverter Card (Slot 4) (Not Used)
Temperature Card (Slot 5) (Optional)
Oil Level Card (Slot 6) (Optional)
Temperature and Latch Card (Slot 7)
Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
cards are removed, make sure card numbers
correspond with housing numbers during installation
(See Figure 3-4).
The following briefly describes each card and its
function. Refer to Section R for circuit components
described below.
Coolant Level/Flasher
The Coolant Level and Flasher Card contains two
separate circuits. The flasher circuit at the top of the
card has Q12 transistor biased to be saturated when
no malfunction is present, resulting in there being 24
volt positive output on pin H of the card and on wire
12F. When a indicating circuit is activated, the
ground side of the circuit connected to card pin K is
grounded. Q12 will turn off initially and then after a
delay, adjusted by R20, will turn on and off to give
the intermittent 24 volt output.
The other half of the circuitry on the Coolant Level
and Flasher Card operates the Coolant Level Light.
The Water Level Probe connected to terminal B11
grounds the 31L circuit when the coolant in the radia-
tor is above the probe position. The coolant saturates
the probe and electrically grounds the circuit. When
the circuit is grounded, Q6 transistor is off, resulting
in no indication. When the coolant level drops below
the probe, 31L is no longer grounded and Q6 turns
on to ground the flasher through D5, ground the
Coolant Level Light through terminal D11, and
ground the alarm horn through D6. The light and
alarm horn will operate intermittently as their 24 volt
supply is from circuit 12F, the flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2K resistor is installed to replace the
probe and disable the AID system circuit.
1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
FIGURE 3-4. AID SYSTEM CARD ENCLOSURE
Temperature and Latch
The Temperature and Latch Card has two circuits to
operate two different indicating lights. The tempera-
ture circuit is controlled by a coolant temperature
sensor which decreases electrical resistance as its
temperature increases. It will have a resistance of
approximately 1000 ohms at 185F (85C) and 500
ohms at 250F (122C). Normal setting is 204F
(96C).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the High Temperature Light
through terminal D8. R14 can adjust the temperature
(resistance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The Latch Circuit monitors the accumulator pre-
charge pressure switches. When one of the pressure
switches closes, Q5 will be turned off which supplies
power to the gate of SCR Q7. With Q7 turned on, Q9
will supply the ground path to turn on the Low Accu-
mulator Precharge Indicator Light and sound the
alarm horn. The Indicator Light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch Off.
Hot Switch Inverter
The Hot Switch Inverter Card (Slot 3) is used to oper-
ate and test the service brake indicator light. In nor-
mal conditions Q4 transistor is off and the Indicator
Light is off. When the stoplight switch is activated, 24
volts is sent to pin E of the Hot Switch Inverter
Card. Transistor Q4 is turned on by this voltage and,
in turn, grounds the service brake Indicator Light.
There is no alarm horn operation with this card.
A second circuit on this card is used to operate and
test the Retard Speed Control indicator light. When
RSC is turned Off, transistor Q7 is off and the indica-
tor light is off. When RSC is turned on, 24 volts is
sent to pin J of the card. This voltage turns on Q7,
grounding the indicator light circuit.
Hot Switch Inverter Card (Slot 4) (Not Used)
Oil Level
The Oil Level Card (Optional) is used to turn on the
Low Oil Level Indicator Light to warn the operator
engine oil/hydraulic tank oil level is below acceptable
levels. The oil float is connected to a variable resis-
tor. As the oil level decreases, the resistance goes
down causing Q3 to turn on, grounding the indicator
light and alarm horn.
Temperature
The Temperature Card (Optional) is used to turn on
the High Oil Temperature Indicator Light. The indica-
tor light tells the operator hydraulic tank oil tempera-
ture has exceeded acceptable levels. Normal
temperature setting is 250F (121C). As the temper-
ature goes up the resistance in the probe decreases
providing a ground path for the indicator light and
alarm horn.
Diode Matrix (Without Sound)
The Diode Matrix Without Sound Card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the Indicator detect-
ing switch activates the circuit, it grounds the lamp
and grounds the flasher circuit through the diodes.
Any circuits connected to terminals C1 through C8
will operate in the same manner. The alarm horn is
not activated by this card.
Diode Matrix (With Sound)
The Diode Matrix With Sound Card works very much
like the other Diode Matrix Card, except that it con-
tains extra diodes to activate the alarm horn in addi-
tion to the flasher. The circuits connected to
terminals A1 through A8 operate in the same man-
ner.
Lamp Test
All of the card circuits are connected to the Lamp
Test Switch on the overhead display area. In normal
operation, these circuits are open and not functional.
When the operator pushes the Lamp Test Switch, it
activates all the indicator circuits by grounding them.
This is used to verify that all lamps are functional.
DIODE BOARD - DB1
The diode board (8, Figure 3-3) contains replaceable
diodes. Some of the diodes are used in the coil circuit
of various relays to suppress the resultant coil volt-
age spike when power is removed from the circuit,
preventing damage to other circuit components
(lamp filaments etc.). Other diodes are used to con-
trol the flow of current in a circuit as required. Resis-
tors or diodes may also be installed in sockets P7
through P12. Refer to the schematics in Section R
for specific circuits.
Diode board, DB1 contains 24 replaceable diodes.
The diodes are mounted on a plug-in connector for
easy replacement.
Diode Testing
Refer to the electrical schematic in Section R of this
manual for the specific circuit and diode to be tested.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking ears while pulling the connector off the
board. Note the connector key used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturer's
instructions for proper test.
2. An analog ohmmeter can be used to test the
diode as follows:
a. Place the meter on the X100 scale.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(key noted in step 1.) and insert connector
until locked in position on mating receptacle.
FIGURE 3-5. DIODE BOARD
1. Mounting Rail
2. Screw
3. Nut
4. Mounting Plate
5. Foam Block
6. Board
7. Diode
RELAY BOARDS
The Auxiliary Control Cabinet contains eight relay
boards to provide control for many of the 24VDC cir-
cuits. Two types of boards are used; those containing
circuit breakers in addition to 24VDC relays and a PC
board for special functions, and a second type con-
taining relays only.
All relays are interchangeable. The circuit breakers
are interchangeable, providing the circuit breaker
capacity is the same. Do not interchange or
replace any circuit breaker with one of a different
capacity than specified for the circuit. Serious
damage or a fire may result if the wrong capacity
breaker is used.
RELAY BOARDS RB1, RB3, RB4, RB5
Each relay board of this type is equipped with five
green lights (9, Figure 3-6) and one red light (7). Four
green lights are labeled K1, K2, K3, or K4. These
lights will be ON only when that particular control
circuit has been switched ON and the relay coil is
being energized. The light will not turn on if the relay
board does not receive the 24 volt signal to turn ON
a component. Each relay board has a 5th green light
that has a different function on each board.
The red Breaker Open light (if ON) indicates that a
circuit breaker (on that relay board) is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red breaker
open light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
If a control switch has been turned ON and a green
(K) light is ON, but that component is not operating,
check the following on the relay board for that circuit:
Check for a circuit breaker light that is ON.
If a circuit breaker light is ON, press all the
circuit breakers to make sure that they are
all ON. There is no visual indication which
circuit breaker has tripped. Check operation
of component. If it trips again, check the
wiring or component for cause of overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take 1minute to trip, 30
seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
Defective component. Replace component.
Poor ground at the component. Repair the
ground connection.
Service
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Block Chart at the end of this Section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up tabs and install new relay.
5. Place crossbar in original position and install
screw (10) that was removed and tighten both
screws.
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of
the same amperage capacity as the one being
removed.
1. Place battery disconnect switches in the OFF
position.
2. Unplug all wiring harnesses from relay board.
Remove four relay board mounting screws and
remove relay board from truck.
3. Remove four hold down screws (2, Figure 3-6)
(one in each corner) in circuit breaker cover
plate. Remove two screws (6) and card (5).
4. Remove nuts on wire terminal leads on the cir-
cuit breaker to be replaced. Remove mounting
screws on circuit breaker to be replaced.
5. Lift out circuit breaker. Retain flat washers from
wire terminals.
6. Install new circuit breaker of the same capacity
rating as the one removed. Install one nut and
two flat washers for each wire connection to the
new circuit breaker.
7. Install cover plate and all screws removed dur-
ing disassembly.
8. Carefully install card (5) with screws (6).
9. Install relay board in truck and connect all wiring
harnesses.
To replace a circuit panel card:
DO NOT remove the small screws that hold the
cover plate to the circuit panel. Replace circuit panel
as a complete assembly.
1. Place battery disconnect switches in the OFF
position.
2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install care-
fully.
4. Install two mounting screws (6).
RELAY BOARD IDENTIFICATION
The relay boards are identified as follows:
(Refer to Figures 3-2 and 3-3 for location.)
Relay Board 1. . . . . . . Clearance/Turn Signal
Relay Board 3. . . . . . . Stop, Retard, Backup
. . . . . . . . . . . . . . . Lights
Relay Board 4. . . . . . . Parking Brake, Horn,
Body-up, Engine Cranking
Relay Board 5. . . . . . . Head Lights
Relay Board 6. . . . . . . Engine Functions,
. . . . . . . . . . . . . . . Mid/Full Load Signals,
. . . . . . . . . . . . . . . Backup Lights & Horn,
. . . . . . . . . . . . . . . Park Brake Off Signal
Relay Board 7. . . . . . . Autolube System, Ether
Relay Board 8. . . . . . . 5 Minute Idle System,
. . . . . . . . . . . . . . . Starter Failure System
Refer to Fuse Block Chart for electrical circuit identifi-
cation numbers.
FIGURE 3-6. TYPICAL RELAY BOARDS
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
RELAY BOARD FUNCTIONS
The following describes the components and func-
tions of each relay board.
Relay Board 1 (RB1)
1 - Flasher Power Light (Green): This light will be
ON when the turn signals or hazard lights
are activated.
1 light will be ON during right turn signal
operation
2 light will be ON during left turn signal
operation
3 light will be on when clearance lights are
activated.
4 light will be flashing when the turn signals
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the
clearance light switch is turned ON.
1 - Flasher Module card.
3 - 15 amp circuit breakers (CB13, CB14, CB15)
4 - Relays
Left Turn Light Relay (K1)
Right Turn Light Relay (K2)
Clearance Lights Relay (K3)
Flasher Relay (K4)
Relay Board 3 (RB3)
1 - Light Module Display card
1 - Rev Light (Green): This light is ON whenever
the selector switch is in the reverse position,
and the key switch is in the ON position.
4 - 15 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Back-up Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
Slippery Road Relay (K4) (Not used)
Relay Board 4 (RB4)
1- Steering Pressure Bleed Down Timer Module
card.
1 - Bleed Down Light (Green): This light is ON
when the bleeddown solenoid is being ener-
gized. The bleeddown timer will energize the
solenoid for 90 seconds after key switch is
turned OFF.
2 - 5 amp circuit breakers (CB20, CB22)
1 - 15 amp circuit breaker (CB21)
4 - Relays
Park Brake Failure Relay (K1)
Engine Cranking Oil Pressure Interlock Relay
(K2)
Horn Relay (K3)
Body Up Relay (K4)
Relay Board 5 (RB5)
1 - Light Display Module card
1 - Lights Control Light (Green): This light is ON
when 24 volts is being supplied to the battery
terminal of the light switch.
5 - 15 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay (K1)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
Relay Board 6, 7 & 8 (RB6, RB7, RB8)
Relay boards 6, 7 & 8 (Figure 3-7) do not contain cir-
cuit breakers or modular cards. Additional circuits
may be added by utilizing a spare relay socket.
The following relays are installed on RB6:
Back-up Lights & Horn Relay (K1)
Engine Run/Ignition Relay (K2)
Engine Start Relay (K3)
Spare Relay (K4)
Spare Relay (K5)
Park Brake Off Relay (K6)
70% Load Signal to PSC Relay (K7)
Full Load Signal to PSC Relay (K8)
Auto Lube Pressure Relay (K1)
Auto Ether Start Relay (K2)
Auto Lube Timer Relay (K3)
Auto Lube Timer Relay (K4)
Auto Lube Solenoid Relay (K5)
Spare Relay (K6)
Spare Relay (K7)
Spare Relay (K8)
5 Minute Idle System (K1)
Starter Motor Failure #2 (K3)
Starter Motor Failure #1 (K5)
Starter Motor Failure Warning Light (K7)
Starter Motor Failure Delay (K8)
Installing Additional Circuits
To add an additional circuit using a spare relay, con-
nect the wires as described below:
The control circuit for the relays are the + and -
terminals:
+ terminal is for positive voltage.
- terminal is for grounding of the control circuit.
Either circuit can be switched open or closed to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Nor mally Open
COM terminal is for the voltage source
(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
NC terminal is connected (through the
relay) to the COM terminal when the relay
is not energized (when the control circuit
terminals + & -) are not activated).
NO terminal is connected (through the
relay) to the COM terminal when the relay
is energized (by the control circuits + & -
) being energized).
1. Circuit Board
2. Mounting Rail
3. Screw
4. Nut
5. Mounting Plate
6. Foam Block
7. Relay
FIGURE 3-7. AUX RELAY BOARD
BODY-UP SWITCH
The body-up switch (3, Figure 3-8) is located inside
the right frame rail near the front of the body and
must be adjusted to specifications to ensure the
proper electrical signal is obtained when the body is
raised or lowered. The body-up switch is designed to
prevent propulsion in Reverse when the dump body
is not resting on frame rails. The switch also prevents
forward propulsion with the body up unless the over-
ride button is depressed and held.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
Prior to adjusting the body-up switch, inspect body
pads for wear or damage and replace pads if
required. The body must be resting on the frame in
the normal body down position when adjustments
are made.
1. Loosen capscrews (2, Figure 3-8) and adjust
proximity switch bracket (3) to achieve an air
gap (dimension A) between sensing area
(crosshatched area as marked on switch) and
actuator arm (4), of between 0.50 in. (12.7 mm)
minimum and 0.62 in. (15.9 mm) maximum.
Tighten capscrews after adjustment.
2. If necessary, loosen actuator arm mounting
capscrews (5), and position arm until centered
over sensing area of switch. Vertical set up
dimension (B) should be 1.63 in. (41.5 mm).
Tighten capscrews after adjustment.
Service
Keep sensing area clean, free of metallic dust and
other debris that may damage or inhibit operation of
the proximity switch. If the switch is not functioning or
damaged, the unit must be replaced.
FIGURE 3-8. BODY-UP LIMIT SWITCH
1. Switch Mounting Bracket 2. Adjustment Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment Capscrews
HOIST LIMIT SWITCH
The hoist limit switch (5, Figure 3-9) is located inside
the right frame rail above the rear suspension (near
the body pivot pin). The hoist limit switch is designed
to stop the hoist cylinders before reaching full exten-
sion, preventing possible damage to the dump body
or hoist cylinders.
Operation
When the hoist cylinders approach maximum stroke,
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically operated
switch to close the electrical contacts. When the con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic compo-
nents cabinet) to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ment.
1. Adjust limit switch to achieve an air gap (dimen-
sion A) of 0.50 to 0.56 in. (12.70 to 14.30 mm)
between sensing area and actuator arm (3).
Retighten capscrews.
Service
Keep sensing area clean, free of metallic dust and
other debris that may damage or inhibit operation of
the limit switch. If the switch is not functioning or
damaged the unit must be replaced.
1. Body
2. Frame
3. Actuator Arm
4. Switch Mounting
Plate
5. Hoist Limit Switch
FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT
FUSE BLOCKS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
FB1-1 15 A/C, Heater Blower Motor 12H Auxiliary Control Cabinet
FB1-2 10 Windshield Washer / Wiper 63 Auxiliary Control Cabinet
FB1-3 5 Fuel Guage Engine Temp Guage Volt Meter 712G Auxiliary Control Cabinet
FB1-4 10 Key Switch Power 712P Auxiliary Control Cabinet
FB1-5 10 Hoist Solenoid 712H Auxiliary Control Cabinet
FB1-6 15 Turn / Clearance Lights 712T Auxiliary Control Cabinet
FB1-7 10 Engine Options 712E Auxiliary Control Cabinet
FB1-8 10 AID and Indicator Lights 12M Auxiliary Control Cabinet
FB1-9 10 Engine Start Failure 712SF Auxiliary Control Cabinet
FB1-10 10 Engine Shutters 712R Auxiliary Control Cabinet
FB1-11 10 Dome Light Switch 712A Auxiliary Control Cabinet
FB1-13 5 Guage Voltage 15V Auxiliary Control Cabinet
FB1-14 5 Pedal Voltage 15PV Auxiliary Control Cabinet
FB1-15 5 Engine Interface 15VL Auxiliary Control Cabinet
FB1-23 15 Cab Drive System Power 71P Auxiliary Control Cabinet
FB1-24 10 Auto Lube Timer 68A Auxiliary Control Cabinet
FB2-1 15 Dome, Fog, Ladder Lights 11SL Auxiliary Control Cabinet
FB2-2 15 Service Lights 11L Auxiliary Control Cabinet
FB2-13 10 Left Front Wheel 15LFWS Auxiliary Control Cabinet
FB2-14 10 Right Front Wheel 15RFWS Auxiliary Control Cabinet
FB2-17 10 12 V Power Plugs 67C Auxiliary Control Cabinet
FB2-18 15 R.H. Window 67R Auxiliary Control Cabinet
FB2-19 15 L.H. Window 67P Auxiliary Control Cabinet
CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CB11 15 Backup Horn and Lights 79A RB4, Auxiliary Control Cabinet
CB13 15 Clearance Lights 46 RB1, Auxiliary Control Cabinet
CB14 15 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 15 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 15 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 15 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 15 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 15 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB20 5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 15 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 15 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 15 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 15 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 15 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 15 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
NOTES:
D10002 Battery Charging Alternator D10-1
SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . D10-9
BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS: . . . . . . . . . . . . . . . . . . . . . . . D10-9
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
ALTERNATOR OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
ALTERNATOR DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
ALTERNATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
D10-2 Battery Charging Alternator D10002
SERVICE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-15
ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Preliminary Checks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Bypass Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19
STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23
ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28
BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37
Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37
Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
BATTERY CHARGING ALTERNATOR
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical sys-
tem which supplies power for all non-propulsion elec-
trical components. The 24VDC is supplied by pairs of
12 volt storage batteries wired in series. The batter-
ies are a lead-acid type, each containing six 2-volt
cells. With keyswitch ON and engine not operating,
power is supplied by batteries. When the engine is
operating, electrical power (non-propulsion) is sup-
plied by a 24 volt alternator.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
Lead-acid storage batteries contain sulphuric
acid, which if handled improperly may cause
serious burns on skin or other serious injuries to
personnel. Wear protective gloves, aprons and
eye protection when handling and servicing lead-
acid storage batteries. See the precautions in
Section A of this manual to insure proper han-
dling of batteries and accidents involving sulphu-
ric acid.
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in Lubrication and Service,
Section P, and water added if necessary. The proper
level to maintain is 3/8 - 1/2 in. (10-13 mm) above the
plates. To insure maximum battery life, use only dis-
tilled water or water recommended by the battery
manufacturer. After adding water in freezing weather,
operate the engine for at least 30 minutes to thor-
oughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell or charging battery
is extremely explosive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal. No water consumption may indicate
undercharging or sulphated plates.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solu-
tion of ordinary baking soda and a stiff, non-wire
brush and flush with clean water. Make sure none of
the soda solution is allowed into the battery cells. Dry
off battery. Be sure terminals are clean and tight.
Clean terminals are very important in a voltage regu-
lated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering
the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulphuric acid when
making specific gravity adjustments. Acid of higher
strength will attack the plates and separators before
it has a chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80F (27C) when the specific gravity is
taken, temperature should be corrected to 80F
(27C):
For every 10F (5C) below 80F (27C), 0.004
should be SUBTRACTED from the specific
gravity reading.
For every 10F (5C) above 80F (27C), 0.004
should be ADDED to the reading.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
The rate of self-discharge of a battery kept at 100F
(38C) is about six times that of a battery kept at
50F (19C) and self-discharge of a battery kept at
80F (27C) is about four times that one at 50F
(10C). Over a thirty day period, the average self-dis-
charge runs about 0.002 specific gravity per day at
80F (27C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 1/2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in Table 1 indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a 3/4
charged battery is in no danger of freezing, therefore,
a 3/4 charge or better is desirable, especially during
winter weather.
Table 10-1:
Specific Gravity
Corrected to 80 F (27 C)
Freezing
Temperature
Degrees
1.280 -90 F (-70 C)
1.250 -60 F (-54 C)
1.200 -16 F (-27 C)
1.150 +5 F (-15 C)
1.100 +19 F (-7 C)
BATTERY CHARGING SYSTEM (Niehoff)
General Description
The Niehoff model N1227 or C609 (Figure 10-1) is a
heavy duty, 24 VDC unit rated at 240 amps. A solid
state voltage regulator (6) mounted externally on the
end housing assembly provides voltage control during
operation. A single output connection (5) is located on
the face of the control unit (4) for connection to the
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located
on the front housing. A fan guard (7) protects mainte-
nance personnel from the rotating fan when the
engine is operating.
TROUBLESHOOTING PROCEDURES
(On-Truck)
Most 24 volt charging system problems can be diag-
nosed with the alternator installed on the truck, oper-
ating under normal conditions. Many problems can be
attributed to loose or corroded cable connectors. It is
essential that all battery charging circuit cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required:
Belt tension scale
Voltmeter, 0 - 40 volt range
Ammeter, 0 - 400 amp range
FIGURE 10-1. ALTERNATOR EXTERIOR
1. Belt Tension Adjustment Capscrew
2. Shaft Key
3. Pulley Bushing
4. Control Unit
5. Battery Positive Terminal
6. Voltage Regulator
7. Fan Guard
8. Cooling Fan Assembly
9. Mounting Lugs
10. Ground Terminals
Preliminary Checks
1. Check the drive belt tension as follows:
a. Apply 20.9 lbs. (9.5 kg) force at center of belt
span.
b. Belt should deflect 0.50 in. (12.7 mm).
c. Adjust tension if necessary.
Insure that an undercharged battery condition has
not been caused by accessories having been left ON
for extended periods.
2. If a battery defect is suspected, check battery
as specified in Battery - Troubleshooting in this
section.
3. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean battery cables.
4. If truck is equipped with a battery equalizer sys-
tem, verify proper operation of equalizer and
individual battery voltages. Refer to Battery
Equalizer in Section D, 24VDC Electrical Sup-
ply System.
Test Setup
1. Discharge batteries sufficiently to insure ade-
quate loading of alternator when engine is
operated during tests.
2. Open battery disconnect switch. Remove bat-
tery cable from alternator B+ terminal.
Refer to Figure 10-2 for the following steps. Meters
should be installed directly at the alternator as shown
to eliminate variations in readings due to cable
lengths etc.:
3. Install the ammeter (negative lead) to the bat-
tery positive cable removed in step 2. Install the
ammeter positive lead to the alternator B+ ter-
minal.
4. Install a voltmeter between the alternator B+
terminal (positive lead) and the ground terminal
(voltmeter negative lead).
5. Secure all test equipment leads to prevent dam-
age or short circuits when engine is started.
Reconnect battery disconnect switch.
The following tests require working near the
engine when running. Use caution when working
near engine fan, alternator fan and belt.
Test Procedure
1. Start engine, accelerate to high idle and
observe meters.
If voltmeter reading exceeds 30.5 volts, stop
engine immediately and refer to Table 2.
If batteries are sufficiently discharged, amps
should be "high" (220 amps 10%) and
voltage should be between 27.2 and 28.8
volts (normal range) or may be less than 23.7
volts if the batteries are significantly
discharged.
2. As the batteries approach full charge, the
amperage should fall as voltage rises.
3. When amps and volts readings stabilize, note
readings and refer to Table 2 to diagnosis sys-
tem condition.
Table 10-2: TROUBLESHOOTING CHART
AMPS VOLTS DIAGNOSIS
HIGH LOW
Charging system is OK. Batteries
are not yet fully charged. Wait for
charging system to bring to full
charge; amps should decrease
and voltage should stabilize
between 27.2 and 28.8 volts.
HIGH NORMAL
Watch until amps decrease or
voltage exceeds 28.8 volts. If
amps decrease and volts remain
normal, system is OK. If voltage
exceeds 28.9 volts, regulator and/
or alternator defective. Go to
Static Test.
HIGH HIGH
STOP TEST! Regulator and/or
alternator defective. Go to Static
Test.
LOW LOW
1. Recheck voltmeter leads. If
connections are OK, alternator
and/or regulator defective.
2. Perform Regulator Bypass Test
per instructions on following page:
a. If volts and/or amps
increase, alternator is OK but reg-
ulator is defective.
b. If no effect, replace alternator
LOW NORMAL
Charging system is OK.
LOW HIGH
STOP TEST! If battery and volt-
meter check is OK, regulator and/
or alternator defective.
Regulator Bypass Test
If the test procedure outlined on the previous page
indicates low current output and low voltage out-
put, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug
(3, Figure 10-3).
2. Momentarily touch the "F-" connector pin on the
alternator connector to ground.
3. Observe meter readings:
If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
If grounding the harness male pin has no
effect, the alternator is defective and should
be replaced.
FIGURE 10-2. TEST METER HOOKUP
1. Alternator Under Test
2. 0 to 400 AMP Ammeter
3. 0 to 40 VDC Voltmeter
4. Alternator B+ Terminal
5. Alternator Ground Terminal
6. Truck Batteries
FIGURE 10-3. REGULATOR BYPASS TEST
1. Alternator Control Unit
2. R Terminal (Relay)
3. E Terminal (Energize)
4. Alternator B+ Terminal
5. Alternator / Voltage Regulator
Harness Plug
1. Locknut
2. Flat Washer
3. Drive Pulley
4. Pulley Bushing
5. Retainer Ring
6. Front Bearing
7. Capscrew & Washer
8. Cover Plate
9. Control Unit Cover
10. Screw
11. Control Unit
12. Screw
13. Rotor
14. Shaft & Core
15. B+ Bolt Assembly
16. Retainer Ring
17. Nut
18. Front Stator
19. Stud
20. Shell
21. Pan Head Screw
22. Field Coil
23. Rear Stator
24. Rotor
25. Rear Bearing
26. Screw
27. Voltage Regulator
28. End Housing
29. Nut
30. O-Ring
31. Retainer Ring
32. Cooling Fan
33. Hardened Washer
34. Locknut
35. Socket Head Screw
36. Fan Guard
FIGURE 10-4. PARTS ILLUSTRATION
ON VEHICLE TROUBLESHOOTING GUIDE
ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES
Common problems, all applications:
Check alternator drive belt (s).
Check alternator positive connection
Check alternator ground connection on alterna-
tor.
Check condition of connector between regulator
and alternator.
Identify model of alternator_______________
Identify model of regulator________________
Record voltage regulator set points stated on
regulator tag:
1)_______ 2)_______ 3)_______ (if applicable)
TOOLS AND EQUIPMENT:
1 - Voltmeter (Digital type preferred.)
1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
LOW VOLTAGE OUTPUT
Causes of low voltage:
Loose drive belt.
Low state of charge of battery.
Current load on system greater than alternator
can produce.
Defective wiring or poor ground path.
Low regulator set point.
Defective voltage regulator.
Defective alternator.
HIGH VOLTAGE OUTPUT
Causes of high voltage:
Wrong regulator.
High regulator set point.
Defective regulator.
NO VOLTAGE OUTPUT
Causes of no voltage output:
No drive belt.
No battery (B+) voltage at alternator's "B+" ter-
minal (except isolator type systems).
No "link" from "R" terminal to energize ("E") ter-
minal on alternator when engine operating.
Defective regulator.
BATTERY CONDITIONS AND CHARGE
VOLTAGE REACTIONS:
NOTE: Until electrical system component
temperatures stabilize, these conditions may be
observed during cold start voltage tests.
Maintenance type:
Immediately after engine start, system volts are
lower than regulator set-point with medium
amps.
3-5 minutes into charge cycle, higher system
volts and reduced amps.
5-10 minutes into charge cycle, system volts are
at, or nearly at, regulator set point, and amps
are reduced to a minimum.
Low Maintenance types:
Same as above, except cycle times may be
longer.
Maintenance Free types:
Immediately after engine start, system volts are
lower than regulator set-point with low amps.
15-30 minutes into charge cycle, still low volts
and low amps.
15-30 minutes into charge cycle, volts rise sev-
eral tenths, amps increase gradually then
increase quicker to medium to high amps.
20-35 minutes into charge cycle, volts rise to
set-point and amps lower.
High-Cycle Maintenance Free Types:
These types respond much better than standard
maintenance free types. The charge accep-
tance of these batteries may display character-
istics similar to standard, maintenance type
batteries.
CHARGE VOLT AND AMP VALUES
Voltage and amperage levels are functions of battery
state of charge. If the batteries are charged 95% or
higher when the engine is cranked, the charge volt-
age will be near regulator set-point and the amps will
taper quickly from medium to low. True battery volt-
age is obtained AFTER removing any surface charge
from the battery or after 24 hours of non-use.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from
battery type to battery type, based on battery
construction technology and physical size of battery.
Low amps are the necessary amps that a bat-
tery will take continuously over a period of time
without damage to the battery when the battery
is in an operating system and is constantly
cycling. Batteries such as the Group-8D may
accept rates up to 15 amps over several hours
without raising their internal temperature more
than a few degrees. Group-31 batteries may
accept rates up to 5 amps over several hours
with minimal temperature rise.
Medium amps are defined as some multiple of
the low amp value, perhaps 30 amps for the
Group-8D and 10-15 amps for the Group-31.
This rate of amperage will cause a rise in bat-
tery temperature over a long period of time (4-8
hrs) and may lead to an overcharge condition if
temperature elevates too high.
High amps would be 50 to 75 amps for a Group-
8D, and 25 to 35 amps for a Group-31 size.
High amperage rates over a short period of time
(2-3 hrs.) can severely damage any battery by
overheating the battery and causing thermal
runaway. The battery, in effect, forgets its state
of charge and will accept all amps offered. The
electrolyte solution is boiled off as the battery
moves into an excessive gassing stage.
Charge voltage is the voltage delivered to the
battery when the alternator and regulator are
operating properly. This charge voltage value is
the voltage regulator's set-point. At times the
charge voltage value may be less than the regu-
lator's set-point but it will never be higher than
that set-point.
Battery voltage is the steady state voltage of the
battery. The value of this voltage relates directly
to state of charge.
B+ voltage is battery positive voltage, but does
not refer to a specific value as does battery volt-
age.
Surface charge is a higher than normal terminal
voltage a battery has when it comes off a
charger or after extended time in vehicle opera-
tion. The surface charge must be removed to
determine true battery voltage.
ADVANCED SYSTEM TROUBLESHOOTING
NO ALTERNATOR OUTPUT
Static Test - Engine OFF, Key ON, Battery Switch
ON.
Identify and locate "B+", "E", and "R" and ground
("B-") terminals on alternator and check for link from
terminal "R" to "E".
Go To Alternator
Test for battery B+ voltage (__________V) at "B+" ter-
minal on alternator:
If there is no B+ voltage on "B+" terminal,
repair VEHICLE wiring as necessary. Continue
test.
If B+ voltage is present on "B+" terminal, continue
test.
Remove strap between "R" and "E" terminal.
Connect a 12 gauge jumper wire from the "B+" termi-
nal on alternator to the "E" terminal on alternator.
DAMAGE WILL OCCUR IF UNIT IS OPERATED
WITH STRAP CONNECTED AND B+ APPLIED!
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
If there is no magnetic attraction, alternator
may not be turned on. Go to "Regulator Test"
that follows and continue test.
If there is magnetic attraction alternator is good
and regulator should be considered good.
Alternator will produce electricity because
regulator is on. This test only shows regulator as
either on or off.
NOTE: Alternator may not be turned on when engine
is operating. Go to "R" terminal test next, to prove if
vehicle "E" circuit will turn alternator on.
Go To 'R' Terminal On The Alternator
With engine running, measure value of AC voltage
from "R" terminal to "Ground".
If no AC volts are present, alternator is not
capable of turning on regulator.
NOTE: On a new, first time start up of an
alternator, the alternator may test at less than 5
volts on "R" terminal. The cause of this problem
may be loss of residual magnetism within the
alternator during shipping and handling of the
alternator. To restore the residual magnetism:
With engine off and battery switch on,
momentarily (1-2 seconds) connect a jumper wire
from 'B+' terminal to 'E' terminal. (May spark -
this is OK.) Remove jumper and restart engine.
Alternator should generate properly once the
residual magnetism is restored.
If AC voltage is approximately 14 Volts, alternator
is properly turned on and output of alternator will
be approximately 28 Volts.
If AC voltage is 3 Volts to 5 Volts, alternator is
NOT turned on (regulator is OFF) but
alternator is capable of turning on a good
regulator. NOTE: This test shows only if
alternator is capable of energizing regulator.
To check harness from alternator to regulator
go to "Regulator Connector On Alternator"
test.Continue testing.
Vehicle Charging Circuit Test Is Now Complete:
Remove all jumper wires from alternator used to test
charging circuit.
Re-test Charging Circuit For Operation With The
Engine Running:
Check charging system voltage with engine running.
If no charge voltage, test for voltage at "E"
terminal of alternator, with engine running.
If no voltage on "E" terminal, shut engine
down and inspect link from "R" terminal to
"E".
Run engine and re-test charging circuit.
Go To Regulator (If Required)
Disconnect voltage regulator from alternator. There
are no static tests available for the regulator. Con-
tinue test.
Go To Regulator Connector On The Alternator
Connect a jumper wire from ground on alternator into
"F-" pin of connector attached to alternator.
Hold a steel wrench or screwdriver near alternator
drive pulley; wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
If there is no attraction, alternator field is
defective. Replace alternator.
If there is magnetic attraction, alternator field is
good. Continue test.
With jumper still connected between "B+" terminal
and "E" terminal on alternator: Insert "+" probe of
voltmeter into "E" terminal of connector, and Ground
negative probe of voltmeter to alternator ground ter-
minal.
If meter shows no voltage, alternator is
If meter shows battery voltage, circuit is good.
Continue test.
Insert "+" probe of voltmeter into "B" pin in connector.
Insert negative probe of voltmeter into "B-" pin in
connector. (This is power circuit for voltage regula-
tor.)
If circuit shows open (no voltage), alternator is
If circuit shows B+ voltage, regulator is
defective. Replace the regulator, only.
NOTE: Turn key and battery switch OFF before
installing new regulator. Turn battery switch and key
back on AFTER installing new regulator. Continue
test.
Remove all jumper wires from alternator used to test
charging circuit.
Reconnect link from "R" terminal to "E" terminal
B+ F- E B-
METRI-PACK Connector
ALTERNATOR OVERHAUL
ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC
2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque
3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque
Either Side; R.H. side shown
4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley)
6. Fan Nut; 50 ft.lbs. (68 N.m) torque
7. Slip Bushing
8. Allowable Mounting Bracket Dimensional Span
9. F+ Stud (NOTE: F+ Stud Not On All Models)
FASTENER DESCRIPTION TORQUE SPECIFICATIONS
SAE METRIC
Pulley Nut 120 ft. lbs 163 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw 20 in. lbs. 2 Nm
Phase Terminal Screw 20 in. lbs. 2 Nm
Ground Bolt 11 ft. lbs. 15 Nm
Front & Rear Housing Hold Down Nut 18 in. lbs. 2 Nm
Tension Adjust Bolt 18 ft. lbs. 24 Nm
Rotor Hold Down Screws 45 ft. lbs. 61 Nm
Output Lead Bolt 11 ft. lbs. 15 Nm
Output Nut 20 - 22 ft. lbs. 27 - 30 Nm
Energize Terminal Nut 60 - 70 in. lbs. 7 - 8 Nm
Regulator Hold Down Screw
(for taptite screws)
32 in. lbs.
45 in. lbs.
4 Nm
5 Nm
Fan Nut 50 ft. lbs. 68 Nm
Field Coil Screw 9 in. lbs. 1 Nm
ALTERNATOR SPECIFICATIONS
VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24VDC
AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
GROUND . . . . . . . . . . . . . . . . . . . . . . . . .NEGATIVE
REGULATOR STEPS. . . . . . . . . . . . . . . . . . . . . . . .2
REGULATOR SETTINGS. . . . . . . . . . . . . 27.6 / 28.6
WEIGHT . . . . . . . . . . . . . . . . . . . . . . 65 lbs. / 29.3 kg
1. Measurements listed on the curves are for a
stabilized machine at maximum output at tem-
peratures indicated for each curve.
2. A link between "E" and "R" terminal must be
used in order to provide self energizing. If resid-
ual magnetism is lost, self energizing will not
occur until magnetism is reestablished. This is
done by disconnecting the link and applying
24V momentarily to the E terminal while the
alternator is operating. After disconnecting the
+24V signal from "E" terminal, connect the link
between the "R" and "E" terminal.
SERVICE PARTS
1 BF3715 1 LOCKNUT (1)
2 BF1997 1 FLAT WASHER (1)
3 EF3527 1 PULLEY
4 BF1966 1 BUSHING, PULLEY
5 BF1989 1 RING, RETAINER (1)
6 BF1968 1 BEARING, FRONT
7 BF1988 1 RING, RETAINER (1)
8 BF1990 15 SCREW, PAN HEAD - #8 - 32NC X 3/8" (1)
9 BF1970 1 PLATE, COVER
9.a BF3712 1 HOUSING, FRONT
10 BF2002 18 NUT - (SPECIAL)
11 BF1969 1 COVER, CONTROL UNIT
12 BF1972 1 TERMINAL, OUTPUT
13 BF1971 1 CONTROL UNIT
14 BF3716 1 BOLT (+) - 5/16" - 18NC X 3/4"
15 BF1995 1 LOCKWASHER - 5/16" (1)
16 BF1996 1 FLAT WASHER (1)
17 BF3717 1 LOCKWASHER (1)
18 BF3718 1 CAPSCREW - 1/2" - 13NC X 1" (1)
19 BF3720 1 KEY WOODRUFF (1)
20 BF1973 1 SHAFT/CORE/ROTOR ASSEMBLY
20.a BF1974 2 ROTOR ASSEMBLY
20.b BF1975 1 SHAFT/CORE ASSEMBLY
20.c BF3713 2 RING, RETAINING
21 BF1992 2 LOCKWASHER (1)
22 BF1991 2 CAPSCREW - 3/8" - 16NC X 5/8" (1)
23 BF3719 12 CAPSCREW - #10 - 32NF X 1/2" (1)
24 BF3721 9 NUT - #8 - 32NC (1)
25 BF1976 1 SHELL/STATOR/FIELD ASSEMBLY
25.a BF1977 1 STATOR, FRONT
25.b BF1980 9 STUD
25.c 1 SHELL (2)
25.d BF1981 1 BUSHING, TENSION
25.e BF1978 1 COIL
25.f BF1979 1 STATOR, REAR
26 BF3722 18 SCREW, PAN HEAD - #6 - 32NF X 3/8" (1)
27 BF3723 9 NUT - #8 (1)
28 BF1982 1 HOUSING, END
29 BF1983 1 BEARING, REAR
30 BF3724 2 SCREW, LOCK - #10 - 32NC X 5/8" (1)
31 BF1962 1 REGULATOR
32 BF3714 1 O-RING
33 BF1985 1 FAN
34 BF2003 1 FLAT WASHER (HARDENED) (1)
35 BF2004 1 LOCKNUT - 1/4" - 20NF (1)
36 BF1961 1 GUARD, FAN
37 BF3725 3 SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.NOTE: (2) NOT SOLD
SEPARATELY
Ref
No. Part No. Qty. Description
ALTERNATOR PARTS
Refer to previous page for Parts List.
ON-VEHICLE TEST
Equipment:
Belt Tension Gauge
Voltmeter, 0 - 40 Volt range
Ammeter, 0 - 400 Ampere range
Preliminary Checks:
1. Check Belt Tension. Use Belt Tension Gauge
to measure belt tension: Poly V Belt Adjustment
(20 lbs./strand): 240 lbs. maximum for 12
groove Poly V-belt.
2. Check Battery.Batteries must be in good condi-
tion and fully charged. If any battery condition is
marginal, it should be replaced with one known
to be in good condition.
For split battery pack, dual voltage systems,
battery rest voltages should agree within 0.3 V.
When "12V" battery voltage is more than 0.3 V
lower than "24V" battery voltage, check the
"12V" battery circuit to verify adequate charge.
Polarity of battery and alternator must agree;
reverse polarity will damage the alternator. The
alternator is NEGATIVE ground.
3. Check electrical connections in charging circuit.
Make sure all connections are clean, tight, and
free of corrosion. Battery connections are espe-
cially important.
4. Check Energize circuit.If alternator is not charg-
ing, check for voltage at the alternator energize
terminal. Refer to Figure 10-5 for energize ter-
minal location on the outside of the control box.
Check for battery voltage at the "E" terminal
with engine running.
Test Set-up
5. Discharge Battery as Follows:
d.Disable fuel system.
e.Turn all lights and accessories "ON". Crank
the engine for 10 - 15 seconds to discharge
battery, then stop cranking engine.
f. Turn all lights and accessories off.
g.Enable fuel system.
6. Determine setpoints of regulator. The setpoint
of the alternator is 28V. "Normal" range is within
0.2V of setpoint.
7. Attach meters as indicated by Figure 10-5, be
sure to measure voltage and amperage at alter-
nator, not at batteries or intermediate point.
If an in-line ammeter is used, disconnect battery
ground cable before connecting ammeter. Then
reconnect battery ground cable. Ammeter con-
nections must carry rated output of alternator.
Test Procedure
8. Start engine. Accelerate to high idle.
If voltmeter reading exceeds 32V for 24V system,
stop engine immediately and refer to Table 10-3.
9. Watch meter reading.If battery is sufficiently
discharged, amps should be high within 10%
of output specified by performance curve (refer
to SPECIFICATIONS, alternator RPM = engine
RPM x pulley ratio). Volts should be within or
below the "normal" range as battery
approaches full charge. Amps should fall as
Volts rise. When amps and volts stabilize, note
readings and refer to Table 10-3.
1. Alternator
2. Voltmeter
3. Ammeter
4. Battery
FIGURE 10-5.
ON-VEHICLE TEST
Bypass Test:
Disconnect plug between alternator and regulator
and momentarily touch "F-" terminal from alternator
plug to ground.
System voltage may rise above 32 volts on a 24 volt
system, during regulator bypass test. Possible dam-
age to sensitive electronic components could occur.
Refer to the "On Vehicle Troubleshooting Guide" for
an alternative to the bypass test.
CAUTION! USE HIGH SETTING ONLY FOR:
EXTREME COLD
INTERMITTENT SERVICE
MAINTENANCE - FREE BATTERIES
CHECK BELT TENSION BEFORE ADJUSTING
VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO
OTHER POST.
System voltage may rise above 32 volts on a 24
volt system during bypass test. Possible damage
to sensitive electronic components may occur.
Refer to the "On Vehicle Troubleshooting Guide"
for an alternative to the bypass test.
Table 10-3: TROUBLESHOOTING
HIGH LOW Charging system is OK. Battery is
not yet fully charged. Wait for
charging system to bring to full
charge: AMPS should fall and
VOLTS should stabilize within nor-
mal range.
HIGH NORMAL Watch until AMPS fall, or VOLTS
exceed normal range. If AMPS fall
and VOLTS remain normal, charg-
ing system is OK. If VOLTS
exceed normal, regulator and/or
field coil should be replaced (Go to
Static Tests).
HIGH HIGH Stop test. Regulator and/or field
coil should be replaced. (Go to
Static Tests.)
LOW LOW Make sure voltmeter leads are
attached at alternator. If connec-
tions are OK, alternator and/or
regulator must be repaired or
replaced. Bypass regulator (See
Figure 10-3). If VOLTS and/or
AMPS rise, alternator is OK and
regulator should be replaced. If no
effect, repair alternator. (Go to
Static Tests.)
LOW NORMAL Charging system is OK.
LOW HIGH Stop test. If battery and voltmeter
check OK, regulator and/or field
coil must be replaced.
Table 10-4: VOLTAGE REGULATOR
SYSTEM
VOLTAGE
FACTORY
SETTING
NORMAL
RANGE
24
27.5 27.2 - 27.8
28.0 27.7 - 28.3
1. Low
2. Medium
3. High
FIGURE 10-6. VOLTAGE STEP ADJUST
1. F+ Stud (some units have F+ Stud & Phase taps)
FIGURE 10-7.
BENCH TEST
Results of on-vehicle test should be confirmed
by these bench tests, if possible. When it is not
possible to perform on-vehicle test, alternator
performance can be checked quickly by referring
to these bench tests.
Equipment:
Test Bench, with 15 - 20 Hp motor set up to drive
alternator to 7000 RPM.
Voltmeter, 0 - 40 Volt Range
Ammeter, 0 - 400 Amp Range
Mount alternator on test bench according to the
bench manufacturer's instructions. Refer to Figure
10-5 for set-up to measure voltage and amperage
produced by alternator. Voltage within 0.2V of reg-
ulator setpoint is "normal". Amperage within 10% of
rated output at 5000 rpm is "high".
TEST 1 - No Load Test
Without electrical load but with battery connected,
run alternator at 5000 rpm. Refer to Table 10-5
below.
TEST 2 - Full Load Test
With load set to rated output (nameplate) 10%, run
alternator at 5000 rpm. Refer to Table 10-6.
TEST 3 - Regulator Bypass Test
Perform this test only when suggested by other tests.
Alternator connections and load same as test 2.
Bypass regulator as shown in Figure 10-7. Note
whether amps rise to within 10% of output rating
when connecting F- terminal to ground. Note whether
amps fall when disconnecting F- terminal. Then refer
to Table 10-7 below.
Limit terminal connection to a few seconds to
protect charging system from excessive voltage.
Table 10-5: N0-LOAD TEST
HIGH LOW Test bench battery is dis-
charged (or defective). Allow to
charge or replace.
HIGH NORMAL Give time to stabilize while
monitoring VOLTS. If VOLTS
rise above normal range (Table
13-2) regulator and/or field coil
must be replaced. If AMPS fall,
charging system is OK.
HIGH HIGH Stop test. Regulator and/or
field coil should be replaced.
(Go to Static Tests.)
LOW LOW Alternator and/or regulator
must be repaired or replaced.
Go to Test 3.
LOW NORMAL Regulator OK. Go to Test 2.
LOW HIGH Stop test. Bench malfunction or
wiring error.
Table 10-6: FULL-LOAD TEST
HIGH LOW Test bench battery is dis-
charged (or defective). Allow to
charge or replace.
HIGH NORMAL Charging system OK.
HIGH HIGH Stop test. Regulator and/or
field coil should be replaced.
(Go to Static Tests.)
LOW LOW Alternator and/or regulator
must be repaired or replaced.
Go to Test 3.
LOW NORMAL Increase load.
LOW HIGH Stop test. Bench malfunction or
wiring error.
Table 10-7: REGULATOR BYPASS TEST
CONNECT DISCONNECT DIAGNOSIS
Amps Rise Amps Fall Alternator is OK.
See note, replace
regulator only if low
AMPS/low VOLTS
indicated in Test 1
and/or Test 2.
No Change No Change Alternator must be
repaired. Go to
Static Tests.
Note: Before replacing regulator, check continuity of
energize circuit (refer to Static Tests, Test 5).
STATIC TESTS
Static tests are performed on the partially disas-
sembled alternator to confirm component failure
indicated by on-vehicle test or bench tests.
Equipment:
Ohmmeter, Simpson 260 or equivalent
Regulator Tester, or Ohmmeter
Diode Tester or Ohmmeter
Remove control box cover and drive pulley. Discon-
nect regulator from control unit. Remove cover plate.
Disconnect all phase leads attached to the front
housing ("P1" through "P6" in Figure 10-10).
NOTE: Refer to disassembly procedures in
Alternator Disassembly section of this manual.
Before repairing the alternator, perform all static
tests.
Regulator Tests
The regulator is normally checked using a regulator
tester. If a regulator tester is used, make connections
to regulator plug as follows (see Figure 10-4 for wire
assignments):
NOTE: Terminal locations differ on SAE and metri-
pack connectors.
Wire 1 to "Field Coil (-)"
Wire 2 to "Ground"
Wire 3 to "Field Coil (+)" or "B+"
Wire 4 to "Ignition" or "B+"
Refer to regulator tester manufacturer's instructions
for test procedure.
If regulator tester is not available, it is difficult to test
regulator for open output transistor. However, most
regulator failures are caused by shorted output tran-
sistor, so the following procedure utilizing an ohmme-
ter, will often suffice when a regulator tester is not
available.
TEST 1 - Check For Shorted Output Transistor
Set ohmmeter to x100 scale and make sure ohmme-
ter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
to other lead to terminal "B-", and observe meter
reading. Reverse leads and observe meter reading.
In one direction the meter should read less than 600
ohms. In the other direction the ohmmeter should
read very high. If ohmmeter reads zero in both direc-
tions, output transistor is shorted and regulator must
be replaced.
TEST 2 - Check Function Of Clamping Diode
Set ohmmeter to x100 scale and make sure ohmme-
ter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
the other lead to terminal "B-" and observe ohmmeter
reading. Reverse leads and observe meter reading.
In one direction the ohmmeter should read less than
600 ohms. In the other direction the ohmmeter
should read very high. If the ohmmeter reads less
than 600 ohms in both directions (short) or very high
in both directions (open) clamping diode is defective
and regulator must be replaced.
Note: If regulator failure is indicated, field coil failure
must also be suspected.
Field Coil Tests
TEST 3 - Check For Open Field Coil
Set ohmmeter to x1 scale and make sure ohmmeter
is zeroed. Connect one ohmmeter lead to "B+" out-
put stud. (NOTE: On unit with "F+" stud, connect
ohmmeter to "F+" stud). Connect the other lead to
terminal "F-" of control unit harness. Ohmmeter
should read less than 3 ohms. If ohmmeter reads
above the specified limit, the field coil is open and
must be replaced (replace or repair Stator & Shell
Assembly).
1. Ignition (E)
(Harness Lead #4)
2. Relay (R)
3. Terminal Block
4 F- (Harness Lead #1)
5. F+ (Harness Lead #3)
6. Ground Wire
from Regulator
(Harness Lead #2)
7. B+ Buss Leads to
Rectifier
FIGURE 10-8.
TEST 4 - Check For Grounded Field Coil
Set ohmmeter to x10K scale and make sure ohmme-
ter is zeroed. Connect one ohmmeter lead to terminal
"F-" of the control unit harness. Connect the other
ohmmeter lead to the front housing ground stud. The
ohmmeter should read very high. If the ohmmeter
reads less than 100K ohms, the field coil is grounded
and must be replaced (replace or repair Stator &
Shell Assembly).
Move ohmmeter lead from "F-" to "F+" (if so
equipped), or to "B+" and repeat test. The ohmmeter
should read very high. If the ohmmeter reads less
than 100K ohms, the field coil is grounded and must
be replaced (replace or repair Stator & Shell Assem-
bly).
Control Box Tests
Note: Needle point probes may be required to pene-
trate the potting compound in the control box.
Refer to Figure 10-8 for location of control box termi-
nal strip connections. Refer to Figure 10-7 for loca-
tion of control box external connections to regulator
and ignition circuit.
TEST 5 - Check Continuity Of Terminal Strip Con-
nections
Set ohmmeter scale according to Table 10-8 and
make ohmmeter connections between the terminal
strip inside the control box and control box terminals
located on the outside of the control box.
With regulator disconnected, test for continuity from
"E" terminal on control unit to connector Energize
("E") pin on regulator harness (See Figure 10-9).
TEST 6 - Diode Heat Sink Tests
Check to make sure that all phase leads are discon-
nected from the heat sink (refer to Figure 10-10).
NOTE: Heat sink diodes are de-rated for heavy duty
performance. If diode failure is detected, the entire
charging system should be examined for loose
connections (especially battery). If diode failure is
indicated, stator failure must also be suspected.
Table 10-8:
CONTROL BOX CONTINUITY CHECKS
OHMETER
SCALE
TERMINAL
STRIP
CONNECTION
CONTROL
BOX
EXTERNAL
CONNECTION
(Figure 10-5)
READING
x 10K F- GND* (B-) VERY
HIGH
x 1 F- (F-) PIN ZERO
x 1 F+ (F+)
TERMINAL
ZERO
*GND connections are made to ground terminal
located on outside of front housing.
Metri-Pack Connecter SAE Connecter
FIGURE 10-9.
1. Positive Diode Studs 2. S Phase Terminal
FIGURE 10-10.
Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short
against alternator body.
The diode heat sink assembly is normally checked
using a diode tester. If a diode tester is used, refer to
manufacturer's instructions for proper connections.
When a diode tester is not available, use an ohmme-
ter and refer to the following procedure.
Note: Do not use an AC Device such as a leakage
tester to check the diode heat sink.
TEST 7 - Check Positive Diodes
Refer to Figure 10-10. Set ohmmeter to x100 scale
and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to the "B+" output stud, connect the
other ohmmeter lead to each of the six heat sink
phase terminals "S". All six readings should be nearly
alike; either less than 600 ohms or very high. If all six
readings are not alike, the diode rectifier assembly is
defective and front housing assembly must be
replaced.
TEST 8 - Check Negative Diodes
Refer to Figure 10-6, set ohmmeter to x100 scale,
and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to "B-" terminal located on the out-
side of the front housing, connect the other ohmme-
ter lead to each of the six heat sink phase terminals
"S". All six readings should be nearly alike; and all
should read very high. If all six readings are not alike
the diode rectifier assembly is defective and the front
housing assembly must be replaced.
Reverse ohmmeter leads, and again observe resis-
tance between "B+" terminal and each of the six heat
sink phase terminals "S". All six readings should be
very high. If any reading is not alike, the diode recti-
fier assembly is defective and the front housing
assembly must be replaced.
Stator Tests
NOTE: The front stator related Phase leads are "P1",
"P2", & "P3"; The rear stator phase leads are "P4",
"P5", & "P6"
The Alternator has two separate assemblies that will
be checked individually. Make sure all phase leads
are disconnected from the heat sink (Refer to Figure
10-6).
TEST 9 - Check Front & Rear Stator
Set ohmmeter to x1 scale and make sure ohmmeter
is zeroed. Check for open stator winding by connect-
ing ohmmeter between each successive pair of sta-
tor phase leads (Refer to Figure 10-10: "P-1" - "P2";
"P2" - "P3"; "P1" - "P3"; "P-4" - "P5"; "P5" - "P6"; &
"P4" - "P6").
Note: It may be necessary to probe under the
sleeves of the phase leads in order to make electrical
contact. Ohmmeter should read less than 1 ohm
between each pair of stator phase windings. If
ohmmeter reads very high, the stator is open and
must be replaced (replace or repair stator or stator /
shell assembly).
Set ohmmeter to x10K scale and make sure ohmme-
ter is zeroed. Check for shorted stator windings by
connecting ohmmeter between each phase lead
("P1", "P2", "P3", "P4", "P5", & "P6") and the ground
terminal located on the outside of the front housing.
Ohmmeter should read very high. If ohmmeter reads
zero for the related test point, the stator is grounded
and must be replaced (replace or repair stator or sta-
tor / shell assembly).
Note: Grounded stator is difficult to confirm by static
test. Examine stator for burnt insulation or loose coil.
ALTERNATOR DISASSEMBLY
Notes: Disassemble alternator only as far as
necessary to replace defective part(s).
For stator removal, refer to BF4822 Stator Service
Tool Instructions.
In this publication, Front Housing refers to the Drive
End Housing, and Rear Housing refers to the
opposite end housing.
Fan Removal
1. Remove fan guard.
2. Use a 3/4" socket wrench to loosen nut attach-
ing fan to alternator. Keep shaft from rotating by
holding the pulley in a vise, jaws padded with
brass or aluminum (Figure 10-11).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.
Pulley Removal
1. Use a 15/16" socket wrench on the pulley nut.
Clamp the pulley in a vise, jaws padded with
brass or aluminum, and loosed pulley nut (Fig-
ure 10-13).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
4. Remove woodruff key from shaft.
5. Remove pulley bushing from shaft.
Regulator Removal
1. Disconnect regulator from alternator harness.
2. Remove mounting hardware from regulator
mounting feet (Figure 10-12).
3. Remove regulator.
FIGURE 10-11.
FIGURE 10-12.
FIGURE 10-13.
End Housing Removal
1. Remove nine flanged locknuts from stator-tube
assembly studs at rear of end housing.
2. With a gear puller, remove end housing from
alternator (Figure 10-14).
Rear Rotor Removal
1. Remove six flanged locknuts from core studs or
six self tapping screws (1, Figure 10-15). Scribe
location of stud or screw holes on rotor face
plate.
2a.Use three 10-32 UNF x 2" long machine
screws as jacks in the three threaded holes
of rotor end plate (Figure 10-16). Pull rotor
off of core gradually by working screws
against core in sequence. If rotor resists
movement, see alternate method below.
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen any built up
rust in that area. Remove the rotor ele-
ment. If resistance is still felt, use the
method described in "2a.", plus the air
hammer.
Rear Bearing Removal
There are two types of rear bearing systems in
use:
1. For press fit rear bearings, support end hous-
ing on blocks with rear side facing up. Use a
proper tool and press to remove rear bearing
and seal.
2. The loose fit rear bearing is retained on the
shaft and core assembly and can be removed
with a pulley puller.
FIGURE 10-14.
1. Self Tapping Screws
FIGURE 10-15.
1. Machine Screws
FIGURE 10-16.
Front Housing Removal
Note: All control box and front housing connections
are coated with RTV Silicone Rubber. Remove RTV
Silicone Rubber as alternator is disassembled.
1. Remove five screws from control box cover.
2. Remove control box cover (Figure 10-17 A).
3. Loosen terminal strip screws and disconnect 2
field leads (white wires) from control box termi-
nal strip.
4. Remove six screws from front housing cover
plate (Figure 10-17 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 10-17 C).
7. Remove the six phase leads from the diode
studs and push the phase leads back through
the large openings in front housing (this will
facilitate separation of front housing from tube).
8. Remove nine flanged locknuts from stator/tube
assembly studs at front of front housing.
Note: The Front housing is attached to the rotor/shaft
core assembly.
9. Separate front housing with the rotor/shaft/core
assembly from the stator/tube assembly. Light
taps with a soft faced mallet will help in the sep-
aration of parts.
10. Support front housing on wood blocks. Using a
press, press shaft through front housing bear-
ing.
1. Cover
2. Field Leads
(white wires)
3. Front Cover Screw
FIGURE 10-17.
Control Unit
(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 10-18 and -19 for the following
steps:
1. Remove the top cover of the control unit
assembly (Five screws).
Before removing the old control unit assembly,
observe wire position by wire function, not wire
color. Wire connections on some units are not
color coded.
2. Remove bolt and lock washer attaching "B+"
buss from the rectifier assembly to "B+" output
terminal.
3. Remove four attaching screws from the front of
the control unit assembly. Pull control unit - face
plate forward to permit easy disconnection of
wire ends from "R" (or phase terminals) and
"B+" terminals. Leave the regulator harness
with grommet resting on frame while sliding
face plate up and off grommet.
4. Remove the phase lead wire from "R" terminal
(or phase terminals) on the face plate. Be care-
ful not to move or reroute the phase lead.
5. Disconnect the field leads from "F-" terminal
and "B+" terminal of the terminal block.
6. Disconnect the regulator harness ground wire
from the end housing. (lead #2)
7. Remove the terminal block from the housing.
NOTE: Two nuts are used as spacers underneath
the terminal block on attaching screws.
8. Desolder "B+" lead from the terminal block.
Take care to position "B+" lead coming from the
rectifier assembly.
Do not cut "B+" lead at terminal block. "B+" lead
does not have slack.
9. Discard the old face plate assembly with regula-
tor connector harness assembly.
10. Clean old RTV from the top and the face of con-
trol unit area of the housing.
11. Inspect leads from field coil and rectifier assem-
bly for chaffing, and repair as necessary.
1. Ignition (E)
(Harness Lead #4)
2. Relay (R)
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3)
6. Ground Wire from Reg.
(Harness Lead #2)
7. B+ Buss Leads to
Rectifier
FIGURE 10-18. TYPICAL CONTROL UNIT
1. Cover Screws (TOP) 2. Control Unit Screw
FIGURE 10-19.
Front Bearing Removal
1. Remove retaining ring (1, Figure 10-27) from
front outer side of front housing.
2. Remove retaining ring (3, Figure 10-27) from
rear inner side of front housing.
3. Support front housing on blocks and with a
press, remove front bearing (4, Figure 10-27)
from front housing. Use Tool BF4818 (Figure
10-28).
Front Rotor Removal
1. Remove six flanged locknuts from core studs or
six self tapping screws (Figure 10-20).
2a.Use three 10-32 UNF x 2" long machine
screws as Jacks in the three threaded
holes of rotor end plate (Figure 10-21). Pull
rotor off core gradually by working screws
against core in sequence.
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen the built up
rust in that area. Remove the rotor ele-
ment. If resistance is still felt, use the
method described in "2a." above, plus the
air hammer.
Field Coil Removal
Do not attempt to repair field coil. Replace the whole
assembly.
1. Mark the position of field coil leads (white wires
with spade terminals) on stator. New fields will
be positioned in same opening in stator assem-
bly, as the old field leads.
2. Remove the screws attaching field coil bobbin
to stator tabs (Figure 10-22).
3. Use tool BF4820 to rotate field coil bobbin
about 20 degrees to disengage bobbin ears
from stator tabs.
Note: Some force may be required to break the
perma-fill coating on the tabs.
1. Flanged Locknuts or Screws
FIGURE 10-20.
1. Jack Screws
FIGURE 10-21.
1. Bobbin Removal Tool
(BF4820)
2. Stator & Shell
Assembly
FIGURE 10-22.
4. After rotating field coil bobbin, remove field coil
through back of stator and shell assembly (end
away from leads) while allowing field leads to
slide through opening in front stator assembly.
Notes: As field coil is removed from stator and shell
assembly note and mark position of leads relative to
drainage holes in shell for reassembly (Figure 10-
23).
Loctite should be used on all screws and nuts as
machine is assembled, except where told otherwise.
For stator installation, see BF4822 Stator Service
Tool Instructions.
ASSEMBLY- ALTERNATOR
Field Coil Assembly
1. Lay stator and shell assembly on its side,
phase leads to the left (Figure 10-24).
2. Insert field coil from right hand side of stator
and shell assembly, field leads (white wires with
spade terminals) facing toward phase leads.
3. As field coil is inserted into stator and shell
assembly thread the field leads through the
proper openings between the front stator wind-
ings.
FIGURE 10-23.
1. Field Leads 2. Remove or insert
field coil from this
end.
FIGURE 10-24.
4. Seat field coil bobbin ears over stator tabs (Fig-
ure 10-25) by inserting field winding and rotat-
ing about 20 degrees after insertion with tool
BF4820. Align screw holes in bobbin ears with
screw holes in stator tabs.
Note: Bobbin ears go over stator tabs as viewed from
both ends of tube assembly.
5. Make sure field coil leads (white spade termi-
nals) are pulled through proper stator openings
with no slack at the field coil and that neither
wire is pinched by the bobbin ears.
6. Using eighteen screws coated with loctite, fas-
ten field coil bobbin ears to stator tabs (Figure
10-26). Tighten screws to 8-10 lb-in. (0.9- 1.1
Nm) torque.
Note: If field coil leads cannot be threaded through
stator openings with the terminal attached, unsolder
terminals, remove sleeving and then insert leads.
After field coil is in place slip sleeving on field leads,
solder terminals to wires and slip sleeving back over
terminal.
Front Bearing Assembly
1. Clean bearing I.D. surface of front housing.
2. Install retaining ring in rear inner groove of front
housing.
Note: This retaining ring has two flat sides (3, Figure
10-27).
3. Coat outer race of front bearing (4, Figure 10-
27) with thin coat of loctite.
1. Field Coil Bobbin Ear
FIGURE 10-25.
FIGURE 10-26.
1. Retaining Ring
(Tapered)
2. Front Housing
3. Retaining Ring
(Flat, both sides)
4. Bearing - Outer Race
FIGURE 10-27.
4. Using tool BF4818 and a press, press front
bearing into front housing until bearing seats
against retaining ring (Figure 10-28). Outer ring
will be installed after housing is placed on shaft.
Front Rotor Assembly
1. Position rotor assembly on front end of shaft
and core assembly.
Note: Front end of shaft and core assembly has
woodruff key slot in shaft (Figure 10-29).
2. Using six flanged locknuts or self tapping
screws, fasten rotor assembly to shaft and core
assembly. (Loctite should be applied to studs or
screws before installing). Torque flanged lock-
nuts to 45 in. lbs., 5.0 Nm, screws to 65 lb-in,
7.3 Nm.
Note: Center studs or holes of core in the center of
slot in rotor plate.
Front Housing - Rotor, Shaft & Core Assembly
Note: When replacing shaft and core assembly,
(using ring seal) refer to Figure 10-39 before
proceeding with assembly.
1. Support rotor, shaft and core assembly on
blocks with the rear bearing end down.
2. Position bearing in front housing assembly onto
shaft, drive side of housing facing up.
3. Using tool BF4810 press bearing on shaft until
bearing inner race seats on shaft shoulder (Fig-
ure 10-30).
4. Install tapered retaining ring with tapered side
to front outer side, in front outer groove of front
housing (2, Figure 10-27).
1. Tool (BF4818)
FIGURE 10-28.
1. Shaft
2. Stud
3. SLot
FIGURE 10-29.
1. Arbor Press 2. Tool (BF4810)
FIGURE 10-30.
Front Housing - Rotor, Shaft & Core Assembly
1. Support stator, field coil & shell assembly on
blocks, with the six phase leads (black wires)
and the two field leads (white wires) pointing
up.
Note: Care must be used when setting stator, field
coil & shell assembly on blocks that neither the stator
windings nor the studs are damaged.
2. Set the front housing-rotor, shaft & core assem-
bly into the stator, field coil & shell assembly
(core goes through the field coil bobbin). Align
mounting foot of front housing with mounting
foot on shell (Figure 10-31). As the shell studs
come through the holes in the front housing,
guide the six phase leads (black wires) and two
field leads (white wires) through the large open-
ings in the front housing (Figure 10-31).
3. Make sure that shell and front housing are
seated together completely.
4. Fasten front housing to shell by installing nine
flanged locknuts on shell studs (apply Loctite to
studs before installing locknuts). Torque flanged
locknuts to 18 in. lbs. (2.0 Nm) maximum.
5. Route the two field leads (white wires) through
the hole in the front housing to the control box.
Connect the field leads to the control box termi-
nal strip; one lead to the "B+" terminal the other
lead to the "F" terminal (Figure 10-32, Figure
10-8).
Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short to
front housing.
6. Using 6 nuts (coat with Loctite) attach the six
phase leads (black wires) to diode studs.
Note: Insulator and washer placed over positive
diode stud before securing phase terminal for
positive diode locations. Refer to Figure 10-33. If
insulator or washer were lost during disassembly,
replace before attaching phase lead.
7. Rotate shaft and make sure rotor does not con-
tact wires.
8. Coat the six phase terminals and the two field
terminals with RTV Silicone Rubber, type 3141
(flowable type). If control unit assembly requires
a replacement, skip step 9 and proceed to Con-
trol Unit Assembly Replacement.
9. Use five screws (coat with Loctite) to attach
control box cover to control box. Torque screws
to 20 in. lbs. (2.2 Nm).
1. Mounting Foot
2. Phase Leads
3. Field Leads
4. Drain Holes
FIGURE 10-31.
1. Field Leads 2. Phase Leads
FIGURE 10-32.
Control Unit Assembly Replacement
Refer to Figures 13-34 and 13-35 for the following
steps:
1. Hold the new regulator connector harness in its
approximate installation position and bend
wires into their proper position.
2. Solder both the regulator connector lead "3",
and the output lead from "B+" buss, to the ter-
minal block, "B+" position. (right of center)
3. Position nuts on the terminal block attaching
screws about 2 threads from the tip of the
screw.
NOTE: These nuts are used as spacers.
4. Attach the terminal block to the alternator hous-
ing.
CAUTION: Thread both screws in evenly so as
not to cock the terminal block. Failure to keep the
terminal block parallel to the housing may break
the terminal block.
5. Attach the ground lead from the regulator har-
ness (lead "2") to the housing.
6. Route the regulator harness under B+ buss
leads. Care should be taken to keep the regula-
tor connector flat with A pin properly posi-
tioned.
NOTE: Wires in steps 7 & 8 should slant away from
both "E" & "R" terminals (down and left, as viewed
from outside).
1. Field Leads 2. Phase Leads
FIGURE 10-33.
1. Ignition (E) (Harness Lead #4)
2. Relay (R)
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm)
torque
6. Terminal Block Screw; 30 in. lbs. (3.5 Nm)
torque
7. Ground Wire from Regulator
(Harness Lead #2)
8. 24 in. lbs. (2.7 Nm) torque
9. B+ Buss Leads to Rectifier
10.When replacing output stud only; tighten to
12-15 ft.lbs. (16-20 N.m) torque, coat with
epoxy.
10. Solder here.
10. Apply RTV here.
10. Tighten to 180 in.lbs. (20 N.m) torque.
FIGURE 10-34.
1.Cover Screws (TOP) 2. Control Unit Screw
NOTE: Tighten nine screws to 20 in.lbs.
(2 Nm) torque.
FIGURE 10-34.
7. Position the insulating sleeving over wire termi-
nals prior to attaching ring terminals to "E" & "R"
(or phase terminals) studs.
NOTE: Assembly sequence for "E" & "R" terminal (or
phase terminals) is: insulator-flatwasher-terminal-
nut.
8. Position the control unit-face plate and attach
the regulator harness lead "4" to "E" terminal on
the face plate.
9. Attach the alternator phase lead to "R" terminal
(or phase terminals) on the face plate.
10. Use RTV #732 on the face of the housing. Use
Loctite in mounting screw holes for the face
plate.
11. Install the face plate onto the housing while slid-
ing slot in the face plate onto grommet on regu-
lator harness. Attach the face plate to the
housing with 4 screws.
12. Attach "B+" buss leads from rectifier to the back
of "B+" terminal.
13. Position "B+" buss leads from rectifier so that
the leads will not contact inside ends of "E" or
"R" terminals (or phase terminals).
14. Attach leads from the field coil to the terminal
block at "F" and "B+" positions.
15. Use RTV #732 to reseal the housing where the
field coil leads enter the housing.
16. Use RTV #3140 on inner ends of "R" (or phase
terminals) and "E" terminals, on the terminal
block, and all exposed wires on inner end of
"B+" stud to prevent corrosion.
17. Apply RTV #732 on the top of the housing.
18. Use five screws (coat with Loctite) to attach
control box cover to control box. Tighten screws
to 20 in. lbs. (2.2 Nm) torque.
Rear Rotor Assembly
1. Place rotor assembly on shaft and core assem-
bly inside stator, field coil and shell assembly
(Figure 10-36).
NOTE: Align stud or screw holes of core with scribe
marks on rotor, or center studs or screw holes of core
in the center of slots in rotor plate as shown in Figure
10-36.
2. Use six flanged locknuts or self tapping screws
to fasten rotor assembly to shaft and core
assembly (Apply Loctite to studs before install-
ing locknuts). Torque flanged locknuts to 45 in.
lbs. (5.0 Nm), screws to 65 in. lbs. (7.3 Nm).
End Housing Assembly
1. Stand alternator on front end.Observe extra
care when installing housing if rotor shaft is
equipped with dust cap and ring seal carrier, as
ring seal must compress to enter into housing
bore.
NOTE: If shaft has ring seal, rear housing must have
chamfer on bearing bore. Studs from stator, field coil
and shell assembly will come through holes in end
housing.
2. Ring Seal Conversion The fan and shaft/core
assemblies have been modified to accommo-
date a new bearing ring seal design (Figure 10-
37). These changes affect alternators manufac-
tured after January 1996. The changes affect
the shaft and fan hub diameters on full units and
service parts. When new service parts are used
to repair units manufactured before January
1996, the ring seals and lip seals must be
removed.
1. Studs or Screws
FIGURE 10-35.
To use new service parts on product manufac-
tured before the modification date, follow these
instructions:
Fan Replacement (Fan with Ring Seal)
Remove the fan and rear bearing seal. Remove
the old fan assembly from the alternator.
Note: On older units a puller may be required to
remove the old fan from shaft. Using a pry bar or
large screwdriver, remove the rear bearing seal from
end housing. Do not remove bearing.
Installation Of New Fan On Old Assembly
(Figure 10-38).
Remove the ring seal from the new fan, if
present.Install the new fan onto the shaft and
slide into position. Place fan nut and washer
onto the shaft and tighten to 55 ft.lbs (75 N.m).
Shaft/Core Replacement
Remove old shaft/core assembly. Remove the
shaft/core assembly from alternator (as directed
in this publication). Remove the front seal from
the old end housing.
Install New Shaft/Core Assembly
(Figure 10-39)
Remove the ring seal from the new shaft/core
assembly, if present.Install the shaft/core
assembly into the alternator (as directed in this
manual).
3. Apply Loctite to studs, then install nine flanged
locknuts on studs.Torque flanged locknuts to 18
in. lbs. (2.0 N.m) maximum.
4. Install cover plate on front housing with six
screws.
1. Ring Seal Groove
2. Ring Seal
3. Bearing
4. O-Ring
5. Ring Seal
6. Ring Seal Groove
7. Fan Mounting
Hardware
8. Fan Guard Screws
FIGURE 10-36.
1. Bearing Seal
2. Bearing
3. Ring Seal Groove
4. Fan Guard Screws
5. Fan Mounting
Hardware
FIGURE 10-37.
1. Ring Seal Groove
2. Bearing
3. Bearing Seal
4. Fan Mounting
Hardware
5. Fan Guard Screws
FIGURE 10-38.
1. Insertion Tool (BF4821) placed here.
FIGURE 10-39.
Rear Bearing Assembly
1. Assembly alternator, including end housing, but
leave out rear bearing and fan. Make sure
mounting feet are aligned.Install front pulley
bushing on shaft.
2. There are two types of rear bearing systems
used: press fit and loose fit.
Press Fit Bearings
Stand alternator on front end, in a press, supporting
the front bearing bushing. Insert bearing over rear
end of shaft. Place bearing insertion tool (part of
BF4821 package) over bearing and press until inner
race of bearing is seated onto shaft shoulder (Figure
10-41). Use caution when bearing outer race begins
to enter end housing bore because misalignment at
this point can damage housing.

Loose Fit Bearings
Before starting installation of loose fit rear bearings,
check that O-ring is greased (grease with Amoco
Rykon or equivalent) and properly installed in O-ring
groove in housing bore. Continue with bearing instal-
lation as above.
3. Turn shaft by hand to make sure it spins freely.
Fan and fan hardware can now be installed.
Regulator Assembly
1. Set regulator on rear housing with regulator
plug toward control box.
2. Using mounting hardware (coated with Loctite),
attach regulator to end housing (Figure 10-42).
Torque screw to 32 in. lbs. (3.6 N.m) maxi-
mum.
3. Connect regulator to regulator harness from
control unit.
1. Ball Bearing
2. Shaft
3. Support
4. Bushing
5. Front Housing
6. End Housing
7. BF4821 Insertion
Tool
FIGURE 10-40.
FIGURE 10-41.
Fan Assembly
1. Place fan assembly on shaft (Figure 10-43).
Note: If fan hub has ring seals and carrier as ring
seal must compress ring enters housing.
When repairing units manufactured before June
1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Fig-
ure 10-38).
2. Use hardened washer and locknut to fasten fan
to alternator. Place alternator and pulley into
vise. With a 3/4" socket, tighten fan nut (Figure
10-43). Torque fan nut to 50 in. lbs. (68 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
Pulley Assembly
NOTE: Do not hold fan to prevent shaft rotation. Fan
damage may result.
1. Install pulley bushing on shaft.
2. Press Woodruff Key into shaft.
3. Position pulley on shaft.
4. Install pulley nut and hardened washer on shaft.
Place alternator and pulley into vise. With a 15/
16" socket on the pulley nut (Figure 10-44).
Torque pulley nut to 120 ft. lbs. (162.7 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
FIGURE 10-42.
FIGURE 10-43.
BF4822 STATOR SERVICE TOOL INSTRUCTIONS
Function of Service Tool
This tool has been designed to remove and install
stators in alternators. The user of this tool must be
familiar with basic disassembly and reassembly tech-
niques of dual stator alternators. Proper assembly
and use of this tool will result in correct placement of
stators inside the shell (indexing of stator, with
respect to stator leads). Read through these
instructions to familiarize yourself with the
names of various tool components prior to
attempting stator removal or installation.
Stator Removal And Replacement
Shell Assembly Preparation (Refer to Figure 10-45)
The field coil and shell studs must be removed from
the shell assembly before a stator can be removed.
REMINDER: A narrow, 1 - 3" wide, support ring is in
the tool package (not pictured). This ring is used
when necessary, to provide additional tool height to
prevent the jack screw from protruding through the
bottom thrust plate and preventing proper tool use.
1. Position the bottom thrust plate in work area.
2. Place the first support ring on the bottom thrust
plate.Make sure the support ring seats in the
mating groove in the bottom thrust plate.
3. Place the shell assembly on the support ring
with the stator to be removed, facing up.
4. Place the second support ring on top of the
shell assembly.Reach inside the support ring
and position the stator leads inside and away
from the top of the shell assembly.
Pressure Plate Set-up (Refer to Figure 10-46)
5. Thread the 3/8" diameter guide pin into the
pressure plate, from the hub side of the pres-
sure plate. The threaded hub on the pressure
plate faces up, toward the top thrust plate.
6. Lay the top thrust plate on the pressure plate as
you pass the guide pin through the curved slot
in the top thrust plate.
7. After properly placing the thrust washer (not
shown on drawing) on the jack screw, insert the
jack screw through the top thrust plate and
thread the jack screw into the pressure plate
about 1".
8. Lift the top thrust plate up and off the guide pin.
Turn the top thrust plate so that the guide pin
does not re-enter the slot.Lower the top thrust
plate and allow it to rest on top of the guide pin.
9. Lubricate approximately 1" of the jack screw
where it enters the pressure plate with white
lube or a wheel bearing type of grease. Also
place a dab of this grease on both sides of the
thrust washer that is placed under the hex head
of the jack screw.
10. Position the stator leads so that they will not
snag on the pressure plate when the pressure
plate is being inserted into, then through, the
stator. Bend the stator leads over the top of the
support ring (this will help to eliminate interfer-
ence).
11. Wrap a clean shop towel around the jack screw
and lift the pressure plate/jack screw/top thrust
plate assembly. Insert the pressure plate into
and through the top stator assembly. Position
the pressure plate in the space between the two
stators, where the field coil had been. Turn the
pressure plate to align the poles of the pressure
plate with the poles of the stator. This is easily
done by grasping both the jack screw and guide
pin and twisting. The pressure plate will then
rotate. Before releasing the assembly, make
sure the top thrust plate will once again rest on
the end of the guide pin, not the support ring.
12. Position the stator leads inside the support ring.
Firmly grab the top thrust plate at the outer
edge, twist slightly until the guide pin enters the
curved slot. Lower the top thrust plate onto the
support ring. The top of the support ring should
enter the mating groove in the top thrust plate.
13. Thread the jack screw in, until the head of the
jack screw contacts the top thrust plate.
14. Look through the large diameter holes (torque
arm holes) in the thrust plate to confirm the
proper seating of the pressure plate steps
against the stator. Adjust the pressure plate as
necessary.
NOTE: The pressure plate is properly seated when
the outer edge of the pressure plate presses against
the field coil mounting tabs on the stator. Make sure
that ALL field coil mounting tabs are in contact with
the pressure plate.
15. Continue threading the jack screw in, until sig-
nificant resistance is felt. Check position of the
pressure plate again.
16. If the tool assembly attempts to rotate after sig-
nificant resistance is felt, insert torque arm into
the large diameter holes in top thrust plate and
use torque arm to prevent tool assembly from
rotating. Continue threading jack screw in until
stator is removed from shell, observe caution
below.
CAUTION: The movement of the stator should be
checked often during stator removal process.
Use the exposed portion of the guide pin as an
indicator of stator movement. Tension on the
removal tool will abruptly cease when the stator
is free of the shell. The service technician may be
startled by this abrupt looseness, exposing the
technician to potential injury. Keep the stator ser-
vice tool vertical. Do not use the tool laying on its
side.
Stator Installation
(Refer to Figure 10-45)
Shell Assembly Preparation
The bore that is to receive the new stator should be
clean and free from burrs.
1. Position the bottom thrust plate in the work
area.
2. Place the pressure plate, threaded hub facing
down, on the bottom thrust plate. Align the
smooth bored hole in the pressure plate with
the keyed hole in the bottom thrust plate. Insert
the correct length locating rod through the pres-
sure plate and into the bottom thrust plate.
NOTE: The correct length locating rod is a rod that
has a hole that will allow the locating pin to pass
through both the locating rod and shell drain hole.
3. Place new stator on the stator indexing pins on
the bottom thrust plate.
NOTE: Proper placement of the stator is achieved
when the single stator lead aligns with a stator slot
next to the other stator's single lead. The finished
shell assembly will have a slot arrangement of two
leads-space, two leads-space, two leads-space.
The front stator is placed on the stator indexing
pins with the leads pointing down.
The rear stator is placed on stator indexing pins
with leads pointing up.
Position the stator leads so they will not be
damaged during stator installation.
4. Place a support ring on the bottom thrust plate.
Make sure the support ring is seated in the mat-
ing groove in the bottom thrust plate.
5. Position the shell assembly on the support ring.
Shell bore to receive new stator must be facing
down.
6. Insert 3/8" diameter locating pin, from outside of
shell, into and through, center drain hole in the
shell assembly. Pass locating pin through shell
assembly and into correct hole in locating rod.
The locating pin must be in both shell and locat-
ing rod to maintain stator alignment during sta-
tor installation.
7. Place second support ring on shell/stator
assembly.
1. Bottom Thrust Plate
2. Stator Index Pins
3. Guide Pins
4. Jack Screw
5. Locating Rod (Long)
6. Locating Pin
7. Locating Rod (Short)
8. Pressure Plate
FIGURE 10-44.
Pressure Plate Setup (Refer to Figure 10-46)
8. Place thrust washer on jack screw. Lube the
jack screw for 1", about 1" from the tip of the
jack screw. Lubricate approximately 1" of the
jack screw where it enters the pressure plate
with white lube or a wheel bearing type of
grease. Also place a dab of this grease on both
sides of the thrust washer that is placed under
the hex head of the jack screw.
Insert the jack screw through the top thrust
plate. Screw jack screw into the pressure plate
about 5 turns. Place a dab of lube on both sides
of the thrust washer under hex head of the jack
screw. Screw jack screw into the pressure plate
until contact is make between head of the jack
screw and top thrust plate.
9. Continue threading the jack screw in, until sta-
tor contacts shell/shell assembly. Measure from
top of locating pin to the top of the top thrust
plate. Record this measurement as starting
point to be used later.
10. Check the position of stator leads by looking
through the large torque arm holes in the top
thrust plate. Turn jack screw until significant
resistance is encountered.
NOTE:If the tool assembly starts to rotate, insert
torque arm into holes in the top thrust plate for
additional leverage.
11. Check the distance the stator has been inserted
into the shell by measuring from the top of the
locating pin to the top of the top thrust plate
(first measurement taken in step 9, above). This
measurement should increase, which indicates
the stator is entering the shell.
12. After the stator has been properly seated, disas-
semble the tool. Pull the stator leads through
the correct slots. Continue with the alternator
assembly as per instructions in this manual.
1. Top Thrust Plate
2. Support Ring
3. Stator & Shell
Assembly
4. Support Ring
5. Bottom Thrust Plate
6. Torque Arm
7. Front Stator
8. Rear Stator
FIGURE 10-45.
NOTES
E01012 Index E1-1
SECTION E
ELECTRICAL PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section R of this manual.
E1-2 Index E01012
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED.
Before attempting repairs or working near propulsion system components, the following precau-
tions and truck shutdown procedure must be followed:
DO NOT step on or use any power cable as a handhold when the engine is running.
NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional
procedures are required before it is safe to do so. Refer to Truck Shutdown Procedures,
this Section, for additional propulsion system safety checks to be performed by a technician
ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INI-
TIATED. It requires approximately 5 minutes after the truck is shut down before the Link Volt-
age has dissipated.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR
AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far
enough to disconnect the card connector from the backplane connector. Disconnect the bat-
tery charging alternator lead wire and open the battery disconnect switches. The welding
ground electrode should be attached as close as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid
laying welding cables across or near truck wiring harnesses or power cables; voltages can be
induced in adjacent cables, damaging electrical components.
E02014 01/02 Electrical Propulsion System Components E2-1
SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Auxiliary Blower System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
TRUCK CONTROL INTERFACE PANEL (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID PANEL EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
STATE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Transitions Between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
De-Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Self-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
E2-2 Electrical Propulsion System Components 01/02 E02014
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
AUXILIARY BLOWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
EVENT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Event Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Power On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
To Record and Save a Data Pack to a Floppy Disk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-41
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
PSC - TCI Communications processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Entering/Exiting Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
PROPULSION SYSTEM COMPONENT ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44
ELECTRONIC ACCELERATOR AND RETARD PEDALS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE pub-
lication for detailed information and theory of opera-
tion.
A list of commonly used propulsion system compo-
nent abbreviations is listed in Table V at the end of
this Section. Figures 2-3 through 2-8 illustrate the
physical location of these components where appli-
cable.
GENERAL SYSTEM DESCRIPTION
The AC drive system consists of the following major
components:
Alternator coupled to a diesel engine
Auxiliary Blower System
Gate Drive Power Converters
Main Rectifier
AC Power Inverters
AC Induction Traction Motors
The Alternator supplies three phase power for the
Auxiliary Blower System, Gate Drive Power Convert-
ers and Main Rectifier. The Main Rectifier supplies
DC power to two AC Power Inverters. Each AC
Power Inverter inverts the rectified DC voltage, deliv-
ering variable voltage, variable frequency power to
each of the AC Induction Traction Motors.
Refer to the diagram in Figure 2-1 for the following
description.
The two AC Induction Traction Motors, each with its
own Inverter, are connected in parallel across the
rectified output of the Alternator. The Inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link, or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter opera-
tion. At higher speeds, the DC link voltage is applied
to the motors using square wave inverter operation.
The voltage of the DC link is dependent upon the
Propulsion System Controller (PSC) and engine
RPM during propulsion. The link voltage will vary
between 600 and 1400 volts during propulsion and
600 and 1500 volts during retarding.
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon con-
trolled rectifier (SCR) bridge. A starting boost circuit
initially energizes the alternator from the truck batter-
ies until the flux builds up enough to sustain excita-
tion.
Cooling air for the Alternator only is supplied by an
internal fan assembly mounted on the rear. Cooling
air for the traction system is provided by an AC motor
driven auxiliary blower mounted behind the electrical
cabinet. The auxiliary blower motor is controlled by
an auxiliary inverter which receives 3-phase AC
power from the alternator. This blower provides cool-
ing air to the traction motors, propulsion inverters,
dynamic retarding choppers, and auxiliary inverter.
Blower speed is regulated by the PSC by monitoring
component temperatures to determine cooling
needs.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor Inverters. The amount of retard
power dissipated by the grid package is controlled by
a GTO Chopper circuit and stage-controlled contac-
tors.
The PSC, mounted in the main Electrical Control
Cabinet, determines optimum engine operating
speeds based on what the operator requests, propul-
sion system requirements, and efficient fuel usage.
Interfaces between the PSC and the truck brake sys-
tem allow the PSC to provide proper retarding, brak-
ing, and wheel slide control.
The PSC interfaces with the Truck Control Interface
(TCI), mounted in the Electrical Interface Cabinet
mounted behind the cab at the side of the electrical
control cabinet. System status and control signals
are transmitted and received between these two
components. An RS422 serial link enables the TCI to
access real time data and event information stored in
the PSC for displaying on a Diagnostic Information
Display (DID), located in the cab behind the opera-
tor's seat.
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
SYSTEM COMPONENTS
Auxiliary Blower System
The Auxiliary Blower System, mounted behind the
main electrical cabinet, consists of the blower assem-
bly and control electronics; power inverter/phase
control rectifier, power filter capacitor bank, and
power filter inductor.
The control electronics provide a 3-phase, AC, vari-
able voltage/variable frequency output to the blower
motor. Output frequency (blower motor speed) is
controlled by the PSC.
Propulsion System Controller (PSC)
The PSC (17FL320 Panel) is the main controller for
the AC Drive System. The Panel receives input sig-
nals from speed sensors mounted on the alternator
and traction motors, voltage and current feedback
signals from various control devices, and status/com-
mand inputs from the Truck Control Interface (TCI).
Using these inputs, the PSC controls the two Invert-
ers, retarding circuits, relays, contactors, and other
external devices to provide:
Propulsion and wheel slip control
Retarding and wheel slide control
Engine speed control
Auxiliary blower speed control.
Event detection
Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by maintenance
personnel.
Log event data
Store statistical data of the history of various
component and system function operations.
Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
Communicate with the TCI to exchange
propulsion PTU data (propulsion real time,
history, diagnostic, and parameter data: software
code etc.)
Drive the operator cab status and warning lamps.
The PSC contains the following internal, removable
printed circuit boards and an external fiber optic
board. Brief descriptions of board functions are as
follows:
*17FB127 Power Supply: Supplies regulated
+15VDC, -15VDC, and +5VDC for internal
panel use and 15VDC external circuits.
17FB147 System CPU Card: Provides serial
communications and control functions; RS232
communications to PTU.RS422 high speed
communications to TCI.Microprocessor controls
for internal panel circuits.
17FB104 Digital I/O Card: Receives digital
inputs and feedback information from various
propulsion and control system components.
Digital outputs drive propulsion system contac-
tors, relays and provide equipment enable com-
mands.
17FB143 System Analog I/O Card: Receives
engine and auxiliary blower speed signals, volt-
age and current signals for main alternator, link
voltage and current, retard pedal input, retard
lever input.Controls retard effort, engine speed
request, Auxiliary Blower speed, AFSE firing
pulses.
**17FB134 Inverter 1, 2 I/O Cards (2 ea.):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for use by
the Inverter 1 & 2 CPU cards. (See note below.)
**17FB138 Inverter 1, 2 CPU Cards (2 ea.):
Microprocessor control for inverters 1 & 2. Con-
trols GTO phase modules through the Fiber
Optic Assembly. Phase module status is
returned via a separate Fiber Optic Assembly.
(See note below.)
17FB172 Inverter 1, 2 CPU and I/O Cards (2
ea.): These cards are used in later production
model trucks equipped with 17FL320E1 or H1
PSC Panel and replace the 17FB134 and
17FB138 cards.
Fiber Optic Assembly: Provides electrical iso-
lation for control and feedback signals for
Phase Modules and Chopper Modules.
NOTES: * The 17FL320H1 PSC panel does not have
a 17FB127 card. **Early production trucks equipped
with 17FL320D1 Panel have 17FB134 and 17FB138
cards installed instead of 17FB172 cards.
TRUCK CONTROL INTERFACE PANEL
(TCI)
The Truck Control Interface Panel (TCI) (17FL349 or
17FL373) is the main interface between truck sys-
tems and devices and service personnel. This panel
is used in conjunction with the Diagnostic Information
Display (DID) described later.
The TCI panel provides the following functions:
Communicates with the Propulsion System
Controller (PSC) to exchange propulsion control
system status and control data and to provide the
PSC with truck systems status data.
Communicates with the Diagnostic Information
Display (DID) to exchange PSC and/or TCI
diagnostic and parameter data.
Communicates with the Auxiliary Blower System
to exchange diagnostic data.
Communicates with a Portable Test Unit (PTU) to
exchange TCI data.
Communicates with a Modular Mining Dispatch
System to exchange truck status data.
Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs etc.
Controls the engine start sequence.
Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the park brake solenoid.
Processes front wheel speed signals for the PSC
and speedometer.
The 17FL349/17FL373 TCI Panels contain the fol-
lowing internal, removable printed circuit boards:
*17FB127 Power Supply: Supplies regulated
+15VDC, -15VDC, and +5VDC from the filtered
battery supply (B+) input.
17FB144 CPU Card: Provides high speed
RS422 serial communications to PSC and
RS232 serial communication with the PTU.
17FB160 Analog I/O Card: Provides RS232
serial communications with Diagnostic Informa-
tion Display and an optional Modular Mining
Dispatch System. Provides RS422 serial com-
munication with the Auxiliary Blower Sys-
tem.Receives signals for front wheel speed,
motor cooling and barometric air pressures,
accelerator, retard speed setting, payload,
ambient and hydraulic oil temperature, and
engine cranking voltage. Outputs drive cab
mounted temperature gauges etc.
17FB104 Digital I/O Card: Receives operator
control, engine and body-up signals. Provides
engine start controls, drives cab mounted indi-
cator/warning lamps, etc.
*NOTE: The 17FL373 Panel does not contain the
17FB127 card.
Diagnostic Information Display
The 17FM558 Diagnostic Information Display (DID)
(Figure 2-2) is located in the cab, behind the passen-
ger seat. The display provides a means of communi-
cations with the TCI by service personnel.
Information from the PSC Aux Inverter is also routed
through the TCI for display on the DID.
The panel has two display lines, each line 40 charac-
ters long. The top line is the "message" line and is
used by the TCI to inform service personnel of the
truck systems and components status.
The bottom display line provides information in addi-
tion to the top line or relates to the keypad, displaying
possible selection options and display functions. The
keypad, located below the display lines is used by
service personnel to direct the activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion sys-
tem by displaying system status information or fault
codes as well as a description of the system status or
a problem on the top display line. Information on the
second display line may change to indicate what
functions are available by pressing the [F1] through
[F5] keys.
In addition, the DID panel can be used by to perform
the self-load test.
DID PANEL EVENT CODES
The Tables on the following pages list the possible
event codes which may be displayed on the DID
panel when accessed. Table I (below) describes
restrictions to operation of the propulsion and retard-
ing systems when a fault occurs for a particular code
listed in Tables II, III and IV.
NOTE: Event codes numbered 000 through 099 are
applicable to the PSC and are listed in Table II.
Codes numbered 100 through 199 are applicable to
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2 and are listed in Table III.
Codes numbered 600 through 699 are applicable to
the TCI and are listed in Table IV.The codes listed in
the Tables are applicable to Release 18 software.
FIGURE 2-2. DIAGNOSTIC INFORMATION
DISPLAY
TABLE I
RESTRICTION DEFINITION
No Power "NO RETARD" (red) light illuminates.
No retarding allowed
No propulsion allowed
No power on the link
No Propel NO PROPEL" (red) light illuminates.
No propulsion allowed
Retarding allowed
Link power allowed
Speed Limit PROPEL SYSTEM CAUTION"
(amber) light illuminates.
Propel, retard and DC link power
still allowed.
Speed is limited to 10 MPH
(16 KPH)
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engspd/RP Raises engine speed to account for a
possible stuck RP contactor. Closes
RP1
None No restrictions. Event is for informa-
tion purposes only.
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
000 NO FAULT None Displayed when all faults have been reset.
002 GROUND FAULT No power A ground fault is detected if leakage current to ground
(truck chassis) exceeds 145 mA for more than 0.05 sec-
onds.
003 FAILED DIODE No power Shorted diodes in main rectifier.
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
No Propel
Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control Temperature exceeds a limit for a sufficient time.
:02 auxiliary inverter Temperature exceeds a limit for a sufficient time.
:03 afse Temperature exceeds a limit for a sufficient time.
:04 alternator Temperature exceeds a limit for a sufficient time.
:05 left stator Temperature exceeds a limit for a sufficient time.
:06 left rotor Temperature exceeds a limit for a sufficient time.
:07 right stator Temperature exceeds a limit for a sufficient time.
:08 right rotor Temperature exceeds a limit for a sufficient time.
:09 chopper GTO Temperature exceeds a limit for a sufficient time.
:10 chopper diode Temperature exceeds a limit for a sufficient time.
:11 left GTO module Temperature exceeds a limit for a sufficient time.
:12 left diode Temperature exceeds a limit for a sufficient time.
:13 right GTO module Temperature exceeds a limit for a sufficient time.
:14 right diode Temperature exceeds a limit for a sufficient time.
:15 rectifier diode Temperature exceeds a limit for a sufficient time.
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost Communication with both inverters.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
008 DC LINK OVERVOLTAGE
No power
DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit.
:02 in retard Occurs while in retard, exceeds retard voltage limit.
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit.
009 ALT FIELD OVERCURRENT
No power
Alternator field current exceeds limit.
:01 normal Exceeds current limit over time.
:02 instantaneous Exceeds current limit with no persistence.
011 RETARD LEVER BAD
None
Incorrect input from retard lever.
:01 voltage too high Incorrect input from retard lever.
:02 voltage too low Incorrect input from retard lever.
012 RETARD PEDAL BAD
None
Incorrect input from retard pedal.
:01 voltage too high Incorrect input from retard pedal.
:02 voltage too low Incorrect input from retard pedal.
013 LINKV TEST FAILED No power Incorrect link volts
014 ANALOG SENSOR FAULT
Speed limit
Incorrect input from a sensor.
:01 alt field amps Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
:03 load box amps Incorrect input from a sensor.
:04 3 phase alt volts Incorrect input from a sensor.
:05 alt field volts Incorrect input from a sensor.
:10 PSC link volts Incorrect input from a sensor.
:11 inv1 link volts Incorrect input from a sensor.
:12 inv2 link volts Incorrect input from a sensor.
:13 A2D ground Incorrect input from a sensor.
:14 A2D gain Incorrect input from a sensor.
:15 fault current Incorrect input from a sensor.
:16 ATOC Incorrect input from a sensor.
:21 blower 1 amps Incorrect input from a sensor.
:22 blower 2 amps Incorrect input from a sensor.
015 ANALOG SENSOR FAULT (resrtictive) Speed limit Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
016 PSC CPU CARD (FB147)
No power
Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4
:05 task_5
:06 task_6
:07 maintenance task
:09 BRAM CRC CRC on BRAM does not match expected value.
:10 flash CRC Flash CRC computation did not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB143)
No power
System CPU cannot communicate with analog I/O card.
:01 analog card no response Card missing.
:02 analog card timeout Read timeout.
019 RIDING RETARD PEDAL None Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
021 TCI COMM. FAULT No propel No serial data received from TCI over period of time.
022 PERSISTENT TCI COMM FAULT No power No serial data received from TCI and truck is stopped for
10 seconds.
023 TERTIARY OVERCURRENT No propel Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT
No power
Incorrect PSC configuration file.
:01 no file No configuration file selected
:02 bad CRC
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT
No power
Auxiliary Blower System fault.
:01 not ok or no speed feedback Aux speed feedback indicates no or incorrect blower
speed.
:02 numerous shutdowns Aux ok goes low twice when speed command is greater
than running speed.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR No power A panel connector B, C, or D is not properly connected.
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
Speed limit
:01 GFR failed to open GFR command/ feedback don't agree.
:02 AFSE panels
:03 SCR3 shorted
032 RP CONTACTOR
Speed limit & engine
speed/RP
RP command/ feedback don't agree.
:01 RP1 RP command/ feedback don't agree.
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine Speed Sensor out of range.
036 GY19 GRID BLOWER FAILURE
No power
A grid blower has failed.
:01 blower 1 stall A grid blower has failed.
:02 blower 2 stall A grid blower has failed.
:03 blower 1 open A grid blower has failed.
:04 blower 2 open A grid blower has failed.
:05 blower 1 & 2 delta too large A grid blower has failed.
037 COMPUTER POWER SUPPLY
Speed limit
:01 VOLTS 5 POS +5V Power Supply out of limits.
:02 VOLTS 15 POS +15V Power Supply out of limits.
:03 VOLTS 15 NEG -15V Power Supply out of limits.
040 VOLTS 24 POS +24V Power Supply out of limits.
041 VOLTS 24 NEG -24V Power Supply out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE No propel Selector switch moved to FORWARD or REVERSE dur-
ing self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts above limit.
045 CHOPPER OPEN CIRCUIT
Speed limit
Open circuit in a Chopper
:01 chopper 1 Open circuit in Chopper 1
:02 chopper 2 Open circuit in Chopper 2
046 RETARD CIRCUIT SHORT Speed limit & engine
speed
047 ENGINE STALL No power An engine stall condition has occurred.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR
INV1 disable
Input from M1 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
052 TACH RIGHT REAR
INV2 disable
Input from M2 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
released.
zero.
053 TACH LEFT FRONT
None
Input from left front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
zero.
054 TACH RIGHT FRONT
None
Input from right front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds zero
055 FRONT WHEEL TACHS None
056 INVERTER SW VERSION None
061 MOTOR OVERSPEED None Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL None Engine load out of range.
:01 below minimum None Engine load out of range.
:02 above maximum None Engine load out of range.
065 TEMP INPUT RANGE CHECK
Speed limit
An analog input is outside the design range of valid val-
ues.
:01 aux pc temp sensor Aux phase controller temp. sensor
:02 aux inv temp sensor Aux inverter temperature sensor.
:03 afse temp sensor AFSE temperature sensor.
:04 alternator temp Alternator temp out of range.
:05 left stator temp Temp out of range.
:06 left rotor temp Temp out of range.
:07 right stator temp Temp out of range.
:08 right rotor temp Temp out of range.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
:09 chopper GTO temp
Speed limit
Temp out of range.
:10 chopper diode temp Temp out of range.
:11 left GTO module temp Temp out of range.
:12 left diode temp Temp out of range.
:13 right GTO module temp Temp out of range.
:14 right diode temp Temp out of range.
:15 rectifier diode temp Temp out of range.
070 LINK CAPACITANCE LEVEL LOW None Link capacitance level low, but OK
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level too low
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
073 LEM OFFSET TOO HIGH
:01 link amps None
074 INV1 COMM FAILED INV1 Disable
075 INV2 COMM FAILED INV2 Disable
076 FB173 CARD
No power
FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Ucontroller
:05 slow task
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power
084 CONTROL POWER SWITCH OFF None Control Power Switch is turned off while truck is moving.
085 AUX COOLING None A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input None Rpm of Aux Blower out of range.
:03 aux rpm feedback None Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW None Horsepower adjust is at negative limit for 30 seconds.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
088 HP LIMIT None Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH COM-
MAND
None Engine speed feedback does not match commanded
speed.
:02 RPM does not match command None Engine speed feedback does not match commanded
speed.
091 INVERTER 1 CUTOUT None
092 INVERTER 2 CUTOUT None
094 ILLEGAL LIMP REQUEST None A limp mode request is received while truck is moving.
095 BAD BRAM BATTERY None BRAM battery voltage low.
096 UNEXPECTED PSC CPU RESET None PSC CPU reset without request.
098 DATA STORE None PTU data store command.
099 SOFTWARE EVENT None Software error
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
100/200 INVERTER CPU CARD (FB138)
INV1 (INV2) off
:23 pat fail out 100 Pattern had bad A, B, C output 100%
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed
:38 PGA init failed PGA initialization failed
:39 PGA DP failed PGA D/P did not initialize
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
INV1 (INV2) off
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
102/202 INV I/O CARD (FB134)
INV1 (INV2) off
:05 gnd not ok Logic ground not ok
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not ok
:17 cur measure not ok Phase A and B currents do not match
103/203 INV I/O CARD (NR)
None
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
103/203 (cont.)
:21 link V too hi
None
Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High freq. on VCO DB chopper channel
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High freq. on VCO VA channel
:26 VB VCO hi High freq. on VCO VB channel
:27 VC VCO hi High freq. on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
INV1 (INV2) off
:01 fo ps low Fiber optic power supply monitor
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
INV1 (INV2) off
:01 P5V not ok +5 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
INV1 (INV2) off
:01 DC pwr conn open DC power connection open
:02 link V phase V mismatch Link and phase voltage mismatch
107/207 GDPS FAILURE
INV1 (INV2) off
:01 gate dr ps off No power to gate drive power supply or it failed
:02
gate dr ps off S
No power to gate drive power supply or it failed with
enable/DC volts
:03
multiple GTO not off S
Multiple GTOs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
113/213 INVERTER, GENERAL
INV1 (INV2) off
:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
113/213 (cont.)
:29 C volt hi Adn
INV1 (INV2) off
Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all GTOs off
:49 A volt lo off Phase A voltage low with all GTOs off
:50 B volt hi off Phase B voltage high with all GTOs off
:51 B volt lo off Phase B voltage high with all GTOs off
:52 C volt hi off Phase C voltage high with all GTOs off
:53 C volt lo off Phase C voltage high with all GTOs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
113/213 (cont.)
:72 Cph neg I low
INV1 (INV2) off
Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
None
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
115/215 INVERTER SYSTEM
INV1 (INV2) off
:01 no direction No direction called for
:02 for dir mismatch Calling forward, running backward
:03 rev dir mismatch Calling reverse, running forward
:04 input volt low Input voltage too low
:05 link volt low Link filter voltage too low
:06 no hi spd data No high speed data from system controller
:07 V line not ok Line voltage not ok
:08 I line not ok Line current not ok
:09 sys TIC fail System TIC not being updated.
:10 DB GTO jn hot DB GTO junction too hot
:11 inv GTO jn hot Inverter GTO junction too hot
:12 VI test incomplete VI test incomplete
116/216 INVERTER, PHASE A+/A-
INV1 (INV2) off
:01 alarm A Phase A GTO did not turn off
:02 PTF A Overcurrent in phase A
:03 IGBT_SAT_AP IGBT saturated.
:04 IGBT_SAT_AN IGBT saturated.
117/217 INVERTER, PHASE A+
INV1 (INV2) off
:01 alarm AP Phase A pos GTO did not turn off
:02 Aup fb not off Phase A up feedback not off
:03 phase A modl pos Phase A positive module failed
:04 hold AP Phase A positive and negative GTOs on (positive turn on)
:05 Aup fb not on Phase A feedback not on
:06 Aup GTO not on Phase A positive GTO did not turn on
:07 IGBT_PS_AP IGBT protective shutoff
118/218 INVERTER, PHASE A+ (NR)
None
:02 Aup temp short Phase A up thermistor short
:03 Aup temp open Phase A up thermistor open
:04 Aup temp warm Phase A up thermistor warm
:05 Aup temp hot Phase A up thermistor hot
:06 Aup fb not off S Phase A not off with enable/DC volts
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
119/219 INVERTER, PHASE A-
INV1 (INV2) off
:01 alarm AN Phase A negative GTO did not turn off
:02 Adn fb not off Phase A down feedback not off
:03 phase A modl neg Phase A negative module failed
:04 hold AN Phase A positive and negative GTOs on (negative turn on)
:05 Adn fb not on Phase A down feedback not on
:06 Adn GTO not on Phase A negative GTO did not turn on
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
None
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
INV1 (INV2) off
:01 I sensor ph A Phase A current sensor failed
:02 IA zero not ok Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off
:01 V sensor phase A Phase A voltage sensor failed
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
INV1 (INV2) off
:01 alarm B Phase B GTO did not turn off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
INV1 (INV2) off
:01 alarm BP Phase B GTO did not turn off
:02 Bup fb not off Phase B up feedback not off
:03 phase B modl pos Phase B positive module failed
:04 hold BP Phase B positive and negative GTOs on (positive turn on)
:05 Bup fb not on Phase B feedback not on
:06 Bup GTO not on Phase B positive GTO did not turn on
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
127/227 INVERTER, PHASE B+
None
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
INV1 (INV2) off
:01 alarm BN Phase B negative GTO did not turn off
:02 Bdn fb not off Phase B down feedback not off
:03 phase B modl neg Phase B negative module failed
:04 hold BN Phase B positive and negative GTOs on (negative turn on)
:05 Bdn fb not on Phase B down feedback not on
:06 Bdn GTO not on Phase B negative GTO did not turn on
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
None
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
INV1 (INV2) off
:01 I sensor ph B Phase B current sensor failed
:02 IB zero not ok Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off
:01 V sensor phase B Phase B voltage sensor failed
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm C Phase C GTO did not turn off
:02 PTF C Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
135/235 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm CP Phase C positive GTO did not turn off
:02 Cup fb not off Phase C up feedback not off
:03 phase C modl pos Phase C positive module failed
:04 hold CP Phase C positive and negative GTOs on (positive turn on)
:05 Cup fb not on Phase C up feedback not on
:06 Cup GTO not on Phase C positive GTO did not turn on
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
None
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
INV1 (INV2) off
:01 alarm CN Phase C negative GTO did not turn off
:02 Cdn fb not off Phase C down feedback not off
:03 phase C modl neg Phase C negative module failed
:04 hold CN Phase C positive and negative GTOs on (negative turn on)
:05 Cdn fb not on Phase C down feedback not on
:06 Cdn GTO not on Phase C negative GTO did not turn on
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
None
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off
:01 V sensor phase C Phase C voltage sensor failed
:02 VC not ok Phase C voltage too high
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
143/243 INVERTER, TACH 1 (NR)
INV1 (INV2) off
:01 tach1 rate hi Tach 1 high rate of change
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
144/244 INVERTER, TACH 1 (NR) None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None
:01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
146/246 INVERTER, TACH 2 (NR) None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
None
:01 chop1 fb not off Chopper 1 feedback not off
:02 chop1 fb not on Chopper 1 feedback not on
:03 chopA temp short ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
None
:01 chop2 fb not off Chopper 2 feedback not off
:02 chop2 fb not on Chopper 2 feedback not on
:03 chopB temp short ChopB thermistor short
:04 chopB temp open ChopB thermistor open
:05 chopB temp warm ChopB thermistor warm
:06 chopB temp hot ChopB thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS INV1 (INV2) off
:01 tach differential Too much speed difference.
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None
:01 rotor temp hi Motor rotor temperature high
:02 stator temp hi Motor stator temperature high
TABLE IV: DID PANEL FAULT CODES
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
155/255 INVERTER, SECOND LOAD None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code.
176/276 INV 1 GENERIC EVENT INV1 (INV2) off
(Codes Received from TCI)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
601 TCI FB144 CPU CARD
No propel
TCI CPU card problem.
:01 10ms task failed to init TCI CPU card problem.
:06 flt manager task TCI CPU card problem.
:07 flash CRC Flash CRC computation did not match expected value.
:09 maint task failed to init Flash CRC computation did not match expected value.
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT No propel Internal TCI self-test detected an analog I/O card problem.
604 PSC FAULT
Speed limit
Lost RS422 communication with PSC.
:01 missing message Lost RS422 communication with PSC.
:02 bad tick Lost RS422 communication with PSC.
:03 bad CRC Lost RS422 communication with PSC.
:04 FIFO overflow Lost RS422 communication with PSC.
:05 bad start bit Lost RS422 communication with PSC.
:06 bad stop bit Lost RS422 communication with PSC.
605 AUX BLOWER COMM. FAULT None
Lost RS422 communication with Aux Blower Controller
while Aux Blower in failure mode and DC link not ener-
gized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
611 FREQUENCY INPUT
None
Front wheel speed input out of range
:01 left front wheel speed Left front wheel sensor out of range.
:02 right front wheel speed Right front wheel sensor out of range.
613 ANALOG INPUT
None
Signal is outside the design range of valid values.
:01 A2D gnd Signal is outside the design range of valid values.
:02 A2D gainchk Signal is outside the design range of valid values.
614 BATTERY SEPARATE CONTACTOR FAILURE
None
Signal is outside the design range of valid values.
:01 Battery Separate Failure Signal is outside the design range of valid values.
:02 crank batt > cntrl batt Voltage difference greater than 3V
:03 cntrl batt > crank batt Voltage difference greater than 3V
616 DIRECTION MISMATCH No propel Simultaneous FORWARD and REVERSE commands
received.
617 ENGINE START REQUEST DENIED
None
Engine start request denied due to the following:
:01 engine warn while cranking Engine warning occurs after engine crank command
given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED No propel Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING No propel Engine shutdown switch activated while truck is moving.
622 PARK BRAKE FAULT
No propel
Error in park brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
:02 set above maximum speed Park brake set feedback received when truck is moving.
623 HYDRAULIC BRAKE FLUID
None
Hydraulic brake oil temperature has exceeded limit.
:01 tank
:02 left front outlet
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
624 BODY UP AND PAYLOAD INDICATION Speed Limit Full payload and body up signal received at same time.
625 DUMP BODY UP WITH SPEED None Dump body raised while truck is moving.
626 LOAD BRAKE APPLIED WITH SPEED None
628 CONNECTED BATTERY VOLTS
None
One of the connected batteries' volts incorrect with engine
speed above low idle.
:01 control battery low Control battery voltage below minimum limit
:02 control battery high Control battery voltage above maximum limit.
:03 crank battery low Cranking battery voltage below minimum limit.
:04 crank battery high Cranking battery voltage above maximum limit.
629 BAROMETRIC PRESSURE SIGNAL
None
Barometric pressure signal outside operational limits.
:01 low Voltage below minimum operational limit.
:02 high Voltage above maximum operational limit.
630 MOTOR BLOWER PRESSURE
Speed Limit
Motor inlet and outlet pressure signal outside operational
limits.
:01 no cooling air No voltage signal feedback
:02 low Voltage feedback below minimum operational limit.
:03 high voltage Voltage above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE
None
Ambient temperature signal outside operational limits.
:02 high Voltage above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file.
:01 no file No propel No configuration file loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file loaded.
633 BBRAM CORRUPTED None Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE Speed limit The over-payload signal is on, speed is reduced.
635 TRUCK OVERLOADED - NON-RESTRICTIVE None The over-payload signal is on, propulsion allowed.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
636 AUX INVERTER None An Auxiliary Blower Control failure has occurred.
:01 buss volts low None Low dc bus detected during powerup.
:02 buss volts high None High dc bus detected during powerup.
:03 overcurrent None Overcurrent condition detected during operation.
:04 battery loss None Loss of blower control battery voltage has occured.
:05 high dc buss when running None High dc bus voltage detected during operation.
:06 high dc buss after pc powerup None High dc bus voltage detected after phase controller
powerup.
:07 Low dc buss after pc powerup None Low dc bus voltage detected after phase controller
powerup.
:08 high dc buss when running None High dc bus voltage detected during operation.
:09 overcurrent after pc powerup, current overload None Overcurrent condition detected after phase controller
power up.
:10 current overload None Sustained current overload exists.
:11 low dc buss overcurrent None Overcurrent due to low dc bus voltage.
:12 low dc buss current overload None Sustained current overload due to low dc bus voltage.
:13 gate drive trip None IGBT protection circuit detected overload.
:14 no input voltage None Zero input voltage detected.
638 ENGINE CRANKING TIMEOUT None
639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
638 ENGINE CRANKING TIMEOUT None
639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.
PSC SOFTWARE FUNCTIONS
The operation of the AC Drive System is regulated by
a software program which resides in the Propulsion
System Control Panel's memory. The software pro-
gram also contains instructions to test and fault iso-
late the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input Processing
This function reads in all external inputs for use by
the PSC. The Input Processing function performs
any signal conditioning required and computes the
required derived inputs.
STATE MANAGEMENT
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a "state machine". The state machine controls
the various functions of truck operation.
The software implements the state machine by keep-
ing track of which state the truck is in, and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each soft-
ware state is defined as follows:
Startup/Shutdown State:
The purpose of this state is to ensure the system is in
a desired known state upon startup or shutdown.
This is an unpowered state.
NOTE: Powered and unpowered refer to the state of
the DC link; 600 volts or more on the DC link equals
"powered". 50 volts or less on the DC link equals
"unpowered".
Test State:
The purpose of this state is to provide an environ-
ment for the verification of system functionality. Test
state will support a variety of activities, including:
1. Waiting for the engine to start (if needed).
2. Automatic testing on initial system startup or fol-
lowing rest state.
3. Application of power to the DC link.
4. Externally initiated testing to clear a fault, set
temporary variables, or for maintenance pur-
poses.
NOTE: The Test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready State:
Ready state is the default powered state. The system
will be in this state whenever the engine and control
system are ready to provide power, but none is
requested.
Ready state also is the state where the DC link is dis-
charged in preparation for Shutdown, Rest, or in
reaction to certain event conditions. Therefore,
Ready state should not be considered strictly a pow-
ered state (as are Propel and Retard described
below).
Rest State:
Rest is an unpowered state whose purpose is to con-
serve fuel while the truck idles for an extended period
of time. Rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
Propel State:
The purpose of this state is to provide the power sys-
tem configuration and overall environment for
engine-powered propulsion. This is strictly a powered
state, i.e., the system will not be allowed to maintain
propel state without sufficient power on the DC link.
Retard State:
This state provides the power system configuration
and overall environment for retard, where energy
from vehicle movement is dissipated in the retard
grid resistors in an effort to slow the truck. Retard
state is strictly a powered state.
Transitions Between States
Transitions between states under normal operational
conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State (Startup):
The system will transition to the Startup/Shutdown
state for the purpose of "startup" whenever execution
control is initially transferred to the application pro-
gram (e.g., after application of power, system reset,
etc.).
Transition to Startup/Shutdown State
(Shutdown):
The system will transition to the Startup/Shutdown
state for the purpose of "shutdown" from the Test,
Rest, Ready, or Startup/Shutdown (if previously
entered for the purpose of startup) state if all of the
following conditions are true:
1. System power is removed or the Control Power
Switch or Key Switch is turned off.
2. The truck is not moving.
3. There is essentially no voltage on the DC link.
4. Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown State to Test
State:
This transition will occur automatically once initializa-
tion is complete (i.e., functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
Transition from Test State to Ready State:
This transition will occur upon completion of any
required testing if all of the following conditions are
true:
1. The TCI rest request is not active.
2. There is sufficient voltage on the DC link.
Transition to Rest State:
This transition will occur automatically from the Test
or Ready state if a request for Rest state is received
from the TCI and all of the following conditions are
true:
1. Any testing in progress is complete.
2. The system temperatures are cool enough to
allow the Rest state (function of GTO Phase
Module, Chopper Module, and Motor tempera-
tures).
3. The AFSE is disconnected and there is essen-
tially no voltage on the DC link.
Transition from Ready State to Test State:
This transition will occur if the truck is not moving,
and a request for testing is received.
Transition from Ready State to Propel State:
The system will transition from Ready state to Propel
state if all of the following conditions are true:
1. The accel pedal is pressed.
2. A direction has been chosen, i.e., the truck is
either in FORWARD or REVERSE.
3. There is sufficient voltage on the DC link.
4. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
5. Truck speed is less than the motor overspeed
limit.
6. The TCI accel inhibit is not active.

Transition from Ready State to Retard State:
The system will transition from Ready state to Retard
state if truck speed is such that retard is allowed and
at least one of the following conditions exists:
1. The retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
2. All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. One or both of the following conditions are
true:
1.)The accel pedal is not pressed, or
2.)The truck is configured such that accel
pedal signal does not override retard
speed control.
3. Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
Transition from Rest State to Test State:
The system will transition from Rest state to Test
state upon release of the TCI rest request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel State to Ready State:
The system will transition from Propel state to Ready
state if all of the following conditions exist:
1. The accel pedal is not pressed.
2. The retard pedal or lever is not pressed or is
3. Truck speed is less than the motor overspeed
limit.
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this condi-
tion.
Transition from Propel State to Retard State:
The system will transition directly from Propel state to
Retard state if at least one of the following conditions
exists:
1. Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
2. Truck speed exceeds the motor speed limit.
Overspeed Will not be engaged such that it pre-
vents the truck from propelling at 40 mph (64
kph).
3. All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The truck is configured such that accel pedal
signal does not override retard speed con-
trol.
Transition from Retard State to Ready State:
The system will transition from Retard state to Ready
state if all of the following conditions exist:
1. Overspeed is not active.
a. The retard pedal or lever is not pressed or is
b. Truck speed is such that retard is not
allowed.
3. At least one of the following conditions exists:
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accel pedal is pressed, and the truck is
configured such that the accel pedal over-
rides retard speed control. This allows the
configuration constant to determine if press-
ing on the accel pedal kicks the truck out of
retard, even if retard speed control is still
active.
4. The retard torque control logic exit sequence is
complete.
DC Link State
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states: pow-
ered and unpowered. The following defines the con-
ditions necessary to establish each state as well as
the transitional conditions between the two states:
Powering the Link
The PSC software will attempt to power the DC link
(i.e., command the system configuration defined
below) if all of the following conditions are true:
1. Event restrictions do not prohibit power on the
DC link.
2. The system is in Test state and any initiated
testing is complete.
3. The engine is running.
4. The Gate Drive Power Converters have been
enabled.
5. Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF closed and GFR picked up,
2. AFSE enabled,
3. Alternator field reference is commanded such
that the desired DC link voltage or three-phase
voltage is maintained,
4. RP contactors open,
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded open
and GF contactor will be verified to be closed. The
AFSE will not output firing pulses if it is disabled, if
GFR is dropped out, or if the alternator reference
signal is 0.
De-Powering the Link
The PSC software will attempt to de-power the DC
link (i.e., command the system configuration defined
below) if the system is in Test or Ready state, and
any of the following conditions are true:
1. Event restrictions prohibit power on the DC link,
2. The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown
(i.e., all the non-link-related conditions for Star-
tup/Shutdown state have been satisfied),
3. The system is preparing to transition to Rest
state (i.e., all the non-link-related conditions for
Rest state have been satisfied),
4. The engine is being shut off.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
1. Alternator field reference set to zero,
2. AFSE disabled,
3. GF open and GFR dropped out,
4. Chopper turn on voltage set below approxi-
mately 600 volts,
5. Close RP2 or RP3, alternating each time to pro-
vide even wear.
Control Functions
Engine Control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel State:
The engine speed is commanded such that the
engine supplies only as much horsepower as is
required to achieve the desired torque.
All Other States:
The engine speed is a direct function of the accel
pedal. Additional constraints on the engine speed
command are:
1. If the truck is in neutral, the commanded engine
speed at full scale accel pedal will be the
engine's high idle. If the truck is not in neutral,
the maximum commanded engine speed will be
the engine's rated horsepower rpm. This allows
faster hoisting of the truck bed, if desired.
These maximum speeds apply to the MTU
engine.
2. During retard state the engine speed command
will not be increased to support the DC link
when retard is being ramped out at low truck
speeds. However, engine speed may be
increased if needed to support the DC link dur-
ing normal retard when wheel slides are occur-
ring.
The following constraints are applied to generating
the engine speed command during all operating
states:
The engine speed command will always be
greater or equal to minimum idle signal. The TCI
can request the engine speed command be
increased by setting minimum idle.
The engine speed command will be increased if
more alternator cooling is needed.
ALTERNATOR FIELD CONTROL
The alternator is controlled by controlling the Alterna-
tor field reference sent to the AFSE.
The desired alternator output voltage is dependent
on system state. The PSC will command an alterna-
tor field reference such that the desired DC link volt-
age or three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-to-
line voltage will not be allowed to drop below 444
volts. This is the minimum voltage needed to supply
the gate drive power converters and the auxiliary
blower inverter.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase volt-
age. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be ade-
quate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC Link Voltage
The desired link voltage is controlled by the alterna-
tor during all powered states except retard. The
desired voltage is based on:
1. During propel, the desired DC link voltage will
be adjusted based on motor speed and horse-
power commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor com-
mand and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the volt-
age will be controlled to the levels necessary to
support the inverter self-tests.
Self-load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based
on the following:
1. The DC link voltage will not be allowed to drop
below 600 volts.
2. One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
3. Another mode of self-load will require the alter-
nator output to be controlled to maintain a set
desired link voltage between 600 volts and
1500 volts.
Propel Torque Control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical con-
straints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to
account for the following constraints:
Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. As such, the torque command will be
modulated as the truck speed approaches the
motor overspeed limit so that this limit is not
exceeded if possible. Note, however, that steady
state operation is kept as close to the overspeed
limit as possible without exceeding it.
Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can be
commanded is dependent on motor speed and
on DC link voltage.
Gear Stress
The torque commanded will not exceed that
which will produce excess gear stress.
Horsepower Available
The horsepower available will be estimated from
the engine speed. Parasitic loads are taken into
account. The torque will be limited such that the
engine does not overload.
Jerk Limit
The torque command will be slew-rate limited to
prevent jerking motion.
Wheel Spin
In the event that the inverters detect a wheel spin
condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard Torque Control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
grid. The requested retard torque is based on the fol-
lowing three sources:
Retard Foot Pedal or Lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
call.
Overspeed
While overspeed is active, the full available retard
torque will be requested.
Retard Speed Control
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the RSC
set point. Retard speed control will not request
any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard Torque Limits are as follows:
1. The retard torque call will be limited to the max-
imum torque level based on speed.
2. The retard torque call will be limited to the max-
imum torque level available within the thermal
constraints of the motors.
3. The retard torque call will be limited as needed
to prevent overvoltage on the DC link.
4. While in retard, the minimum retard torque call
will provide enough power to support at least
one grid with 600 volts on the DC link. Retard
will be dropped if the torque call falls below this
value.
5. At low speed, the available retard torque will be
ramped to zero.
Wheel Slide Control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Resistor Grid Control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors are
wired across it.
The second and third fixed resistor grids (controlled
by RP2 and RP3) will be engaged as needed to dissi-
pate the energy produced in retard state. Limitations
are:
1. The use of RP2 and RP3 will be alternated to
provide even wear on the contactors.
2. The grids will be engaged to prevent drawing
more power than the motors can produce. At
high motor speeds the maximum motor torque
does not produce enough power to support
three grids across the DC link (at the given volt-
age). Therefore, at high speeds, only two resis-
tor grids will be engaged.
Note: The 17KG526A1 Electrical Cabinet does not
have RP3 installed.
Chopper Voltage Control
Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e.,
keep the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
the maximum link voltage value.
AUXILIARY BLOWER CONTROL
The Auxiliary Blower Control regulates the tempera-
tures of the AFSE, auxiliary blower system, rectifier
diodes, phase modules, chopper modules, and trac-
tion motors by controlling the speed of the auxiliary
blower. Additionally, this software function checks for
faults in the auxiliary blower.
This software function is performed using the follow-
ing process:
1. The commanded auxiliary blower speed will be
calculated to control all system temperatures.
The control priorities will be:
a. Keep all temperatures below allowable maxi-
mums.
b. Keep the GTO temperatures as constant as
possible.
2. If the aux blower system status (AUXOK) indi-
cates the aux blower system is not okay, a reset
pulse will be sent. Additional reset pulses will be
sent at periodic intervals if the aux blower sys-
tem does not respond.
EVENT PROCESSING
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive System for any abnormalities (events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
1. The PSC for detection, event logging, data stor-
age and fault light indications.
2. The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status, trouble-
shooting, etc.
Event Detection
This software function is responsible for verifying the
integrity of the PSC hardware and the systems to
which the PSC interfaces by detecting an "event"
(abnormal condition).
The events fall into three detection categories:
Power On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
1. CPU Card Checks - Upon powerup, the PSC
will confirm the integrity of its CPU card hard-
ware before transferring execution control to
the application program residing in its FLASH
memory.
2. Battery-backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
3. Inverter Powerup Tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
a. Enabling Inverter Powerup Tests - The pow-
erup tests for a given inverter will be enabled
if all of the following conditions are true:
1.) The system is in Test state for the purpose
of powerup.
2.) The associated gate drive power con-
verter has been enabled.
3.) The engine is running.
4.) Battery voltage is at least 25 VDC.
5.) The inverter is requesting that the low
voltage and/or high voltage powerup tests
be performed.
6.) The inverter has not been physically cut
out of the system.
7.) Active event restrictions do not preclude
powering the DC link or running the
inverter.
b. Low Voltage Test - A given inverter will auto-
matically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The
PSC will declare the test failed and log an
event if the test does not successfully com-
plete within an expected time period.
c. High Voltage Test - If the low voltage testing
defined above is successful for a given
inverter, the inverter will automatically per-
form its high voltage test if needed once
there is sufficient power on the DC link. The
PSC will declare the test failed and log an
event if the test does not successfully com-
plete within an expected time after the DC
link is sufficiently powered.
4. DC Link Capacitance Test - Test will run once
every 24 hours when conditions allow, normally
after a VI-test during normal powerup
sequence. This test can also be run from the
DID panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the link is charged to 1200VDC. The engine is
then returned to idle while the link is allowed to
discharge to 100 volts.Total link capacitance is
then calculated using the time it took to dis-
charge. If capacitance is getting low, but still
OK, event 70 logs. If capacitance is below the
minimum allowable level, event 71 logs and the
truck is restricted to 10 MPH. If test is not able
to complete after numerous attempts, event 72
logs, indicating a problem in the truck's ground
detection circuit, and truck speed is limited to 10
MPH.
Initiated Tests
These tests are performed when requested by main-
tenance personnel; the truck must be in test mode for
these tests to run:
1. Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring (particularly the "digital" interfaces -
relays, contactors, etc.).
2. Self-load Test - Self-load testing is a means by
which the truck diesel engine can be checked
for rated horsepower output.
Periodic Tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
EVENT RESTRICTIONS
The PSC software will not override an event restric-
tion as long as Limp Home mode is not active. Tran-
sitions to restricted states will not be allowed. If the
system is in a state which becomes restricted, it will
transition down to the highest unrestricted state. The
order from lowest to highest state is Startup/Shut-
down, Rest, Test, Ready, Retard, Propel. Transitions
to the Test state or lower states in reaction to event
restrictions will not be allowed until the truck is not
moving.
NOTE. Limp Home mode is a state which is entered
when the truck has suffered a failure and is not able
to continue normal operation but is still capable of
"limping" (getting either back to the maintenance
area or at least out of the way of other trucks).
Event Restrictions associated with a given event are
listed in Table I, page E2-5.
EVENT LOGGING AND STORAGE
This software function is responsible for the record-
ing of event information. There are two basic levels
of event storage: event history buffer and data packs.
The event history buffer provides a minimum set of
information for a large number of events, while data
packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
1. Fault information is maintained until overwrit-
ten, it is not cleared out following a reset. This
allows the user to examine data associated
with events that have been reset, as long as
there have not been so many new events as to
necessitate reuse of the storage space.
2. If a given event is active (logged and not reset),
logging of duplicate events (duplicate is defined
as having the same event and sub-id numbers)
will not be allowed. If the event is reset and sub-
sequently reoccurs, it may be logged again.
Likewise, if an event reoccurs with a different
sub-id from the original occurrence, the event
may be logged again.
Event History Buffer
Event history buffer is defined as a collection of event
history records.
A buffer contains 300 entries filled with event num-
bers occurring in chronological order. Also included
in this buffer will be all the input and output values,
time the event occurred, reset time, state information,
etc., for each event. This buffer is filled continuously
and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
prevents a frequently occurring event from using the
memory space at the expense of a less frequent
event. This data may be cleared (after downloading
for troubleshooting) at each maintenance interval.
Data Packs
A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each contain-
ing 100 frames of real time snapshot data. Snapshot
data is defined as a collection of key data parameter
values for a single point in time). The purpose of
each data pack is to show a little "movie" of what
happened before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The "TIME 0:00 frame #" at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3 sec-
onds (2.95 second actual) before the fault and 2 sec-
onds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as
for control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame num-
ber at which the event occurred is used as a refer-
ence to mark the end of the data pack, and data is
collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then contin-
ues to fill the data pack). Maintenance personnel, by
way of the DID (or PTU), can assign the data pack to
hold only certain event numbers (for the case where
it is desired to collect data on a particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either auto-
matically or by the DID/PTU), if any, will be unfrozen
and will start storing new data in case a new fault
occurs.
To Record and Save a Data Pack to a Floppy Disk
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select "PTU TCI and PSC" and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to "Special Operation" and press {enter}.
6. Cursor to "Event Data Menu" and press {enter}.
7. Cursor to "View Data Packs" and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100 frames
are recorded. Press the F2 key.
10. Cursor to "Record Screen" and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS "C:>"
prompt.
13. Insert a blank disk in drive A.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
Note: Insert the name assigned to the file in step 11
in place of "filename" in the command in step 14.
15. Press {enter} to copy the file to the disk.
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select "PTU TCI and PSC" and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to "Special Operation" and press {enter}.
6. Cursor to "Event Data Menu" and press {enter}.
7. Cursor to "View Data Packs" and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to "Record Screen" and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS "C:>"
prompt.
13. Insert a blank disk in drive A.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
Note: Insert the name assigned to the file in step 11
in place of "filename" in the command in step 14.
15. Press {enter} to copy the file to the disk.
Event Reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is a soft reset only affects events that have not been
locked out and a hard reset affects events regardless
of lockout status.
Events will be reset:
On powerup - a soft reset will be issued against
all events at powerup.
By DID commands - the TCI can issue both hard
and soft resets.
By PTU commands - the PTU can issue both
hard and soft resets.
SERIAL DATA COMMUNICATIONS
The PSC System CPU Card uses serial data busses
to communicate with the TCI, the PTU, and the two
Inverter CPU Cards.
PSC - TCI Communications processing
This software function performs the processing nec-
essary for the PSC (System CPU Card) to communi-
cate with the TCI through an RS-422 serial link. The
communication is comprised of periodic data and
non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
Commands, Remote Monitor Data, and Download
Code.
Packets containing periodic data will be asynchro-
nously (not initiated) transmitted from the PSC to the
TCI and from the TCI to the PSC every 200 ms. The
TCI initiates the transfer of non-periodic data.
The TCI and the PSC are interfaced using the Gen-
eral Electric Asynchronous Communications Protocol
(ACP). ACP provides two general types of mes-
sages, acknowledged and unacknowledged. The
unacknowledged messages are used to transmit the
periodic data.
The acknowledged messages are used to transmit
the background data.
PSC - PTU Communications Processing
essary for the PSC (System CPU Card) to communi-
cate through an RS-232 serial link to the Portable
Test Unit (PTU).
Inverter Communications Processing
essary for the System CPU Card to communicate
with both Inverter CPU Cards. The communications
is through a high-speed serial link that is operated in
a polled fashion with the System CPU Card initiating
communications to an Inverter CPU Card.
Every message transmitted across the serial link
may contain two separate sections of information:
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring con-
trol information from the System CPU Card to the
Inverter CPU Card and vise-versa. The acknowl-
edged data format is used to transfer all background
data. When large amounts of background data are to
be transferred via the acknowledged data format, the
originating CPU will break the data down into smaller
pieces and transmit each piece individually. All
acknowledged data flows are initiated from the Sys-
tem CPU with the Inverter CPU providing a
response.
The System CPU Card has one high-speed channel
available for communications to the Inverter CPU
Cards. This channel transfers periodic data across
the serial link every 5 ms. This means the periodic
data to each Inverter CPU is updated every 10 ms.
Each inverter responds to the data when the ID code
in the periodic data matches the ID code of the spe-
cific Inverter CPU Card: the ID code is hardwired in
the card's backplane wiring.
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication, "System
Description" for a listing of the PSC outputs.
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point assumed for
the most part that the truck is operating under more
or less normal circumstances. The following para-
graphs define system operation under abnormal or
exceptional circumstances. In the event of conflict
between these functions and those given for normal
operation, the functions in this section will take pre-
cedence.
Fast Start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, etc.) while the system is run-
ning. Its purpose will be to regain control of the truck
as quickly as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate
drives and to maintain power on the DC link. Typi-
cally, the PSC will be given advanced warning that
the engine is about to be shut off. However, if the
engine stalls or stops because of a mechanical mal-
function, the system will most likely have no advance
warning. The system reaction to an engine not run-
ning condition will be the same as to an event carry-
ing a "no power" restriction except that no event will
be recorded, and no external reset to clear the condi-
tion will be required (the no power restriction will be
automatically lifted as soon as the engine starts run-
ning). If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a "long" ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be com-
mand to zero over a "short" ramp time (0.1 to 0.5
second).
Limp Home Mode
The purpose of Limp Home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of "limping" (getting either back to the main-
tenance area or at least out of the way of other
trucks). The intent is that limp mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
Entering/Exiting Limp Home Mode
The PSC will enter limp home mode if all of the fol-
lowing conditions are true:
2. The TCI is requesting limp home mode.
3. The PSC is in Ready or test state and there is
no initiated testing in progress.
4. At least one inverter is functional.
5. There are no events active for which limp home
mode is not possible.
6. If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have
been taken (Inverter is turned off or cut out as
required).
NOTE: Two Inverter Cut Out Switches (I1CO and
I2CO), located in the switch panel on the side of the
Electrical Cabinet near the cab, can be used to cut
out an Inverter. In some cases, certain DC link bus
bars/cables within the Inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
The PSC will exit limp home mode if any of the fol-
lowing conditions occur:
1. The TCI stops requesting limp home mode.
2. An event occurs for which limp home mode is
not possible.
PROPULSION SYSTEM COMPONENT
ABBREVIATIONS
The following Tables list component abbreviations
used in schematics and system description informa-
tion. Refer to Figures 2-3 through 2-8 for the location
on the truck of components listed in the "Ref. No."
column.
The GE part number for major components is shown
in parentheses. A short description of the compo-
nent's primary function is also listed.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
AFSE 36 Alternator Field Static Exciter Panel
(17FM466)
Regulates current in the alternator field based on firing
pulses from the PSC.
AFVLT 21
Alternator Field Voltage Divider
Panel (17FM363)
Attenuates high voltage output from the AFSE to an
acceptable level for use by the Analog I/O card in the
PSC.
ALT Alternator (5GTA34)
Main alternator, propulsion and control system.
ANALOG I/O CARD System analog input/output card
(17FB143)
Provides signal conditioning for analog signals to and
from the TCI and PSC.
AUX BLOWER
MOTOR
Auxiliary Blower Motor (5GDY84)
A 3-phase, AC induction motor mounted in the blower
assembly behind the electrical cabinet. Used to drive two
blowers for cooling the traction motors and control cabi-
net components.
AXCAP 11 Auxiliary Power Filter Capacitor
Bank
Used with the AXIND to filter the regulated DC voltage
from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Inverter.
AXFU1, 2 33 Auxiliary Power Rectifier Input
Fuses 1 and 2
Provide overload protection for the Auxiliary Power
Inverter/Phase Control Rectifier.
AXIND 30 Auxiliary Power Filter Inductor
Used with the AXCAP to filter the regulated DC voltage
from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Inverter
AXINV 29 Auxiliary Phase Control Rectifier
and Power Inverter Module
The Auxiliary Phase Control Rectifier converts the 3-
phase, AC input voltage from the Alternator to regulated
DC voltage and supplies the regulated voltage through a
filter to the Auxiliary Power Inverter. The Auxiliary Power
Inverter inverts the regulated, filtered, DC voltage into a
variable voltage, variable frequency, 3-phase output to
power the Auxiliary Blower Motor.
ASYN 35 Alternator Synchronization
Transformer
Monitors frequency of the tertiary winding and provides a
sample of the frequency to the PSC, which uses the input
to synchronize the firing pulses sent to the Alternator
Field Static Exciter Panel (AFSE).
A3PV 4 Alternator 3-phase Voltage Mea-
suring Module (17FM458)
Attenuates high voltage from two phases of the Alterna-
tor to a level acceptable to the Analog I/O card in the
PSC.
REF.
BATFU 19 System Fuse
Provides overload protection for control equipment and
the System Batteries.
BATTSW Battery Disconnect Switch
(System Batteries)
Connects and disconnects the 12 VDC and 24 VDC cir-
cuit batteries (located at right front corner of truck).
BDI 68 Battery Blocking Diode
Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 67 Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance
CPU resets.
BLFP 10 Battery Line Filter Panel
(17FM311)
Reduces voltage ripples in System Battery power sup-
plied to the PSC.
BM1, 2 63 Grid Blower Motors 1 and 2
(5GY19)
DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I 65 Current Sensing Module
Monitors current flowing through grid blower motor #1
BM2I 66 Current Sensing Module
Monitors current flowing through grid blower motor #2
CCLR1, 2 20 Capacitor Charge Resistor Panels
1 and 2
Connected across the DC link to provide a voltage atten-
uated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 61 Capacitor Charge Indicating Lights
1 and 2
Illuminated when 50 volts or more is present on the DC
link (the DC bus connecting the Alternator output, Chop-
per Module/Resistor Grid circuits and traction Inverters).
CIF11, 12, 13, 14,
15, 16
40 Inverter 1 Filter Capacitors
Stores the Inverter 1 DC bus voltage to provide instanta-
neous power when the PM1 GTO Phase Modules first
turn on.
CIF, 21, 22, 23, 24,
25, 26
41 Inverter 2 Filter Capacitors
Stores the Inverter 2 DC bus voltage to provide instanta-
neous power when the PM2 GTO Phase Modules first
turn on.
CLSW 59 Cabinet Light Switch
Controls electrical cabinet interior lights.
CMAF 27 Alternator Field Current Sensing
Module
Detects amount of current flowing through the Alternator
field winding.
CMT 28 Alternator Tertiary Current Sensing
Module
Detects amount of current flowing through the Alternator
tertiary winding.
CM1, 2 5, 6 Chopper GTO Phase Module 1 and
2 (17FM630)
Controls the DC voltage applied to the grids during
retarding.
CM1A, 1B 45 Current Sensing Modules, Phase
1A and 1B
Detects amount of current flow through the A and B
phases of Traction Motor 1.
CM2A, 2B 44 Current Sensing Modules, Phase
2A and 2B
Detects amount of current flow through the A and B
phases of Traction Motor 2.
CPR 53 Control Power Relay (17LV66)
Picks up when the Key Switch and Control Power Switch
are closed.
CPRD Dual Diode Module
Allows two separate voltages to control the CPR coil.
CPRS Control Power Relay Suppression
Module
Suppresses voltage spike when CPR coil is de-ener-
gized.
CPS 56 Control Power Switch
Energizes CPR coil.
REF.
CT 34 Battery Boost Current Transformer
Detects amount of current flow through the Alternator ter-
tiary winding. Signal turns off the AFSE battery circuit
when the tertiary winding voltage level is able to excite
the Alternator field.
CTR CT Voltage Limiting Resistor
Provides a resistive load for the CT.
DC link 38 DC Bus
The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display
(17FM558)
Provides maintenance personnel with the ability to moni-
tor the operational status of certain truck systems and
perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card
(17FB104)
Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps etc. (Located in PSC and TCI.)
DIT1A, 1B, 1C 43 DI/DT Transformers
Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 1.
DIT2A, 2B, 2C 42 DI/DT Transformers
Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 2.
FDP 24 Fault Detection Panel (17FM384)
Provides an output signal when a diode fails in the Main
Rectifier.
FDT 23 Fault Detection Transformer
(17ET33)
Monitors Alternator Field current for FDP operation.
FIBER OPTIC
ASSEMBLY
31 Fiber Optic Assembly
Provides voltage and electrical noise isolation for control
and feedback signals between the PSC and Phase/
Chopper Modules.
FP 39 Filter Panel (17FM460)
Filters electrical noise on 3 phases of Alternator output.
GDFU1, 2 1 Gate Driver Power Source Fuse 1
and 2
Provide overload protection for the Gate Drive Power
Supply.
GDPC1 17 Gate Drive Power Converter 1
(17FM670)
Converts 19 to 95 VDC from the Gate Drive Power Sup-
ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 GTO Phase and Chopper Modules.
GDPC2 16 Gate Drive Power Converter 2
(17FM670)
Converts 19 to 95 VDC from the Gate Drive Power Sup-
ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 GTO Phase and Chopper Modules.
GDPS 18 Gate Drive Power Supply
(17FM645)
Provides a 19 to 95 VDC output, at approximately 3kW,
from one of two input power sources; either the main
Alternator or the System Batteries.
GF 49 Alternator Field Contactor
(17CM53)
Connects the AFSE to the Alternator field.
GFCO 62 Generator Field Contactor Cutout
Switch
Disables Alternator output.
GFIP 22 Ground Fault Current Panel
(17FM363)
Reduces Alternator field voltage input to provide a low
voltage signal for use by the PSC. Used to provide
ground fault warning.
GFM 8 Gate Firing Module (17FM415)
Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE.
REF.
GFR 52 Alternator Field Relay (17LV66)
Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 50 Alternator Field Relay Coil Sup-
pression Module
Suppresses voltage spikes when GF coil is de-ener-
gized.
GRR 26 Ground Resistor Panel
Detects power circuit grounds.
INV1 TMC CARD
Inverter 1 Central Processing Unit
Card and Input/Output Card
(17FB172)
Generates Phase Module turn-on/turn-off commands for
the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing Unit
Card and Input/Output Card
(17FB172)
Generates Phase Module turn-on/turn-off commands for
the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
I1CO 57 Inverter 1 Cut Out Switch
Cuts out inverter 1 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
I2CO 58 Inverter 2 Cut Out Switch
Cuts out inverter 2 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
KEYSW Key Switch
Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LDBXI 48 Load Box Current Sensing Module
Monitors current during load box test.
LEDP 60 Light Emitting Diode Panel
LED's indicate status of the following:
CPR: Illuminated when CPR is energized.
SYS RUN: Illuminated when the PSC power-up
sequence has completed successfully and control logic
is executing.
NAFLT: When illuminated, indicates a fault has occurred
that prevents propulsion or retarding.
TEST: Illuminated when system is in the Test state.
REST: Illuminated when system is in Rest state and there
is essentially no voltage on the DC link.
LINKI 7 Link Current Sensing Module
Detects amount of current flow through the DC link.
LINKV 3 Link Voltage Measuring Module
(17FM458)
Attenuates the high voltage from the DC link to a level
acceptable to the electronics on the Analog I/O card in
the PSC.
L1, 2, 3 Cabinet Lights
Provide interior cabinet illumination.
M1, 2 Motorized Wheels (5GDY85)
Each Motorized Wheel consists of a Traction Motor and a
Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train (Trans-
mission).
REF.
PSC 32 Propulsion System Controller
(17FL320)
The PSC is the main controller for the AC drive system.
All propulsion and retarding functions are controlled by
the PSC based on internally stored software instructions.
PM1A+, 1B+, 1C+ 13 GTO Phase Modules (17FM628)
Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
PM1A-, 1B-, 1C- 12 GTO Phase Modules (17FM629)
Provide negative driving voltages (PWM or square wave,
PM2A+, 2B+, 2C+ 15 GTO Phase Modules (17FM628)
Provide positive driving voltages (PWM or square wave,
PM2A-, 2B-, 2C- 14 GTO Phase Modules (17FM629)
Provide negative driving voltages (PWM or square wave,
RD 2 Rectifier Diode Panel (17FM528)
Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A, 1B, 1C, 2A,
2B, 2C, 3A, 3B, 3C,
4A, 4B, 4C, 5A, 5B,
5C
64 Retard Grid Resistors
Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge oper-
ations.
RP1, 2, 3 47 Retard Contactors 1, 2 and 3
(17CM55)
When closed, connects Grid Resistors to the DC link dur-
ing retarding, load box testing, and Inverter Filter dis-
charge operations.
Note: Some trucks do not have RP3 installed.
RP1S, 2S, 3S 55 Suppression Modules
Suppresses voltage spikes in coil circuit when RP con-
tactors are de-energized.
RSN1, 2 Snubber Resistors
Provide a current path for the associated Chopper Mod-
ule filter capacitors.
RS1A, 1B, 1C, 2A,
2B, 2C
Snubber Resistors
Provide a current path for the associated Phase Module
filter capacitors.
R1 51 Battery Boost Resistor
Limits surge current in the Alternator field circuit when
GFR contacts first close.
AUX SNUB 25 Snubber
Suppresses voltage spikes in Aux Blower Motor circuit.
SPS 37 Power Supply (17FH36)
A DC to DC converter which provides regulated 24
VDC outputs from the unfiltered battery supply.
PS 37a Power Supply (17FH41)
A DC to DC converter which provides regulated 24
VDC outputs from the unfiltered battery supply.
Note: This power supply replaces SPS above, and also
replaces the 17F127 power supply cards in the
17FL320H1 PSC and 17FL 373A1 TCI panels in later
model trucks.
SS1, 2 Traction Motor Speed Sensors
Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit
Card (17FB147)
Provides control of propulsion and dynamic retarding
functions, battery backed RAM, real-time clock, down-
loadable code storage, and an RS422 serial link.
REF.
TCI Truck Control Interface
(17FL349 or 17FL373)
Provides the main interface between the various truck
systems, controls, and equipment and is used in con-
junction with the DID by maintenance personnel.
TH1 54 Alternator Field Thyrite (Varistor)
Discharges the Alternator field when the AFSE is first
turned off.
VAM1 46 Voltage Attenuation Module
(17FM702)
Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the PSC.
VAM2 46 Voltage Attenuation Module
(17FM702)
Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the PSC.
FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW
FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW
FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW
FIGURE 2-6. CONTACTOR BOX
(Right Side, Electrical Cabinet)
FIGURE 2-7. INFORMATION DISPLAY PANEL
(Left Front Corner of Electrical Cabinet)
FIGURE 2-8. RETARDING GRIDS
ELECTRONIC ACCELERATOR AND
RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the Pro-
pulsion System Controller (PSC) when the operator
requests retarding. The pedal signals are processed
by the analog card in the respective panel for use by
the system controllers to provide the desired mode of
operation.
As the operator depresses the pedal, the internal
potentiometer's wiper is rotated by a lever. The out-
put voltage signal increases in proportion to the
angle of depression of the pedal.
Repair and initial adjustment procedures are dis-
cussed in the following. Refer to "AC Drive System
Checkout Procedure" for final calibration of the pedal
potentiometer after installation in the truck.
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section "J" for
instructions for removing and installing the electronic
pedal on brake actuator.
Note routing and clamp location of wire harness.
Proper wire routing is critical to prevent damage
during operation after reinstallation.
1. Disconnect pedal wire harness from truck har-
ness connector.
2. Remove mounting capscrews, lockwashers and
nuts and remove pedal assembly.
Installation
1. Install pedal assembly using hardware
removed in step 2, "Removal". Connect potenti-
ometer to wiring harness.
2. Calibrate pedal potentiometer per instructions
in "AC Drive System Checkout Procedure - Set-
ting Pedal Percentages".
Disassembly
1. Remove screws on cable clamps (1, Figure 2-
9) and potentiometer cover (6).
2. Remove potentiometer mounting screws (5)
and grommet (3). Remove potentiometer (4).
Assembly
1. Position new potentiometer with the flat side
toward the potentiometer cover and install on
shaft as follows:
a. Align cutouts in shaft with the potentiometer
drive tangs.
b. Press potentiometer onto shaft until it bot-
toms against the housing.
2. Install screws (5) and lockwashers but do not
tighten.
3. Rotate potentiometer counterclockwise until
mounting slots contact the mounting screws
and tighten screws (5) to 15 in. lbs. (1.70 N.m)
torque.
4. Install grommet (3) and potentiometer cover.
Tighten screws to 15 in. lbs. (1.70 N.m) torque.
5. Install cable clamps and tighten screws to 40 in.
lbs. (4.21 N.m) torque.
6. Inspect assembly and verify proper wiring clear-
ance during operation of pedal throughout the
range of travel.
FIGURE 2-9. TYPICAL ELECTRONIC PEDAL
1. Cable Clamp
2. Electrical Harness
3. Grommet
4. Potentiometer
5. Adjustment Screw
6. Cover
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-1
(Release 18 Software)
SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
TRUCK SHUTDOWN PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6
Battery and Control Checks of System WITH Battery Power OFF. . . . . . . . . . . . . . . . . . . . . . E3-6
Battery and Control Circuit Checks of System With Battery Power ON . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
MEMORY BACKUP BATTERY REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
TCI PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
INVERTER PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14
Modular Mining Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15
TCI Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18
TCI Digital Input Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-20
PSC Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Miscellaneous Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
A3PV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
LINKV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
E3-2 AC Drive System Electrical Checkout Procedure 1/02 E03015
Thermistor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
17FM384 Panel Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Pedal Percentages and Meter Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Meter Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Reprogram With Serial Numbers and Pedal Percentages . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
LOAD TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
Preload Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
ADDITIONAL TRUCK CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
On-Board Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Initiate Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39
Manual Offset HP Output Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
PVM Optimum Load Curve Handshaking Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Troubleshooting Phase Modules and Chopper Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Phase Module Removal and Snubber Resistor Replacement . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Snubber Resistor Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45
AUXILLIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . E3-46
AUXILLIARY INVERTER (CONTROLLER) TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . E3-49
AUXILLIARY SNUBBER PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-50
IGBT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-51
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT
WHEN THE ENGINE IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED
SHUTDOWN PROCEDURES ARE NOT FOLLOWED.
Before attempting repairs or working near propul-
sion system components, the following precau-
tions and truck shutdown procedure must be
followed:
DO NOT step on or use any power cable as a
NEVER open any electrical cabinet covers or
touch the Retarding Grid elements until all
shutdown procedures have been completed.
ALL removal, repairs and installation of pro-
pulsion system electrical components, cables
etc. must be performed by an electrical main-
tenance technician properly trained to service
the system.
Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables
with metal clamps or hardware. Always
inspect power cable insulation prior to servic-
ing the cables and prior to returning the truck
to service. Discard cables with broken insula-
tion.
IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician should
system does not have dangerous voltage lev-
els present before repairs are started.
If weld repairs are required, the welding
ground electrode should be attached as close
as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabi-
net or the retard grid exhaust air louvers.
Power cables and wiring harnesses should be
protected from weld spatter and heat.
Prior to welding, disconnect Engine Control
System (ECS) harnesses and ground wire
(MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
GE cards should be pulled forward far enough
to disconnect card from backplane connector.
Some power cable panels throughout the
truck are made of aluminum or stainless steel.
They must be repaired with the same material
or the power cables may be damaged.
TRUCK SHUTDOWN PROCEDURES
After the truck is parked in position for the repairs, the
truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet, traction motors, and retarding grids. The fol-
lowing procedures will ensure the electrical system is
properly discharged before repairs are started.
If a problem occurs in the AC drive system prevent-
ing NORMAL shutdown procedures, ADDITIONAL
PRECAUTIONS ARE NECESSARY to ensure dan-
gerous drive system voltages are not present when
tests or repairs are performed.
NORMAL TRUCK SHUTDOWN
PROCEDURE
1. Reduce the engine speed to idle. Place the selec-
tor switch in NEUTRAL and apply the parking
brake and brake lock switches. Be certain the
Parking Brake and the Service Brake Applied
indicator lamps in the overhead display panel are
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp on the
overhead display is illuminated.
3. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
4. After approximately 90 seconds, verify the steer-
ing accumulators have bled down by attempting
to steer.
5. Verify the LINK VOLTAGE lights on the electrical
cabinet Information Display Panel (6, Figure 3-1)
and the DID panel in the cab are OFF. If they
down, the propulsion system must be
inspected to investigate the cause.
6. To ensure the link will not be energized during
test and repair procedures, turn the GF Cutout
Switch (8, Figure 3-1) to the CUTOUT position by
pulling the switch handle out before moving the
switch.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED
FOR THE AUXILIARY BLOWER MOTOR CIRCUITS
TO DE-ENERGIZE. Do not attempt to perform Auxil-
iary Blower repairs until it has been verified the
system is de-energized by verifying the Blower
Module Link LEDs (6, Figure 3-2) on top of the
AXCAP are NOT illuminated.
If there is any question the system has potential
hazardous voltage present, return to the operator
cab and perform the normal shutdown procedure.
Normal operation of the drive system at shutdown
should allow high voltages to be dissipated over
the time periods noted.
IN THE EVENT OF A SYSTEM FAILURE, performing
the SHUTDOWN AFTER SYSTEM FAILURE proce-
dure will insure no hazardous voltages are present
in the drive system.
FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch
2. Inverter 1 Cutout Sw.
3. Inverter 2 Cutout Sw.
4. Cabinet Interior light
Sw.
5. Status LED Panel
6. Link Voltage Lights
7. Chart Recorder Con-
nector
8. GF Cutout Switch
SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting down the engine, verify the status
of the drive system warning lights on the over-
head display. Use lamp check to verify proper
lamp function.
NOTE: The Link Voltage lights on the control cabinet
Information Display Panel (6, Figure 3-1) are not lamp
checked.
2. If any of the red drive system warning lights
are on, DO NOT attempt to open any cabinets,
disconnect any cables, or reach inside the
retarder grid cabinet EVEN AFTER SHUTTING
DOWN THE ENGINE.
3. If all red drive system warning lights are off, apply
the parking brake, shut down the engine and
chock the wheels.
4. After the engine has been off for at least five (5)
minutes, inspect the Link Voltage lights in the
Information Display Panel (6, Figure 3-1) on the
main control cabinet and back wall of the operator
cab (next to the DID panel). If all lights are off, the
retard grids, wheel motors, alternator, and power
cables connecting these devices are safe to work
on.
5. The blower motors, control cabinet and power
cables connecting these devices may still be
unsafe. To establish these devices are safe, wait
approximately 15 minutes, open the top control
cabinet cover and inspect the red lights (6, Figure
3-2) on the Auxiliary Capacitor Panel (AXCAP)
(4). If these lights are off, the blower system,
blower power cables and remainder of the control
cabinet is safe to work on. The normal de-energi-
zation time is 10 to 15 minutes.
IF THE LINK VOLTAGE RED LIGHTS IN THE CON-
TROL CABINET INFORMATION DISPLAY PANEL,
AND/OR THE BACK WALL OF THE OPERATOR
CAB CONTINUE TO BE ILLUMINATED AFTER FOL-
LOWING THE ABOVE PROCEDURE, A FAULT HAS
OCCURRED.
Leave all cabinet doors in place, do not touch
the retard grid elements,
Do not disconnect any power cables or use
them as hand or footholds.
Notify the Komatsu factory representative or
Distributor immediately.
IF THE RED LIGHTS (6, FIGURE 3-2) ON THE
BLOWER CAPACITOR PANEL (AXCAP) (4) ARE
ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED. (THE
NORMAL DE-ENERGIZATION TIME IS 10 TO 15
MINUTES.)
Reinstall the control cabinet panel.
Do not perform maintenance on the Blower
Capacitor Panel, blower motor, or blower
power cables.
Notify the Komatsu factory representative or
Distributor immediately.
FIGURE 3-2. BLOWER CONTROL DEVICES
1. Snubber Panel
2. Auxiliary Power Filter Inductor (AXIND)
3. Auxiliary Phase Control Rectifier and Power
Inverter Module (AXINV)
4. Auxiliary Power Filter Capacitor Bank (AXCAP)
5. Information Display Panel
6. Blower Control System Warning LEDs
7. Propulsion System Controller (PSC)
8. Control Cabinet (RH Side, Top View)
SYSTEM CHECKOUT
Test equipment needed to fully test A/C system:
One PTU (Portable Test Unit; lap top computer)
(The test could be more efficiently conducted
with two PTU units).
One Digital Multi-Meter
Several jumper wires
One analog VOM
The Portable Test Unit (PTU) is used to test, download
and record system parameters on the TCI and PSC
modules. The PTU is plugged into the DB9 plug at the
rear of the console, closest to the operator seat for
monitoring the PSC module. The PTU is plugged into
the DB9 plug closest to the passenger seat for monitor-
ing the TCI Module.
The TCI and PSC are programmed through the
DB9 port connectors in the operator cab.
The Inverter cards are programmed through the
DB9 port connectors located to the right of the
17FL320 (PSC) panel.
If only one PTU is available, in some cases it will be
necessary to switch from the PSC port to the TCI port
or vice versa to complete the test when necessary to
monitor both during a test procedure. After the serial
cable has been switched, exit to the Main Menu and
the software will automatically switch to the menu for
the connected panel.
Several different numbering methods or symbols are
used in the following procedures to denote the opera-
tion to be performed...
1., 2., a., b. etc.: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements etc. are preceded by this sym-
bol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
PTU screen display information is
shown in this type font and pre-
ceded by this symbol.
Note: The following test procedures are applicable to
Release 18 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for current software
version available.
Battery and Control Checks of System WITH
Battery Power OFF
BE CERTAIN LINK VOLTAGE IS DRAINED DOWN
before servicing propulsion system or performing
tests.
1. Preparation
a. Turn all three battery disconnects to the OFF
position.
b. Disconnect and insulate circuit wires 21SS
and 21SR from engine starter if equipped with
MTU engine. If equipped with MTU/DDC
16V4000 or Komatsu engine, remove 21B
from starter solenoids.
c. Remove 50 amp fuse (BATFU) from inside the
control cabinet. (Grid side, lower corner.)
d. Disconnect the four CN connectors on the
PSC panel and the three connectors on the
TCI panel. Open both panels and slide cards
(except 17FB127 cards) out far enough to dis-
connect from backplane.
e. Turn OFF all circuit breakers behind operator
seat in cab and RB1, RB2, RB3, RB4, and
RB5 in the Electrical Interface Cabinet.
f. Be certain key switch is OFF, 5 minute delay
timer is OFF, and the Rest Switch is in the
REST position.
g. Turn all lights and switches off.
Battery Circuit Voltage Check:
2. Measure voltage to ground at each of the follow-
ing circuits; 11, 11B1, 712 @ TB32, 11ST
@TB28.
All voltages should be zero.
Resistance Checks, Low Voltage Circuits:
3. Measure resistance from ground to the circuits
listed in Table I. STOP and troubleshoot any
direct short (0 ohms) to ground.
TABLE I. CIRCUIT RESISTANCE CHECKS
(All readings - from circuit to ground)
CIRCUIT LOCATION
APPROX.
VALUE
NOTES
11B1 * * Measure at the 12VDC insulator in the Electrical Interface Cabinet
11 *
*Measure at the 24VDC insulator in the Electrical Interface Cabinet.
All devices listed for 11A circuit reading must be OFF.
15V TB21
71GE TB22 120
71TCI TB23 120 17FL349 Panel Only (Not applicable on 17FL373 Panel.)
439 TB25
10V TB28
11SL TB28 Engine service lights turned OFF.
11ST TB28
15PV TB29
11S TB30 Ground level engine shutdown switch open
11A TB30
The following must be turned OFF:
Brake cabinet service light, operator cab light, passenger seat com-
partment service light, hazard lights, headlights, ground level engine
shutdown switch, engine governor heater switch (MTU 396 only - in
Electrical Interface Cabinet), left and right side engine service lights.
11T TB30 >36
Engine governor heater switch in Electrical Interface Cabinet open.
(MTU 396 engine only)
11FR TB30 (MTU 396 engine only)
11HTR TB30 (MTU 396 engine only)
712 TB32 The Electrical Interface Cabinet service lights must be switched OFF.
71 TB32
11L CB30 Measure at circuit breaker CB30 in cab.
12M >10 *Measure at AID Module terminal B-13 under passenger seat in cab.
12F >200 *Measure at AID Module terminal B-12 under passenger seat in cab.
Resistance Checks, Propulsion System Circuits:
4. Additional Preparation
NOTE: Be certain preparations described in step 1.
have been completed.
a. Verify the PSC (17FL320) panel 104 pin con-
nectors are removed.
b. Verify the TCI panel connectors are removed.
c. Place the two Inverter Switches in the Informa-
tion Display Panel, on the side of the control
cabinet in the CUTOUT position (down).
d. Place the GF Cutout Switch, located in the
Information Display Panel on the side of the
control cabinet, in the CUTOUT position
(down).
e. Verify the Rest switch on the instrument panel
is in the REST state.
f. Disconnect the CCLR1 connector and the
CCLR2 connector located in the electrical
cabinet, to the left of the AFSE.
g. Disconnect the RTN62 wire on TB4-D to
remove the VAMS ground circuit.
h. Remove the wires on the GB1 ground block,
behind the AFSE. Make sure the lug on these
wires are not touching one another after the
wires are removed.
DC Link Checks:
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps:
5. Place VOM positive lead on the DC plus link bus
(top bus bar) and the VOM negative lead on a
cabinet ground.
Resistance should be 2 megohms or greater.
6. Place VOM positive lead on the DC negative bus
(bus underneath the positive link) and the VOM
negative lead on a cabinet ground.
Resistance should be 2 megohms or greater.
7. Place VOM positive lead on the DC plus link and
the VOM negative lead on the DC negative link.
VOM must be on the Rx1 scale otherwise the link
capacitors will start charging and an accurate
reading will not be possible.
Resistance should be infinity ().
8. VOM positive lead on the DC negative bus and
the VOM negative lead on the DC positive bus.
On the Rx1 scale the resistance should be
approximately 5.5 ohms.
Chopper Modules (CM1, CM2):
9. With the VOM set on the Rx10,000 scale, mea-
sure the following at each Chopper Module in the
electrical cabinet (left side when facing cabinet).
GR(-) wire to ground - approximately 2 mego-
hms or greater.
GR(+) wire to ground - approximately 2
megohms or greater.
Gate Driver Power Supply (GDPS):
Note: Verify 50 amp fuse (BATFU) is removed.
10. With the VOM set on the Rx10,000 scale, mea-
sure the following at the Gate Drive Power Sup-
ply, located in the electrical cabinet, below the
Chopper Modules (left side when facing cabinet).
Terminal AI-1 (circuit #GDAI1) to ground - 2
megohms or greater.
Terminal AI-2 (circuit #GDAI2) to ground - 2
megohms or greater.
Terminal AI-3 (circuit #T305) to ground - 2
megohms or greater.
Terminal 1B+ (circuit #BATPO1) to ground -
approximately 1.0K ohms or greater.
Terminal 1B+ to terminal 1B- (circuit
#RTNO1) - approximately 1.0K ohms on the
Rx100 scale.
Terminal 1B- to ground - read 0 ohms.
AFSE P1 adjustment:
11. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the Bat-
tery Boost Module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms.
12. Restore the following circuits:
a. Reconnect ground wires at GB1 ground block.
b. Reconnect wire RTN62 on TB4-D.
c. Reconnect the CCLR1 and CCLR2 connec-
tors.
GRR wiring:
13. Remove the circuit #DCP20 wire on the DCPBUS
located to the right of the Main Rectifier Panel
(RD). Connect the VOM positive lead to this wire
and the negative lead to the negative link bus.
Make sure the ground block wires are connected.
Resistance should be 10K ohms.
14. Reconnect DCP20.
15. Measure between the GRRC wire on GFIP Termi-
nal A to ground.
Resistance should be 500 ohms.
16. Restore all circuits, harness connectors etc.
Remove meters.
17. Close battery disconnect switches. Close all open
circuit breakers.
Battery and Control Circuit Checks of System With
Battery Power ON
CHECK TO BE CERTAIN LINK VOLTAGE IS
DRAINED OFF before performing tests.
1. Preparation for Power Supply Voltage Checks:
a. Remove the 50 amp system fuse (BATFU)
located on the bottom left wall in the left com-
partment of the control cabinet.
b. If equipped with MTU 396 engine, disconnect
circuits 21SS and 21SR and insulate wire ter-
minals at the engine starter. If equipped with
Komatsu or MTU/DDC 16V4000 engine, dis-
connect circuit 21B wires at the starter sole-
noids and insulate.
c. PSC panel (17FL320) - plug in all cards. Verify
the CNA, CNB, CNC, and CND connectors
are connected.
d. TCI panel (located in the Electrical Interface
Cabinet) - plug in all cards. Verify the CNP
round connector is installed. Verify the CNA
and CNB connectors are installed
e. Verify circuit breakers and battery disconnect
switches are closed.
f. Verify key switch and 5 minute idle delay timer
are off.
A3PV Panel (17FM458A2):
2. Measure the following resistances at the termi-
nals on the Alternator 3-phase Voltage Measuring
Module in the electrical cabinet (left side when
facing cabinet):
Terminal G to ground - Approximately 900
ohms
Terminal E to ground - Approximately 150
ohms
Terminal E (negative lead) to Terminal G (pos-
itive lead) - Approximately 6K ohms.
Power Supply Check (PS):
Note: The following procedure is applicable to
17KG498E1 Control Cabinets. For earlier model
trucks, refer to Sensor Power Supply (SPS) Check.
3. Remove the CN1 connector on the Power Supply
and check the harness side connector pins to
ground using an ohmmeter. Refer to the table
below for resistance value at each pin.
4. After resistance checks are complete, reconnect
CN1 connector.
Sensor Power Supply (SPS):
Note: The following is applicable to 17KG498D1 and
prior Control Cabinets. For later model trucks, refer to
Power Supply Check (PS).
5. Measure the following resistances at the Sensor
Power Supply located in the center of the electri-
cal cabinet, above the terminal boards:
V (+) P24VDC19 to ground: >100 ohms
VR (+) RTN58 to ground: 0 ohms
S (+) P24VDC14 to ground: >100 ohms
RS (+) RTN57 to ground: 0 ohms
S (-) N24VDC14 to ground: >100 ohms
RS (-) RTN61 to ground: 0 ohms
V (-) N24VDC19 to ground: >100 ohms
VR (-) RTN60 to ground: 0 ohms
IN (-) RTN59 to ground: 0 ohms
IN (+) BP24V03 to ground: >100 ohms
6. Preparation continued.
a. Verify key switch is OFF, batteries are con-
nected and the battery disconnect switches
closed.
b. Verify all circuit breakers are closed.
c. Ground level shutdown/prop lock out switch
must be closed (Run position).
Checks with Key Switch OFF
7. With key switch OFF, verify 25.0 volts to ground
minimum at the location shown in parenthesis on
the following circuits:
11 (Front wall, Electrical Interface Cabinet)
11S (TB30)
11L (CB30)
11A (TB30)
11SL (TB28)
NOTE: The voltage should be 25.0 volts minimum. If
voltage is significantly low, check battery circuits. If
voltage is slightly low, install a battery charger.
8. Check circuit 11B1 voltage to ground.
Read approximately 12V DC.
9. Using a digital multimeter, check polarity at the
BATFU fuse holder.
With the leads on BATP (positive lead) and
RTN (negative lead) meter should indicate
BATP is positive.
TABLE II.
Pin Ohms Circuit Pin Ohms Circuit
1 47 +5 32 0 return
2 47 +5 33 0 return
3 47 +5 34 0 return
4 47 +5 35 0 return
5 47 +5 36 0 return
6 47 +5 37 0 return
7 38 515 -15
8 47 +5 39 515 -15
9 47 +5 40 515 -15
10 47 +5 41 515 -15
11 47 +5 42 0 return
12 0 return 43
13 0 return 44 0 return
14 0 return 45 0 return
15 0 return 46 1.3K +24
16 0 return 47
17 0 return 48 1.3K +24
18 49
19 0 return 50
20 0 return 51
21 0 return 52
22 53
23 600 +15 54 0 return
24 600 +15 55 0 return
25 56 543 -24
26 600 +15 57
27 58 543 -24
28 210 +15 59
29 210 +15 60
30 0 return 61
31 0 return 62
Verify voltage at BATP is equal to voltage
measured at circuit 11, step 7.
10. Turn the Key Switch ON.
11. Check Circuit 712 to ground.
Voltage should equal the Circuit 11 value in
step 7.
12. Turn the Key Switch OFF. Open the battery dis-
connect switches.
13. Reinstall the 50 amp fuse (BATFU).
Checks with Key Switch ON:
1. Close the battery disconnect switches. Turn key
switch ON.
2. Turn ON the Control Power Switch (CPS) in the
Information Display Panel on the side of the con-
trol cabinet.
3. If truck is equipped with the 17KG489E1 Control
Cabinet with Power Supply PS installed, verify all
five green lights in the power supply located on
the shelf behind the center cabinet door are lit.
4. Measure voltage between the circuits listed
below and cabinet ground:
At A3PV (17FM458 panel, left side of control
cabinet), measure +15VDC at terminal G (cir-
cuit P15VDC04).
At A3PV, measure -15VDC at terminal E (cir-
cuit N15VDC04).
5. Check voltage on the following circuits in the
Electrical Interface Cabinet. Voltage at each
should equal the circuit 11 voltage measured at
step 7, Checks With Key Switch OFF:
Circuit 71 on TB32
CIrcuit 71GE on TB22
Circuit 71TCI on TB23 if equipped with the
17FL349 TCI panel.
6. Measure and verify the specified voltage to
ground at the following locations in the Electrical
Interface cabinet:
+15 volts at the 15PV wire on TB29. (From
TCI, supply to operator control pedals)
+15 volts at the 15V wire on TB21. (From TCI,
power to cab gauges)
Approximately 11 volts at the 10V wire on
TB28.
If truck is equipped with Komatsu or MTU/DDC
16V4000 engine, measure the following:
+15 volts at the 15VL wire on TB32.
Approximately 14.8 volts at the 15SIM wire on
TB32.
7. Measure voltage between circuit 72E (TB24) (+)
and circuit 0 (TB24-H) (-) in the Electrical Inter-
face Cabinet.
Voltage should be 5.0 volts.
8. If truck is equipped with Komatsu engine, install a
jumper from 22F0 @ TB32 to ground.
Voltage should change to 7.0 volts.
9. Remove jumper to 22F0.
10. Verify the display on the DID panel is lit.
Sensor Power Supply (SPS):
NOTE: Check only if experiencing problems with the
Fiber Optic Card, the LEMs, or the Capacitor Monitor
Panel. (Applicable to trucks equipped with 17KG498D2
Control Cabinet only.)
11. Measure and verify the specified voltages below:
Input Voltage
Voltage should be between +20 and +32 volts
with voltmeter positive (+) lead on IN+
(SP24V03) and negative lead (-) on IN-
(RTN59).
Positive Output Voltage
Voltage should be between +22.8 and +25.2
volts with voltmeter positive (+) lead on V+
(P24VDC19) and negative lead on VR+
(RTN58).
Negative Output Voltage
Voltage should be between -22.8 and -25.2
volts with voltmeter positive (+) lead on V-
(N24VDC19) and negative lead on VR-
(RTN60).
CPU Battery Checks
12. Turn OFF the Control Power Switch (CPS) for this
test.
13. Connect a VOM across the screws securing the
green plate on the edge of the 17FB147 card in
the PSC panel. Connect the positive lead to the
top screw (2, Figure 3-3) and the negative lead to
the bottom screw (4).
Verify approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the 17FB144 card in
the TCI panel. Connect the positive lead to the top
screw and the negative lead to the bottom screw
Verify approximately 3.5 volts.
Note: If battery voltage is low in step 13 or 14, refer to
Memory Backup Battery Replacement instructions on
the following page.
MEMORY BACKUP BATTERY
REPLACEMENT
The replaceable memory backup battery on the
17FB144 or 17FB147 card will require replacement if
voltage is low when performing CPU Battery Checks
test or if during truck operation an event code appears
on the DID display as follows:
17FB147: Event Number 095 (BBRAM Bat-
tery Low)
17FB144: Event Number 633 (BBRAM Bat-
tery Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery,
near the card edge. (See Figure 3-3.)
2. Have a replacement battery (Komatsu Part Num-
ber GE0455) available for immediate installation.
To prevent data loss, the new battery must be installed
within 5 minutes of removal of the old battery.
3. Remove the 2 screws (2 & 4, Figure 3-3) retain-
ing the battery assembly (3) to the mounting
bocks. (Note arrow direction (polarity) on green
plate before removal.)
4. Remove old battery and install new battery posi-
tioned for proper polarity. Reinstall screws.
5. Reinstall card in appropriate panel slot.
FIGURE 3-3. BATTERY LOCATION
(PSC Panel Shown)
1. FB147 CPU Card
2. Positive (+) Screw
3. Battery Assy.
4. Negative (-) Screw
5. FL320 Panel Enclosure
TCI PROGRAMMING
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW-
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the TCI port located behind the
center console in the cab on the passenger
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the key switch ON.
To program the 17FB144 CPU card:
c:\>ACNMENU {enter}
Highlight PROGRAM TCI PANEL {enter}
Highlight SELECT TCI SETUP {enter}
Cursor to the appropriate configuration file for
the truck being programmed from the list of con-
figuration files {enter}
Highlight- PROGRAM TCI PANEL {enter}
Highlight- PROGRAM TCI {enter}
3. Cycle keyswitch or CPS when requested on
screen.
4. Verify the Object Code and Configuration file
shown on the screen for downloading is correct.
PSC PROGRAMMING
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR and insulate
is installed, disconnect and insulate circuit 21B at
the starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the PSC port located behind the
center console in the cab on the operators
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the Key Switch ON.
c:\>ACNMENU {enter}
Highlight PROGRAM PSC PANEL {enter}
Highlight SELECT PSC SETUP
Cursor to the appropriate configuration file for
the truck being programmed from the list of con-
figuration files {enter}
Highlight PROGRAM PSC PANEL
Highlight PROGRAM PSC
screen.
4. verify the Object Code and Configuration file
shown on the screen for downloading is correct.
INVERTER PROGRAMMING
CHARGED AND ENGINE IS NOT RUNNING
BEFORE PERFORMING THE FOLLOWING PROCE-
DURES.
1. Open the right door on the Electrical Control Cab-
inet and connect the serial communication cable
from the PTU to one of the two ports located to
the right of the PSC Panel. (RS11 is used for the
inverter card in slot No. 09, RS12 is used for the
inverter card in slot No. 11.)
To program the Inverters:
c:\>ACNMENU {enter}
Highlight PROGRAM INVERTERS {enter}
Highlight either DOWNLOAD TMC - FB172 (27-
35) or DOWNLOAD IMC - FB138, depending
on which cards are installed in slots No. 09 and
11. {enter}.
screen.
3. Verify the file shown on the screen for download-
ing is correct.
TCI CHECKOUT
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
Log on to the TCI panel:
2. Connect the serial communication cable from the
PTU to the TCI port located behind the center
console in the cab on the passenger seat side.
Turn control power ON.
c:\>ACNMENU {enter}
Highlight- PTU TCI & PSC {enter}
Type technicians (your) name {enter}
Type your password {enter}
Set the Date and Time in the TCI panel:
Cursor to Special Tasks {enter}
Cursor to Set Date & Time {enter}
Cursor to Day of Month
Type day of month {enter}
Cursor to month {enter}
Arrow to desired month {enter}
Cursor to year - type year {enter}
Cursor to hour - type hour {enter}
Cursor to minute - type minute {enter}
Move cursor to (reset clock) {enter}
Cursor to exit {enter}
Log on to the PSC panel:
3. Connect the serial communication cable from
another PTU to the PSC port, behind the center
console in the cab on the driver side.
c:\>ACNMENU {enter}
Highlight - PTU TCI & PSC {enter}
Type your name {enter}
View/Set the Date and Time in the PSC panel:
Cursor to Special Tasks {enter}
Cursor to View/Set Time {enter}
Cursor to Day of Month
Type day of month {enter}
Arrow to desired month {enter}
Cursor to year - type year {enter}
Cursor to hour - type hour {enter}
Cursor to minute - type minute {enter}
Move cursor to (reset clock) {enter}
Cursor to exit {enter}
Check Comm Status:
On the TCI PTU:
Move the cursor to Normal Operation {enter}
Cursor to TCI Real Time Data {enter}
Verify PTU display indicates:
COMMLINK=OK
{escape} {escape}
On the PSC PTU:
Move the cursor to Normal Operation {enter}
Cursor to PSC Real Time Data {enter}
Verify PTU display indicates:
COMMLINK=OK
{escape} {escape}
Modular Mining Communication Port
In the version 18 software, the PTU baud rate has been
increased from 9600 to 38400, however the Modular
Mining port remains at 9600 baud. Therefore, before
testing the Modular Mining port, the PTU baud rate
must be changed back to 9600. Follow the instructions
below to reset:
1. Using DOS, select the c:\geohvac\ptuaccur
directory.
2. Select the following file to edit: ptu.cfg
3. At approximately line 94 the following should be
displayed:
27 0 38400 8 1 n/* comm port 1, 9600
baud, 8 data, 1 stop, no parity */
4. Change the 38400 value to 9600 and save the
file.
Check MMI Port:
1. Connect the serial communication cable from a
PTU to the port near the DID panel in the cab
behind passenger seat.
c:\>ACNMENU {enter}
Highlight - PTU TCI & PSC {enter}
Cursor to Normal Operation {enter}
Cursor to TCI Real Time Data {enter} (see
notes below)
Verify the PTU is communicating on this screen
by observing a blinking cursor on the screen.
{escape} {escape}
Notes: Only 4 command numbers are supported
through this port.
When the PTU starts, it sends out 3 or 4 commands
that the TCI will not respond correctly to. At the top TCI
screen, press the space key a number of times when
the screen indicates a mismatch until reaching the Real
Time Data screen.
TCI Input Checks
On the TCI PTU:
Move cursor to Normal Operation {enter}
Cursor to TCI Real Time Data {enter
1. Verify analog values and functions highlighted on the PTU are similar to the examples below:
Note: Actual values shown in illustrations will vary from those displayed on truck being serviced:
2. Press {enter} to display TCI SERIAL LINK DATA screen shown below:
3. Press {enter} to display TCI ANALOG INPUT CHANNELS screen below:
TCI Digital Output Tests
Note: The lamp test switch on the Overhead Display
will not activate the G.E. propulsion system lamps
when the PTU is in the Manual Digital Output Test
mode.
1. Apply the park brake switch and place the Rest
switch in the OFF position.
2. On the TCI COMMUNICATION MENU, place cur-
sor on Engine Stopped Tasks and press {enter}.
3. Place cursor on Manual Test Screen. Press
{enter}.
4. For Table III steps 1 through 17, turn on each dis-
crete output by highlighting it then pressing
{enter}. After the output is verified, press {enter}
to turn it off. Refer to Figure 3-4 for lamp location
and color.
Before performing step 18 (Table III), verify circuits
21SS and 21SR (MTU 396 engine) are removed
from the starters or 21 B (MTU/DDC 16V4000 or
Komatsu engine) are removed from starter sole-
noids and the parking brake is applied.
5. For Table III, step 18, change PTU from Engine
Stopped Tasks screen to Real Time Data screen:
{escape} {escape}
cursor to Normal Operation {enter}
cursor to TCI Real Time Data screen {enter}
a. Place selector switch in NEUTRAL and apply
park brake.
b. Turn key switch to START position.

TABLE III. TCI DIGITAL OUTPUT TESTS
STEP DO NAME DESCRIPTION
LOCATION
(Fig. 3-3)
1 RESTLT Rest Light B6
2 PSCNOTRDY Propel System Not Ready Light C6
3 REDUCELT Reduced Propulsion Level Light D6
4 LINKONLT Link ON light, DID Panel (Behind Operator's Seat)
5 TEMPWARNLT Propulsion System Temperature Warning Light C5
6 NORETARDLT No Retard, No Propel Light A5
7 NOPROPELLT No Propel Light A6
8 PSCWARNLT PSC Warning Light B5
9 RTRDCONTLT Reduced Retarding Light E6
10 HYDBHOTLT Hydraulic Brake Fluid Hot Light D5
11 PKBRKON
Verify park brake switch is applied:
Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts
Press {enter} to turn PKBRKON on: Verify approx. 24 volts
A3
12 RETARDLT Retard Light (on overhead display) D3
13 RETARDXLT Retard light (on top of cab and rear of truck)
14 BATSEPC
Battery Separate Relay
Measure Circuit 21BSR @ TB28 to ground
With BATSEPC highlighted, press {enter}: Verify 0.0 VDC
15 SPEED1 not used
16 SPEED2 not used
17 REVERSELT Activates backup horn and backup lights B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal
Trucks without prelube system:
Measure 24V DC to ground on Circuit 21A
(TB25) and also 21B (TB31) to ground.
Trucks with prelube system:
Measure 24V DC to ground on Circuit 21A @
TB25 and also 21PT @ TB28 to ground, after
the prelube system has reached proper oil
pressure. (Note: Engine oil level must be cor-
rect.)
Verify digital input ENGSTRTREQ and digital
outputs ENGCRANK, ENGCRNK2, and BAT-
SEPC are highlighted when 21A (& 21PT)
and 21B are 24V DC.
6. Return key switch to ON position.
7. Move selector switch to FORWARD.
8. Turn key switch to START.
Circuit 21A should remain 0V DC.
9. Release key switch.
10. Place selector switch in NEUTRAL.
11. Place park brake switch in the OFF position.
12. Turn key switch to START position.
Circuit 21A should remain 0VDC.
13. Release the key switch.
14. Apply parking brake.
AUX ERROR CODE Check:
1. With the PTU still on the TCI Real Time Data
screen, check the AUX_ERROR_CODE at the
upper right of the screen:
Value should be blank or (001)
Note: A Value of (-01) may indicate the TCI is not
communicating with the aux inverter.
FIGURE 3-4. STATUS/WARNING LIGHTS
Row-Col. Indicator Description Color
A1* Spare
B1* Low Steering Pressure Red
C1 Low Accumulator Precharge Red
D1 Spare
E1 Low Brake Pressure Red
A2* Low Hydraulic Tank Level Red
B2* Autolube Low Pressure Amber
C2* Circuit Breaker Tripped Amber
D2* Hydraulic Oil Filter Restricted Amber
E2* Low Fuel Amber
A3* Park Brake Applied Amber
B3* Service Brake Applied Amber
C3* Body Up Amber
D3* Dynamic Retarding Applied Amber
E3 STOP ENGINE Red
A4* Spare
B4* Manual Back-Up Lights Amber
C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* CHECK ENGINE Amber
A5 No Propel/Retard Red
B5 Propulsion System Caution Amber
C5 Propulsion System Temp. Caution Amber
D5 High Brake/Hydraulic Oil Temp. Red
E5* STOP ENGINE (Komatsu engine only) Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6 Propulsion System Not Ready Amber
D6 Propel System at Reduced Level Amber
E6 Retard System at Reduced Level Amber
TCI Digital Input Tests
1. Verify park brake switch is on. Turn REST switch
OFF (down).
2. On the TCI COMMUNICATION MENU, select
Engine Stopped Tasks and press {enter}.
cursor to Manual Test Screen
3. Activate each truck function listed in Table IV for
Table checkout steps 1 through 16.
Verify the inputs are highlighted on the PTU
screen when activated.
When performing step 1 in Table IV, and if
truck is equipped with warning/caution light
dimmer, adjust the dimmer control and verify
intensity of lamps indicated by * in Figure 3-4
can be varied. (Remaining lamps will remain
at full intensity regardless of dimmer control
position.)
NOTE: In some steps it may be necessary to jumper a
circuit to activate the function. Refer to Table IV on the
following page for instructions.
4. Turn OFF and ON all circuit breakers on relay
boards RB1, RB2 (if installed), RB3, RB4, and
RB5 in the Electrical Interface Cabinet.
Verify the Circuit Breaker Tripped lamp on the
overhead display illuminates when each cir-
cuit breaker is turned off, except as noted
below.
Notes:
To check CB19 on relay board RB3, selector switch
must be in REVERSE position.
CB20 will not activate Circuit Breaker Tripped lamp
when turned off.
To check CB13 & CB15 on relay board RB1, the
running lights must be on.
5. Turn OFF circuit breakers on RB2 (if installed).
Verify the Circuit Breaker Tripped lamp on the
overhead display illuminates.
6. Check steps 17 and 18 in Table IV.
7. Remove jumpers and turn circuit breakers on
RB2 ON.
8. Press {escape}.
DID Display:
1. Observe the DID display.
The cursor to the right of the event code
should appear to spin.
TABLE IV. TCI DIGITAL INPUT TESTS
STEP DO NAME DESCRIPTION
1 LAMPTEST
Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate)
Note: When version 18 software is installed, the following will occur when the Lamp Test Switch is
activated:
Back-up horn sounds and back-up lights turn on.
Retard lights at rear of truck and on top of cab turn on.
2 ENGCAUTION
Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp)
(Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU but overhead
display lamp should illuminate.)
3 ENGWARN
Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp)
If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.)
4 RESET Clear/delete/dump body up override pushbutton switch on console
5 RESTSW
Rest Switch (Place in REST position to activate) Note: Some trucks are equipped with a release but-
ton on the Rest Switch that must be pressed before moving the switch to the REST position. Verify the
internal lamp on the Rest Switch lights when in REST position.
6 REVREQ Selector Switch in REVERSE position
7 FORREQ Selector Switch in FORWARD position
8 ENGKILL
Engine Shutdown Switch (Depress switch on console) Verify circuit 439 (TB25) changes from 0 to
24VDC.
9 DATASTORE Data Store Switch (on front of console - push to activate)
10 BODYDWN
Body Up Switch (Activated when body is down) Circuit 63L (TB12) to ground voltage should be
approximately 24 volts with body down, 0 volts when body is raised. Verify lamp is Overhead Display
is OFF when body is down.
11 PRKBRKSW Park Brake Switch (Highlighted with switch ON)
12 PRKBRKFDBK
Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on
brake manifold in brake cabinet to ground to remove highlight.)
13 ENGSTRTREQ Engine Start Request (Refer to Digital Input for check procedure)
14 RSC Retard Speed Control Switch (on console - pull up to highlight)
15 OVERPAYLD Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32)
16 CONTROLON Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF, if RB2 is installed):
17 MIDPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.)
18 FULLPAYLD Truck Fully Loaded (Jumper 73LS @TB25 to ground.)
PSC Checkout Procedure
PSC Digital Output Tests:
1. Turn OFF the Control Power Switch.
2. Place the Rest Switch In the cab in the OFF posi-
tion. Turn Park Brake switch ON.
3. Disconnect the round connector at the top of
each Phase Module and Chopper Module.
PTU to the PSC port, behind the center console
on the drivers side.
5. Turn ON the Control Power Switch.
6. Type the following on the PTU keyboard:
c:\>ACNMENU {enter}
Highlight PTU TCI and PSC {enter}
7. Verify the values and functions highlighted on the
PTU are similar to the PSC Serial Link Data
screen in Figure 3-5 below:
8. Press {enter}. Verify PTU screen values are similar to Figure 3-6.
FIGURE 3-5. PSC REAL TIME DATA SCREEN
FIGURE 3-6. PSC SERIAL LINK DATA SCREEN
9. Press {enter}. Verify the values on the PTU are similar Figure 3-7 below:
10. Press {enter}. Verify the values on the PTU are similar to Figure 3-8 below:
FIGURE 3-7. PSC ANALOG INPUT CHANNELS SCREEN
FIGURE 3-8. PSC TEMPERATURES SCREEN
Cursor to Engine Stopped tasks {enter}
Cursor to Manual Test Mode {enter}
11. Highlight the devices listed in steps 1 through 11
in Table V below on the digital output section on
this screen and then press {enter}. Press {enter}
again to turn off
12. For step 14 (GD1E) in Table V below, use an AC
voltmeter set on 750V AC scale to check for 90 to
100 volts AC between the pins on each round
connector removed in step 3 (cable side) to
Inverter 1, (top row).
13. Use the AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module One (CM1 G-X)
removed in step 3.
Press {escape} {escape}
14. Turn OFF the Control Power Switch
15. Reconnect the round connectors to Inverter 1.
16. Reconnect the round connector to Chopper Mod-
ule 1.
TABLE V. PSC DIGITAL OUTPUT TEST
STEP DO NAME DESCRIPTION DEVICE CHECKOUT
1 GF GF Contactor
Verify the GF contactor picks up and GFFB is highlighted on the PTU
(NOTE: The GF Cutout Switch must be in the NORMAL (up) position
to check).
2 GFR GFR Contactor Verify the GFR relay picks up.
3 RP1 RP1 Contactor Verify RP1 picks up and RP1FB is highlighted.
4 RP2 RP2 Contactor Verify RP2 picks up and RP2FB is highlighted.
5 RP3 RP3 Contactor (If installed) If installed, verify RP3 picks up and RP3FB is highlighted.
6 CPRL Control Power Relay
With CPRL highlighted turn off CPS and verify that control power is not
lost. Turn CPS back on.
7 AFSE Alternator Field Static Exciter
With AFSE highlighted verify 24 volts to ground on the +25 terminal
on the AFSE terminal board.
8 SYSRUN Control System OK LED
Verify the second LED from the top (labelled Control System OK),
located on Information Display Panel on the side of the control cabinet
is ON
9 TEST Test Mode LED
Verify the fourth LED from the top (labelled Test Mode), located on the
Information Display Panel on the side of the control cabinet is ON.
10 REST Rest Mode LED
Verify the fifth LED from the top (labelled Rest Mode), located on the
Information Display Panel on the side of the control cabinet is ON.
11 SYSFLT System Fault LED
Verify the third LED from the top (labelled System Fault), located on
the side of the control cabinet is on.
Early Production Trucks: For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor
across circuits 79RD (TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed.
12 FORT Forward Travel Direction
Verify circuit 72FD changes from 24VDC to 0VDC when FORT is acti-
vated
13 REVT Reverse Travel Direction
Verify circuit 79RD changes from 24VDC to 0VDC when REVT is acti-
vated
14 GD1E
Gate Drive Power, Inverter 1
Enable Signal
Refer to steps 12 through 19 in digital output test procedure.
15 GD2E
Gate Drive Power, Inverter 2
Enable Signal
Refer to steps 20 through 28 in digital output test procedure.
16 CMCTL Chopper Module Control Do not check.
17 AUXRESET AUX Inverter Reset AUXRSET should be highlighted.
17. Turn ON the Control Power Switch
Cursor to Engine Stopped Tasks {enter}
Highlight GD1E on the digital output section and
press {enter}.
When performing the following procedures, never
look directly into the fiber optic light. Eye damage
could result.
18. Carefully remove the grey plug on the top of each
Phase Module for Inverter 1.
Without looking directly into the plug on each
Phase Module, verify that a red light is
present.
19. Carefully remove the grey plug on the top of
Chopper Module 1.
Without looking directly into the plug on Chop-
per Module One, verify that a red light is
present.
20. For step 15 (GD2E) in the PSC Digital Output Test
Table, use an AC voltmeter to check for 90 to 100
volts AC between the pins on each round connec-
tor removed in step 3 (cable side) to Inverter 2
(bottom row).
21. Use an AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module 2 (CM2 G-X) removed
in step 3.
Press {escape} {escape}
22. Turn OFF the Control Power Switch
23. Reconnect the round connectors to Inverter 2.
24. Reconnect the round connector for Chopper Mod-
ule 2.
25. Turn ON the Control Power Switch
Highlight GD2E on the digital output section and
press {enter}.
When performing the following procedures, never
look directly into the fiber optic light. Eye damage
could result.
26. Carefully remove the grey plug on the top of each
Phase Module for Inverter 2.
Without looking directly into the plug on each
Phase Module, verify that a red light is
present.
27. Carefully remove the grey plug on the top of
Chopper Module 2.
Without looking directly into the plug on Chop-
per Module 2, verify that a red light is present.
28. Reconnect plug on each Phase Module 2 for
inverter 2 and Chopper Module 2.
PSC Digital Input Checks
The following tests are made on the Manual Test
Screen as selected during PSC Digital Output Test
procedure.
1. With the key switch and the Control Power Switch
ON:
Verify the digital inputs in steps 1 through 5 in
Table VI below are highlighted.
2. Check digital inputs in Table steps 6 through 8
using the instructions in the Device Checkout col-
umn.
Highlight CPRL on the digital output section of
the PTU screen and then press {enter}.
3. Turn OFF the key switch in the cab.
KEYSW and CPSFB will no longer be high-
lighted
4. Turn ON the key switch.
5. Turn OFF the Control Power Switch.
KEYSW will stay highlighted, CPSFB will no
longer be highlighted.
6. Turn ON the Control Power Switch.
Press {enter} to turn off CPRL.
{escape} {escape}
7. Turn OFF Control Power Switch.
TABLE VI. PSC DIGITAL INPUT TEST
STEP DI NAME DESCRIPTION DEVICE CHECKOUT
1 KEYSW Key Switch
With the Key Switch and Control Power Switch ON, digital inputs should be
highlighted.
2 CPSFB
Control Power Switch Feed-
back
3 CNFB Panel Connectors Status
4 CNIFB
CNI and CNENG Connector
Status
5 CNXFB
Auxiliary Blower Connector
Status
6 INV1CO
Inverter 1 Cutout Switch Sta-
tus
Will be highlighted with Inverter #1 switch on the side of the control cabinet in
the CUTOUT position (down).
7 INV2CO
Inverter 2 Cutout Switch Sta-
tus
Will be highlighted with Inverter #2 switch on the side of the control cabinet in
the CUTOUT position (down).
8 BRKON Service Brake Apply Status
Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires do not
have to be removed.)
Miscellaneous Checks
A3PV Panel
1. Remove the wires from panel terminals A and C.
2. With the Control Power Switch ON, measure volt-
age between terminals D and F:
Verify 0.0 30 Millivolts.
3. Connect a jumper wire from the BATFU fuse
located on the bottom left wall in the left compart-
ment to terminal A on A3PV.
4. Connect a jumper wire from a cabinet ground to
terminal C on A3PV.
5. Measured voltage between terminals D and F.
Verify panel output is 0.12 volts (battery volts
divided by 200)
6. Connect a serial communication cable from the
PTU to the PSC.
7. On the PSC PTU, enter the following:
c:\>ACNMENU {enter}
Highlight PTU TCI & PSC {enter}
Cursor to PSC Real Time Data Screen {enter}
Verify A3PV is approximately 1.17 X battery
volts
8. Remove the jumper wires.
9. Reconnect the wires to terminals A and C.
LINKV Panel
1. Remove the wires from panel terminals A and C.
2. With the Control Power Switch ON, measure volt-
age between terminals D and F:
Verify 0.0 30 Millivolts.
3. Connect a jumper wire from the BATFU fuse
located on the bottom left wall in the left compart-
ment to terminal A on LINKV.
4. Connect a jumper wire from a cabinet ground to
terminal C on LINKV.
5. Measure voltage between terminals D and F.
Verify panel output is 0.12 volts (battery volts
divided by 200)
6. With the PTU connected to the PSC, enter the
following:
c:\>ACNMENU {enter}
Verify LINKV is equal to battery volts
7. Remove the jumper wires. Reconnect the wires
to terminals A and C.
Thermistor Checks
1. With the PTU connected to the PSC:
Verify AUXPCT is showing ambient tempera-
ture
Verify AUXIT is showing ambient temperature
Verify AFSET is showing ambient tempera-
ture
17FM384 Panel Check
1. With the PTU connected to the PSC;
Cursor to Normal Operation {enter}.
2. Carefully remove the FAILDIOD wire from termi-
nal D on the 17FM384 panel.
Verify FDIODE is highlighted on PTU screen
3. Reconnect wire to terminal D.
Pedal Percentages and Meter Calibration
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system tem-
perature gauges and the speedometer for the software.
If any of the above components require replacement
during truck servicing or troubleshooting procedures,
the new or rebuilt component must be recalibrated
using the applicable procedure before the truck is
returned to service.
PTU to the PSC port, behind the center console
on the drivers side.
2. Turn keyswitch and Control power Switch ON.
3. Enter the following on the PTU:
c:\>ACNMENU {enter}
Cursor to View/Set PSC Analog Outputs
{enter}
A: Retard Pedal:
Move the cursor under the (K - Z) column on
channel 1 (CH1) {enter}
Cursor to Parameter name rpinhi_ail5 {enter}
Record the parameter value with the retard
pedal fully released. (typical value; 1.53
volts).
Record the parameter value with the retard
pedal fully depressed. (typical value; 9.50
volts).
B: Retard Lever:
Cursor down to channel 2 (CH2) and position
the cursor under the (K - Z) column {enter}
Cursor to parameter name retlever_ail4 {enter}
Record the parameter value with the lever up
(typical value; 0.0 volts).
Record the parameter value with the lever
down (typical value; 8.75 volts).
Meter Calibration Procedure
PTU to the TCI port, behind the center console,
on the passenger side.
2. Turn ON the Key Switch and the Control Power
Switch.
3. On the PTU, enter the following:
c:\>ACNMENU {enter}
4. Turn park brake switch ON and turn Rest switch
OFF.
C: Hydraulic Brake Fluid Temperature Meter:
Cursor to Temporary Meter Calibration. {enter}
Cursor to the box to the right of Type a Test
Hydraulic brake Fluid Temperature {enter}
Type in: 120 {enter}
5. Hydraulic Brake Fluid Temperature meter should
move to a position near the line separating green
and red.
Move the cursor to the Increment\Decrement
boxes and press {enter} to position the meter
pointer on the line between the green and red
sections.
6. When at the desired meter position, record the
value shown in the Gauge Scale box.
D: Propulsion System Temperature Meter:
Cursor to the box to the right of Type a Test
Propulsion System Temperature {enter}
Type in: 60 {enter}
7. Propulsion System Temperature meter should
move to a position near the line separating green
and yellow.
Move the cursor to the Increment\Decrement
boxes and press {enter} to position the meter
pointer between the green and yellow sections.
8. When at the desired meter position, record the
value that is in the Gauge Scale box.
E: Truck Speed:
Arrow to mph box {enter}
Type in: 25 {enter}
Adjust speedometer internal adjustment pot
to obtain 25 mph (or 40 km/h).
Type in: 40
Verify speedometer in cab reads 40 mph (or
64 km/h).
9. Press {escape} to return to Engine Stopped Menu
screen.
Cursor to Exit {enter}
On the TCI Communication Menu, cursor to
Normal Operation {enter}
With TCI Real Time Data screen displayed,
press {enter} to go to TCI Serial Link Data
screen
Press {enter} to go to TCI Analog Input Chan-
nels screen
10. Record the following information from the screen:
F: Accelerator pedal:
Record the accel pedal voltage with pedal
released (typical value; 1.61)
Record the accel pedal voltage with pedal
fully depressed (typical value; 8.53)
G: Retard Speed Pot Setting:
11. Pull the retard speed control button UP.
Record value of RSC POT with knob fully
counterclockwise (typical value; 10.75)
Record value of RSC POT with knob fully
clockwise (typical value; 0.01)
H: Pot Reference:
Record value of POTREF (typical value;
10.86)
12. Press {escape} to return to TCI Normal Operation
Menu.
Cursor to Exit {enter}
On TCI Communication Menu, cursor to Exit
{enter} {enter} to return to Main Menu.
Reprogram With Serial Numbers and Pedal
Percentages
On the Main Menu, highlight AC TRUCK
SETUP (CFG) {enter}
Cursor to Mine Configuration {enter}
Cursor to: 0) Select a truck config, currently
using file: {enter}
Cursor to desired configuration file {enter}
Cursor to: 3) View GE Product Service Data
{enter}
Cursor to Leave GE Product Service screen
{enter}.
Cursor to: 4) Change/View Truck Specifics
{enter}
Type accelerator pedal, retard pedal and retard
lever percentages (see instructions and exam-
ple in Figure 3-5), for the OFF and fully applied
positions.
Note: If the calculated value for Retard Lever Travel
Off Request is less than 3%, use 3% as the input
value.
Type meter scale values, and stat quarter start
month.
Cursor to Truck Identification Number and type
assigned mine truck number {enter}
Cursor to Leave Truck Specifics Screen {enter}
Cursor to S) Save a truck configuration, file-
name: {enter}
Type the configuration filename {enter}
Cursor to Q) Quit {enter}
Type Y
FIGURE 3-9. PEDAL PERCENTAGE CALCULATIONS
I: Program TCI
(PTU connected to TCI port)
1. 1. Place the REST switch in the OFF position and
turn keyswitch ON.
From the Main Menu, highlight DOWNLOAD
TCI PANEL {enter}
Highlight SELECT TCI SETUP {enter}
Cursor to configuration desired {enter}
Highlight DOWNLOAD TCI PANEL {enter}
Highlight DOWNLOAD TCI {enter}
screen.
shown on the screen for downloading are correct.
J: Program PSC
(PTU connected to PSC port)
1. Turn keyswitch ON.
From the Main Menu, highlight DOWNLOAD
PSC PANEL {enter}
Highlight SELECT PSC SETUP {enter}
Cursor to configuration desired {enter}
Highlight DOWNLOAD PSC PANEL {enter}
Highlight DOWNLOAD PSC {enter}
screen.
shown on the screen for downloading are correct.
K: Check Pedal Percentages
On the PSC PTU - cursor to Normal Operation
{enter}
1. With the accelerator pedal released, verify the fol-
lowing is displayed:
ACCEL_SEL = 0.00
2. With the accelerator pedal fully applied, verify the
following is displayed:
ACCEL_SEL = 1.00
3. With the retard pedal released and retard lever
up, verify the following is displayed:
RETRD_SEL = 0.00
4. With the retard pedal fully applied, verify the fol-
lowing is displayed:
RETRD_SEL = 1.00
5. With the retard lever fully down, verify the follow-
ing is displayed:
RETRD_SEL = 1.00
6. With Retard Speed Control knob pulled up and
the knob turned fully counterclockwise, verify the
following is displayed:
RSCMPH = 5
7. With Retard Speed Control knob pulled up and
the knob turned fully clockwise, verify the follow-
ing is displayed:
RSCMPH = 37 (see note below)
Note: In step 7, truck configurations 07E and 13E will
indicate 31 (instead of 37) for 38.1 gear ratio.
LOAD TESTING
1. Reconnect wires 21SR and 21SS (MTU 396
engine) to the starter or 21B (MTU/DDC 16V4000
or Komatsu engine) to the starter solenoids.
2. Place both Inverter Cutout Switches on the side
of the control cabinet to the CUTOUT position
(down).
3. Place the Rest Switch in the REST position.
4. Make sure the wheels are chocked, and the park
brake switch is ON.
5. Remove the locking bar from the right side of the
auxiliary blower behind the inspection cover.
6. Install locks on the three front doors of the electri-
cal cabinet. Also secure the 3 top covers.
Preload Checks
Alternator Speed Sensor Check:
1. Connect an AC voltmeter to circuits 74X (TB22)
and 74Z (TB22).
2. Place the GF Cutout Switch in the CUTOUT posi-
tion (down).
3. With Rest Switch in the REST position, start the
engine and operate at low idle.
Verify approximately 4 VAC on the meter.
Verify tach (in cab) reads approximately 700
RPM.
4. Shut down the engine. Remove voltmeter.
Battery Boost Check:
THE BATTERY BOOST CHECK MUST BE PER-
FORMED EXACTLY AS DESCRIBED BELOW. FAIL-
URE TO DO SO MAY RESULT IN SERIOUS INJURY.
The contactors in the cabinet with the R1
resistor may be energized with the engine run-
ning. DANGEROUS VOLTAGES ARE
PRESENT INSIDE THE CABINET.
Engine must be OFF during setup prepara-
tion.
Rest switch in the cab must be in REST.
GF cutout switch must be in the CUTOUT
position, (down).
ALL Link Voltage lights must be OFF.
1. Connect a voltmeter across resistor R1 located in
the Contactor Box on the Electrical Cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
2. Close the cabinet door.
3. Turn Key Switch and Control Power Switch ON.
4. Connect one serial communication cable from the
PTU to the PSC port.
C:\>ACNMENU {enter}
5. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-10.
6. Connect a second serial communication cable
from the PTU to the TCI port.
C:\>ACNMENU {enter}
7. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-11.
8. Start the engine.
9. Place the GF Cutout Switch in the NORMAL posi-
tion (up).
10. While observing the voltmeter installed in step 1,
place the Rest Switch in the OFF position.
The voltmeter will momentarily show about 18
volts and then drop to zero
11. Place the Rest Switch in the ON position.
12. Place the GF Cutout Switch in the CUTOUT posi-
tion.
13. Shut down the engine.
14. Verify ALL lights indicating link voltage are OFF.
15. Remove the voltmeter and lock the cabinet door.
FIGURE 3-11. TCI REAL TIME DATA SCREEN
ADDITIONAL TRUCK CHECKS
Be certain Rest Switch is ON.
Place Inverter Cutout switches in the CUTOUT
(down) position.
Brake System Pressure Switch Checks:
1. Start engine and allow engine to warm up for
approximately 10 minutes.
2. Verify the following:
All indicator lights on overhead are OFF
except System Rest, Propel System Not
Ready and Park Brake.
3. Individually check (other than the differential
pressure switch in rear axle housing) the service
brake system switches on the truck. (This can be
done by shorting the circuit to ground, momen-
tarily. The circuits are active while being shorted.)
a. Front to rear brake differential Circuit 33Z, in
the front of operator cab. (There is a 5-second
delay timer in this circuit.)
b. Front differential brake Circuit 33Z in the brake
cabinet. (There is a 5-second delay timer on
this circuit.)
4. Put brake lock switch ON.
a. Short Circuit 33T to ground (brake lock degra-
dation pressure switch located in brake cabi-
net). (There is a 5-second delay timer on this
circuit.)
b. Note that when the brake lock is applied, the
service brake lights on the truck are active and
the service brake light indicator on the over-
head display illuminates.
5. Connect the PTU to the PSC communication
port.
c:\>ACNMENU {enter}
Enter your name {enter}
Enter your password {enter}
6. On the PSC Real Time data screen:
Verify BRKON is highlighted when the wheel
brake lock is applied.
7. Turn brake lock switch OFF.
8. In the brake cabinet, short Circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
display and the low brake pressure buzzer
should be active.
9. On the left frame rail, short Circuit 33F at the
steering pressure switch on the bleeddown mani-
fold to ground.
The low brake pressure, low steering pres-
sure lights in the overhead should come on
and the low brake pressure buzzer should be
active.
Hoist & Steering Circuit Switch Checks:
10. On the inner side of the fuel tank, short Circuit 39
on hoist circuit hydraulic filters bypass indicator
switch, to ground.
The Hydraulic Oil Filter light in overhead turns
on.
11. At the steering circuit hydraulic filter, short circuit
39 on filter bypass indicator switch to ground.
The Hydraulic Oil Filter light in overhead turns
on.
12. On the fuel tank, short Circuit 38 at low fuel level
switch to ground.
The Low Fuel light indicator in the overhead
should light.
13. Short Circuit 51A at nitrogen precharge pressure
switches on top of steering accumulators to
ground.
The Low Accumulator Precharge indicator
light is activated. This light stays on even
when the short is removed.
14. Use engine shutdown switch on selector switch
console to shut down engine. Do not turn Key
Switch OFF.
The Accumulator Precharge light should
remain on and brakes and steering pressure
remain charged.
15. Turn key switch OFF.
Verify steering pressure bleeds down.
Aux Blower Rotation Check
If the blower has been replaced or cables removed and
reinstalled, verify correct blower rotation to insure cor-
rect hookup.
Note: On some trucks the Auxiliary Blower System is
replaced by the Alt external fans.
1. Remove the inspection cover from the Aux
Blower on the driver side of the truck.
2. Verify Inverter Cutout Switches are in the CUT-
OUT position (down).
3. Start the engine.
4. Move the GF Cutout Switch to the NORMAL posi-
tion.
5. Move the Rest Switch to the OFF position.
6. Check the rotation of the Aux Blower.
Make sure it is rotating counterclockwise as
viewed from the driver side of the truck.
Verify the Link Voltage lights are ON.
Verify that the exhaust holes on the control
cabinet are free of debris and air is flowing
out of them.
7. Move the Rest Switch to the REST position. Note
the Link Energized lights turn off.
8. Shut down the engine.
9. Replace the Aux Blower cover.
Final Checks:
1. Connect the PTU to the PSC communication
port.
2. Start the engine. Select PSC Real Time Data
screen on the PTU:
c:\>ACNMENU {enter}
Enter your name {enter}
Enter your password {enter}
3. Place the GF cutout switch in the normal position
(up).
4. Place the REST switch in the OFF position.
5. Compare the values displayed with the values
shown on the sample screen in Figure 3-12.
6. Verify AUXFB is about 1700 rpm and exhaust air
is flowing from the rear exhaust ports of the con-
trol cabinet.
7. With the engine running, move the GF cutout
switch to the normal position and turn the Rest
Switch OFF:
Verify both inverter link voltages (I1V & I2V)
are approximately 700 volts.
8. Place the Rest Switch in the ON position.
9. Press {escape} {escape}.
10. Shut down engine and remove equipment.
On-Board Load Testing
Inspect and verify the front and side electrical cabi-
net doors are closed and locked before performing
the following tests.
Preparation
1. Jumper fan clutch control circuit to lock fan in full
on condition.
a. If truck is equipped with DDEC engine, jumper
circuit 541M @ TB24 to ground.
b. If truck is equipped with Komatsu engine,
jumper circuit 22FO @ TB32 to ground.
Note: Load testing can be performed through the DID
panel or by using the PTU. The procedures below
assume the PTU will be used.
2. Connect a VOM from circuit 72E @ TB24-G (+) to
circuit 0 @ TB24-H (-). This is the 10 volt load
hand-shaking signal from the engine. (Value
should be 5.0 volts with just control power on.)
Refer to PVM Test at the end of this section for
additional information.
3. Turn brake lock ON.
4. On the PSC PTU:
5. With the engine running, place the Rest Switch in
the OFF position.
6. Verify the values and the functions highlighted on
the PTU are similar to the screens shown in Fig-
ures 3-13 through 3-15.
Note: Press {enter} to move to the next screen.
FIGURE 3-13. PSC REAL TIME DATA SCREEN SAMPLE

FIGURE 3-14. PSC SERIAL LINK DATA SCREEN
FIGURE 3-15. PSC ANALOG INPUT CHANNELS
7. Place the Rest Switch in the REST position.
8. On the TCI PTU:
Cursor to TCI Real Time data {enter}
9. With the engine running, place the Rest Switch in
the OFF position.
Verify the analog values and the functions
highlighted on the PTU are similar to the
screen shown in Figure 3-16.
FIGURE 3-16. TCI REAL TIME DATA SCREEN
Initiate Loadbox Test
1. To initiate the loadbox test, on the PSC PTU:
Cursor to SELF LOAD ENGINE TEST {enter}
Cursor to ENTER LDBX {enter}
2. CCU should momentarily display at the bottom
of the screen. (This is a self-test indication).
3. Put the Selector Switch in NEUTRAL and
depress the accelerator pedal. RPM must be
above 1300 RPM to pick up RP1.
4. Compare the values on the Loadbox Screen to
the values shown in Figure 3-17.
NOTE: If the HP ADJ value is (-)400 it is an indication
that the zero to ten volt engine command is not getting
to the PSC (Circuit 72E and 0).
Refer to PVM Optimum Load Curve Handshaking
Troubleshooting Test for additional troubleshooting
information.
FIGURE 3-17. SELF LOAD TEST; RP1 PICKED UP
In the following step, air exhausted from grid vents
can be very hot.
5. Without touching them, check for air flow from the
grid blowers as follows:
a. Increase engine RPM until two RP contactors
pickup.
Hot air should be felt from one front section of
the grid.
b. Reduce RPM to idle and then increase RPM
to pickup two RP contactors.
Hot air should be flowing from the other front
section of the grid.
6. Warm-up engine with two RP contactors picked
up until the engine coolant temperature stabilizes.
7. Compare values displayed on the Loadbox Test
Screen with the sample screen in Figure 3-18.
8. Fully depress the accelerator pedal to pickup all
three RP contactors.
Note: Some trucks have RP1 & RP2 only
9. Compare the values on the loadbox screen with
the values shown in the sample screen in Figure
3-19.
10. Record the Loadbox Screen on the PTU as fol-
lows:
a. While viewing the loadbox screen during full
load:
Press the {F2} key
Cursor to record and press {enter}
Type a filename and press {enter}
11. Note the ENGLOAD value On the screen:
If the value is 5 volts during load testing, load-
ing is satisfactory.
If the value is below 5 volts, the electrical sys-
tem needs to remove horsepower loading.
(This is an indication of a weak engine.)
If the value is above 5 volts, the electrical sys-
tem needs to load the engine more.(This is an
indication of a strong engine.)
FIGURE 3-18. SELF LOAD TEST SCREEN; RP1 RP2/RP3 PICKED UP
12. The load box screen should be recorded and val-
ues compared to values calculated to account for
parasitic losses at the elevation of the test site
and ambient temperature during testing as fol-
lows:
Trucks with DDEC engine:
a. The output horsepower should be 2700 HP
5% @ 1900 +10, -15 rpm.
b. The requested rpm from GE must be 1910
rpm.
c. Refer to Figure 3-20 for parasitic losses curve.
Read the parasitic losses from the graph
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)
Trucks with Komatsu SSDA16V160 engine:
a. The output horsepower should be 2700 HP
5% @ 1900 +10, -15 rpm.
b. The requested rpm from GE must be 1900
rpm.
c. Refer to Figure 3-21 for parasitic losses curve.
Read the parasitic losses from the graph
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)
Manual Offset HP Output Adjustment
If necessary to troubleshoot HP problems, use the fol-
lowing procedure:
13. With loadbox initiated, cursor to HP Offset
{enter}
Cursor to => 0 HP
Input a + or - offset but not greater than +300
{enter}
14. Perform load test again.
Return offset to 0.0 {enter}
cursor to HP Offset {enter}
cursor to LDBXINIT {enter}
15. Exit the loadbox test mode and allow engine to
cool down:
Cursor to LDBX INIT on the Loadbox Screen
and press {enter}.
16. Note engine temperature and pressure gauges for
normal values.
17. Place Rest Switch in the ON position.
18. Turn key switch OFF. Allow steering accumulators
to bleed down.
19. Record all data to create a truck record for future
comparison.
FIGURE 3-19. SELF LOAD TEST SCREEN; RP1 RP2 & RP3 PICKED UP
FIGURE 3-20. TOTAL PARASITIC LOSS AT FULL POWER
DDEC 4000, 2700 GHP, ECS 8 Blade, 78 dia. 5.3 PW @836 RPM
FIGURE 3-21. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78 dia. 5.3 PW @ 798 RPM
TROUBLESHOOTING
PVM Optimum Load Curve Handshaking
Troubleshooting
Note: a value of below 0.5VDC or above 9.5VDC (on
circuit 72E) indicates a failure.
Trucks equipped with DDEC engine:
1. 1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 0 (-) lead. Voltage should be 5.0VDC.
a. If the voltage is low or 0VDC, check voltage of
circuit 15VL @ TB32. (This supply is from the
GE drive system power supply card through
the GE/Auxiliary Control harness.)
b. Then check voltage of circuit 15SIM @ TB32.
Voltage should be approximately 14.5 VDC.
c. If voltage is 0VDC or considerably lower than
14.5 volts, check the 20 ohm resistor on DB1.
2. 2. With the engine running and under load, with
keyswitch and control power switch ON, check
the voltage at 72E(+) to 0 (-).
Voltage should be 5.0 volts
a. If the voltage in step 2 is lower or higher than
5.0 volts, check using the DDR to see the per-
cent of load the engine is given to the PVM
module.
b. Multiply the percentage value in the previous
step by 10. This should equal the 72E to 0
voltage reading. (i.e. 50% X 10 = 5.0 VDC)
Note: The DDR is updated every second and is not a
true real (electronic) time value. The GE system
updates every 20msec. A more accurate method of
measuring the updated value is to attach an
oscilloscope to the circuit 908M terminal point to
ground and measure the time the signal is positive
divided by the total time of the signal wave form and
multiply it by a factor of 10. This should equal the 72E
to 0 circuit voltage. This is a 50HZ signal.
Examples:
10ms/20ms = .50 X 10 = 5.0VDC
15ms/20ms = .75 X 10 = 7.5VDC
5ms/20ms = .25 X 10 = 2.5VDC
c. Verify circuit 0 is connected to ground.
d. If the signal 908M is correct and the supply
voltage (15SIM) to the PVM is correct, but out-
put is incorrect, replace the PVM module.
Trucks equipped with Komatsu engine:
1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 0 (-) lead.
a. Jumper circuit 22FO to ground and verify volt-
age on 72E to 0 changes to 7.0VDC.
b. If the voltage is 0VDC, verify the connections
to the PVM are correct and circuit 439 and
11SL connected to CN P382 positions 5 and
40 are 24VDC.
2. With the engine running and under load, with key-
switch and control power switch ON, check the
voltage at 72E(+) to 0 (-).
Voltage should be 5.0 volts
a. Check the PVM diagnostic connector P381.
b. Verify the voltage between position A to B is 8
to 11VDC. (A reading of 0VDC indicates the
1939 transmission line failed. Check 1939 wir-
ing.)
c. Verify the voltage between position C to B is 8
to 11VDC. (A reading of 0VDC indicates the
PVM has failed only if the voltage from posi-
tion A to B is correct and the filtering circuit is
correct.) Check filtering circuit resistors and
capacitors connected to P383 positions 12
and 20 and P382 position 33 mounted on
diode board DB1.
3. If both step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
Trucks with Either Engine:
If necessary, a variable voltage can be substituted for
the 72E/0 circuit voltage to determine if the problem is
caused by the engine or the GE drive system.
This voltage can be varied above and below 5VDC to
see if the GE drive system follows this signal, dropping
load when the signal is below 5VDC and increasing
load if the signal is above 5VDC.
If the GE drive system follows the signal and with
5VDC the system can produce full power, but cannot
function normally, troubleshoot engine boost or fuel
injection system.
MISCELLANEOUS COMPONENT REPAIR
BE CERTAIN TO ALLOW ADEQUATE TIME
FOR LINK VOLTAGE TO DRAIN DOWN before
opening the electrical cabinet to perform the
following checks or repairs. Verify the Blower
Control Panel (AXCAP) LEDs (4, Figure 3-22
are OFF.
If any of the above warning lights remain ON,
a system failure may have occurred. Refer to
Truck Shutdown Instructions Shutdown After
System Failure for procedures to follow
before attempting repairs.
Troubleshooting Phase Modules and Chopper
Modules
1. To troubleshoot a phase module or chopper mod-
ule, access the PSC Manual Test screen on the
PTU while connected to PSC panel, engine
stopped, and NOT in rest mode.
2. Move cursor to the appropriate GD1E or GD2E
signal in the digital output area and turn it ON.
(GD1E turns on all Inverter 1 phase modules and
chopper module 1. GD2E turns on all Inverter 2
phase modules and chopper module 2.)
3. Disconnect the GRAY fiber optic cable on the
phase module or chopper module being checked.
In the following step, DO NOT look directly at the
red light. Eye damage could occur.
4. There should be red light visible out of the GRAY
receptacle on the gate drive module.
5. If there IS red light, the phase module or chopper
module is OK.
6. If red light IS NOT visible, disconnect the round
power supply harness from the gate drive mod-
ule.
7. Check the AC voltage in the two pins in the har-
ness; There should be 100 VAC square wave on
the harness. The actual reading on the VOM will
depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or NO voltage at all on the
harness.
8. If there is NO voltage, troubleshoot the Gate
Drive Power Converter (GDPC) or the harness.
9. If there IS voltage, reconnect the harness and
disconnect the GTO Gate lead on the G termi-
nal.
10. If there IS red light visible with the gate lead dis-
connected, the GTO is shorted and the entire
phase module or chopper module must be
replaced.
11. If there IS NOT red light visible with the gate lead
disconnected, the GATE DRIVE MODULE is
faulty and should be replaced. All the gate drive
sections for phase modules and chopper modules
are alike and interchangeable. The Red-covered
and White-covered gate drive modules are inter-
changeable where mounted by the 6 capscrews
to the cooling tubes of the phase module or chop-
per module.
Phase Module Removal and Snubber Resistor
Replacement
To Remove the Phase Modules:
1. Open the battery disconnects to disconnect the
truck batteries.
2. Short out the DC link by installing jumpers from
(+) to (-) next to the AFSE and then to ground.
3. Remove the front cabinet supports between the
doors.
4. Disconnect the fiber optic cables and the plug at
the top of each Phase Module. Tuck the removed
cables under the blue loom to protect the cables
when the modules are pulled out.
5. With a 15/16 inch socket, remove the four
mounting nuts on each Phase Module.
6. Cut the tyrap by the capacitor on top of each
Phase Module.
7. Partially pull out each Phase Module. Using a
7/16 inch socket, remove the snubber wire
behind the top capacitor.
8. Remove each Phase Module which weighs 65
pounds (29.5 Kg). Mark each Module so that it
will be put back in the same location that it was
removed from.
To Remove the Snubber Resistors:
1. Disconnect the upper and lower L brackets to
the DC link with a 3/4 inch socket. Remove only
the outer four L brackets on the snubbers and
leave the brackets on the center two snubbers.
Note: The brackets on the two center snubbers must
remain in place to prevent the DC link from falling.
2. Remove the cables to the DIT located on the L
brackets.
3. Remove the snubber mounting bolts with a 3/4
inch socket.
4. Remove the snubber assembly. The threaded rod
pulls out with the snubber assembly. To remove
the top left snubber assembly, loosen the bolts on
the bracket securing the left side of the link and
then push the link up to get the snubber assembly
out.
5. Remove the four screws holding the resistor to
the base. (These screws have been installed and
retained with Loctite
, and will require extra force

to remove.)
6. Remove the rubber grommet along with the resis-
tor cables.
7. Remove the resistor from the base and remove
and discard the gaskets.
Snubber Resistor Installation
1. To pull the new resistor cables through the hole in
the base, spray the cables with ether or alcohol
near the new grommet so that it slides easier in
place. Do not RTV the new grommet.
2. Using RTV 6708, seal the corners of the resistor
where it contacts the snubber base to prevent air
leakage at the seams.
3. Install a flat washer over each mounting hole
between the base and the gasket.
4. Install new inner and outer gaskets. Using RTV
6708, seal the seam between the outer gasket
and the two inner gaskets.
5. Apply Loctite
to the four mounting screws for the

snubber resistors and install the resistors on the
base.
6. Install the snubber assembly in the truck, making
sure the resistor wires are on top.
7. Install the four mounting bolts for each snubber
resistor assembly. Tighten to 65 ft. lbs. (88 N.m)
torque.
8. When the outer snubber assemblies are installed,
reinstall the L brackets.
9. Following a similar procedure as explained
above, replace the resistors on the center top and
bottom snubber resistor assemblies.
Phase Module Installation
1. Return each Phase Module to its original location.
2. Apply two full twists on the snubber cables prior
to connecting it to the phase modules. Put a tyrap
at each twist.
3. Secure each snubber cable to the capacitor box
on top of each phase module with a tyrap.
4. Tighten the four 5/8-11 Phase Module mounting
bolts to 111-124 ft. lbs. (150 - 168 N.m) torque.
5. Reconnect the fiber optic cables and the plug at
the top of each Phase Module.
6. Replace the front cabinet supports between the
doors.
7. Remove the ground jumpers from the DC link.
8. Close battery disconnect switches to reconnect
the truck batteries.
AUXILLIARY BLOWER CONTROL SYSTEM
TROUBLESHOOTING
The Auxiliary Capacitor Panel remains charged for
at least 15 minutes after engine shutdown. Be cer-
tain LEDs D1 and D2 (4, Figure 3-22) are OFF
before working on Auxiliary Blower Control cir-
cuits. Short CP+ to CP-.
The following are recommended checks to be made to
the Auxiliary Blower Control System components and
circuits based on the detection of Event Code 636 and
the subcodes listed. Refer to Figure 3-22 for compo-
nent and terminal locations.
Subcode 00:
No fault condition - initial state upon applying power.
Subcode 01:
Description: A low DC bus voltage was detected dur-
ing power up sequence.
1. Check the 3-phase input connections and input
fuses F1 and F2.
2. Check Capacitor Bank and Controller connec-
tions.
3. If a problem was found and corrected in step 1 or
2, restart and check again.
4. If no problem was found in above steps, replace
the Controller.
Subcode 02:
Description: A high DC bus voltage was detected dur-
ing power up sequence.
tions.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
2, restart and check again.
the Controller.
Subcode 03:
Description: An overcurrent condition was detected
during operation.
tions.
2. Verify the inductor connections match-up (+ and -
) from the Auxiliary Inverter and to the Auxiliary
Capacitor bank (PH+ to IV+ and PH- to IV-).
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary
Inverter to the blower motor.
5. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
cables and chassis ground.
AM101, AM201 and AM301 wires and between
IV+ and IV-.
the Controller.
Subcode 05:
ing operation.
tions.
3. Attempt to restart and check operation.
4. If problem still exists, replace controller.
Subcode 06:
Description: A high DC bus voltage was detected after
the phase controller power up sequence.
tions.

Subcode 07:
Description: A low DC bus voltage was detected after
the phase controller power up sequence.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. If no problem was found in step 1, use an ohm-
meter to check for short circuits between AM101,
AM201, and AM301 wires and between IV+ and
IV-.
3. If no problem was found in step 1 or 2, replace
the controller.
Subcode 08:
ing operation.
tions.
FIGURE 3-22. AUXILIARY BLOWER CONTROL COMPONENTS
1. Auxiliary Inductor (AXIND)
2. Snubber (AUX SNUB)
3. Auxiliary Inverter (Controller AXINV)
4. Blower Control System Warning LED's
5. Auxiliary Power Filter Capacitor Bank (AXCAP)
6. Capacitor Fuses
7. Propulsion System Controller (PSC)
8. Cover
9. Input Fuses (F1 & F2)
10. 3- Pin Connector
Subcode 09:
Description: An overcurrent condition was detected
after the phase controller power up sequence.
tions.
2. Verify the inductor connections match-up
(+ and -) from the Auxiliary Inverter and to the
Auxiliary Capacitor bank (PH+ to IV+ and PH- to
IV-).
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary
Inverter to the blower motor.
IV+ and IV-.
the Controller.
Subcode 10:
Description: A sustained current overload exists that
is below component safe operating range.
1. Verify the inductor connections match-up
(+ and -) from the Auxiliary Inverter and to the
Auxiliary Capacitor bank (PH+ to IV+ and PH- to
IV-).
2. Check the blower fan for blockage or damage.
3. If no problem was found in step 1 or 2, the blower
motor may be damaged.
Subcode 11:
Description: An overcurrent condition exists due to a
low DC bus voltage.
F1 and F2.
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.
Subcode 12:
Description: A sustained overload exists due to low
DC bus voltage.
F1 and F2.
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.
Subcode 13:
Description: IGBT protection circuit detected an over-
current condition.
1. Disconnect AM101, AM201 and AM301 wires
connecting the Auxiliary Inverter to the blower
motor.
IV+ and IV-.
the Controller.
Subcode 14:
Description: Zero input voltage detected.
F1 and F2.
2. If no problems were found in step 1, replace the
controller.
AUXILLIARY INVERTER (CONTROLLER)
TROUBLESHOOTING
cuits.
The following items should be checked if an auxiliary
Inverter failure is suspected.
1. Observe the two LEDs on top of the Auxiliary
Power Filter Capacitor Bank (AXCAP); Both
LEDs should be ON (lit) when the Aux. Inverter is
running and OFF after the circuit has discharged.
2. Check for loose wires and check resistance
between the terminals on the Aux Snubber panel.
Measurements from 1 to AF1, 2 to AF2, & 3 to
AF3 should all be 0 ohms. Measurements from 1
to either AF2 or AF3 and similarly from 2 & 3
should be 2 ohms.
3. Check continuity from PH+ to INV+ and from PH-
to INV-. These circuits connect the Aux Phase
Control, Aux Inductor, Aux Capacitors, & Aux
Inverter. The resistance should be 0 ohms for
these two measurements to verify continuity
through the Aux Inductor.
4. Check the fuses on the Aux Capacitor panel.
(The fuses must be removed from the circuit to
check.)
5. Check for loose connections on all wires associ-
ated with the Aux Inverter circuits.
6. Check Aux Inverter Phase Control SCRs (see
Table below). Measure between AC input termi-
nals 1, 2, & 3 and DC output terminals PH+ & PH-
A reading of less than 100 ohms indicates a
shorted SCR. Good SCRs will measure more
than 100K ohms. Replace at least the connected
pair of SCRs if one is shorted (preferably replace
all 6 SCRs).
7. Whenever it is determined that an Aux Inverter
input SCR has failed, both AC Input fuses must
be replaced and the old ones discarded.
8. Check pin and wire continuity between Aux con-
troller CNX connector (7, Figure 3-25) and appro-
priate PSC & TCI connectors.
9. Disconnect the blower motor cables from AM101,
201, & 301 (4) and megger the Aux Blower motor
and its wiring. Be sure to reconnect properly to
assure proper rotation direction.
10. Check the Gate Drive Power Supply AC input
fuses GDFU1 & 2 and replace if necessary.
11. Disconnect the main rectifier Filter Panel wires
T103, T203, & T303 at the rectifier bus bars.
Using an analog VOM on the ohms scale, mea-
sure between T103 & T203, between T203 &
T303, and between T303 & T103. A capacitance
deflection should show on each measurement.
12. Disconnect the main rectifier from the circuits and
perform a standard diode check with a VOM and
back-bias each diode with a 1000 volt megger.
13. After all checks are made, and repairs completed
if required, reconnect all wiring to their proper ter-
minals and reinstall fuses.
Measurement Points
AC Input 1 AC Input 2 AC Input 3
Term 1 PH+ Term 2 PH+ Term 3 PH+
Term 1 PH- Term 2 PH- Term 3 PH-
AUXILLIARY SNUBBER PANEL
TROUBLESHOOTING
cuits.
1. After verifying capacitor charge warning LEDs (6,
Figure 3-25) are not lit, disconnect external wiring
from snubber panel terminals (3, Figure 3-23) to
isolate the panel from other system components
before making measurements.
2. Using an ohmmeter and capacitance meter, ver-
ify Snubber Panel components by measuring
resistance values between points shown in Table
below. Refer to Figure 3-23 and 3-24 for test point
locations.
3. After all measurements have been made and
repairs completed if needed, reconnect wiring
removed in step 1.
Measuring Point Specified Value
1 C2-4 23.75 26.25
1 C1-4 23.75 26.25
2 C3-4 23.75 26.25
3 C2-2 0 0
C1-2 R1-1 0 0
3 C3-2 0 0
C1-4 C1-2 0.10 F 0.17 F
C2-4 C2-2 0.10 F 0.17 F
C3-4 C3-2 0.10 F 0.17 F
FIGURE 3-23. AUXILIARY SNUBBER PANEL
FIGURE 3-24. AUXILIARY SNUBBER
1. Capacitor
2. Choke
3. Terminals
IGBT TROUBLESHOOTING
cuits.
1. After verifying capacitor charge warning LEDs (6,
Figure 3-25) are not lit, remove cable attached at
CNX connector (7).
2. Remove 6 screws retaining cover (2). Remove
cover.
3. Disconnect cables at AM101, AM201, and
AM301 connection studs (4) and isolate from
other circuits.
4. Disconnect wires at IV+ and IV- terminals (5).
5. Remove connectors J1, J2, J3, J4, J7 and J8.
Refer to Figure 3-25 for pin numbers when view-
ing face of harness end of connector.
6. Using an ohmmeter and the specifications in the
Table below, measure by probing the pins in the
harness connectors. All circuit test points listed in
the Table should show continuity.
Note: All #3 pins in connectors should show an open
circuit to all other test points.All IGBTs should be free
of cracks or leaks.
7. After all circuits have been tested, reconnect all
cables to their proper terminals. Reconnect J1,
J2, J3, J4, J7 and J8.
8. Reinstall cover (2) and attach harness connector
at CNX receptacle.
Connector From Pin To Measurement
J1
1 IV+ Continuity
2 AM101 Continuity
J2
1 AM101 Continuity
2 IV- Continuity
J3
1 IV+ Continuity
2 AM201 Continuity
J4
1 AM201 Continuity
2 IV- Continuity
J7
1 IV+ Continuity
2 AM301 Continuity
J8
1 AM301 Continuity
2 IV- Continuity
FIGURE 3-25. IGBT CHECK TEST POINTS
1. Auxiliary Inverter (Controller)
2. Cover
3. 3-Pin Connectors
4. AM101, AM201, AM301 Connection Studs
5. IV+, IV- Terminals
6. Blower Control System Warning LED's
7. CNX Connector
NOTES
G01017 Index G1-1
SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE HOUSING MOUNTING ATTACHMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
G1-2 Index G01017
NOTES
G02015 08/01 Tires and Rims G2-1
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G2-2 Tires and Rims 08/01 G02015
NOTES
TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con-
sult the tire manufacturer for recommended tire pres-
sure.
Insure valve caps are securely applied to valve
stems. The caps protect valves from dirt build up and
damage. DO NOT bleed air from tires which are hot
due to operation; under such circumstances, it is nor-
mal for pressure to increase in the tire due to expan-
sion.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in tire damage. If a tire becomes deeply cut,
it should be removed and repaired. Neglected cuts
cause many tire problems; water, sand, dirt and other
foreign materials work into the tire through a cut,
eventually causing tread or ply separation.
Tires should be stored indoors if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease and other petroleum prod-
ucts.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explo-
sion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the lock-
ring during inflation procedures. Never overin-
flate a tire. Refer to tire manufacturers
recommendations.
Always keep personnel away from a wheel and
tire assembly when it is being removed or
installed.
The tire and rim weigh approximately 14,285 lbs.
(6,480 kg). Be certain tire handling equipment is
capable of lifting and maneuvering the load.
Due to the size and weight of the tire and rim assem-
blies, special handling equipment such as a modified
fork lift (tire handler) as shown in Figure 2-1 is
desirable. Consult local tire vendors for sources of
equipment designed especially to remove, repair,
and install large off-highway truck tires.
FIGURE 2-1. TYPICAL TIRE HANDLER
FRONT TIRES AND RIMS
Removal
1. Apply parking brake and block rear wheels to
prevent movement of truck.
2. Following normal shutdown procedures, place
rest switch in the ON position, shut down the
engine and verify the link voltage lights are OFF.
Allow at least 90 seconds for the accumulators
to bleed down. Turn the steering wheel to be
sure no pressure remains. As a safety precau-
tion, bleed down brake accumulators.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tire clears ground
and block up securely under frame.
5. Inspect hydraulic brake lines for damage or
leaking fittings.
6. Grip tire and wheel assembly with tire handler.
Remove nuts (11) securing wheel assembly.
7. Care should be taken not to damage the infla-
tion hose during tire removal. Move wheel
assembly away from wheel hub and into clean
work area.
Do not attempt to disassemble wheel assembly
until all air pressure is bled off.
Always keep personnel away from a wheel
assembly when it is being removed or installed.
FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grip wheel assembly with the tire handler and
align tire inflation hose and wheel hub (1, Fig-
ure 2-2). Position rim onto wheel hub studs.
2. Lubricate all stud threads and nut seating
flanges with lithium base grease. Install and
tighten nuts in the following sequence:
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
1715 100 ft. lbs. (2326 136 N.m) torque.
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten the nuts to 1715 100 ft.
lbs. (2326 136 N.m) torque.
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 1715 100
ft. lbs. (2326 136 N.m) torque.
d. Install the remaining nuts and torque in a
clockwise direction to 1715 100 ft. lbs.
(2326 136 N.m) torque.
e. Re-torque all nuts in a clockwise direction to
the required 1715 100 ft. lbs. (2326 136
N.m) torque.
3. Remove blocking etc. and lower jack.
4. Operate truck for one load and retighten wheel
nuts to the specified torque.
REAR TIRES AND RIMS
Removal
1. Park truck on level ground and block front
wheels. Position a jack under rear suspension
mounting plates as shown in Figure 2-3.
2. Raise rear axle housing of truck until tires clear
ground. Securely block up rear axle housing
near the wheel motor mounting flange.
3. If rear, inner tire is to be removed, remove inner
tire inflation hose at clamp on outer wheel and
disconnect from inner extension (7, Figure 2-5).
4. Grip outer wheel and tire with tire handler arms
as shown in Figure 2-4. Remove flanged nuts
(10, Figure 2-5) from adaptor ring (9) securing
outer rim to wheel motor hub.
5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, disconnect
inner tire inflation extension (7) and remove.
7. Position tire handler to grip inner wheel.
Remove flanged nuts (6).
FIGURE 2-3. REAR AXLE JACK LOCATION
FIGURE 2-4. REAR TIRE REMOVAL
1. Tire Handler
2. Outer Rear Tire
3. Inner Rear Tire
8. Pull straight out to remove from wheel hub.
NOTE: If the wheel motor is to be removed from the
truck for service, install approximately 8 flanged nuts
with appropriate spacers in place of the outer wheel
adaptor ring and nuts removed in Step 4. This will
provide additional support for the wheel motor
transmission (12) during removal and transportation.
Installation
Always keep personnel away from a wheel
assembly when it is being removed and installed.
NOTE: Clean all mating surfaces and check stud
threads before installing wheel assemblies.
1. If either wheel motor has been removed, bleed
the disc brakes before installing the rear tires.
Refer to Section J, Wet Disc Brake Assembly -
Wet Disc Brake Bleeding Procedure.
2. Grip inner wheel assembly with tire handler and
install onto wheel hub (5, Figure 2-5). Use care
to align tire inflation extension line (4) for mating
with inner extension (7).
3. Lubricate all stud threads and nut seating
flanges with lithium base grease. Install and
tighten nuts in the following sequence:
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
1715 100 ft. lbs. (2326 136 N.m) torque.
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
d. Install the remaining nuts and torque in a
clockwise direction to 1715 100 ft. lbs.
(2326 136 N.m) torque.
e. Re-torque all nuts in a clockwise direction to
the required 1715 100 ft. lbs. (2326 136
N.m) torque.
4. If the adaptor ring (9) requires installation,
install adaptor onto wheel hub/wheel motor.
Lubricate the studs and nut flanges with lithium
base grease.
FIGURE 2-5. REAR WHEEL ASSEMBLY
1. Wheel Motor
Mounting Flange
2. Inner Wheel Rim
3. Disc Brake Assembly
4. Extension
5. Wheel Hub
6. Flanged Nut
7. Inner Extension
8. Clamps
9. Adapter Ring
10. Flanged Nut
11. Flanged Nut
12. Wheel Motor
Transmission
13. Extension
14. Bracket
15. Outer Wheel Rim
5. Using the procedures in Step 3, install flanged
nuts (10) in the sequence described and tighten
to the same torque value as the inner wheel.
6. Grip outer wheel assembly with tire handler and
position onto wheel motor hub.
NOTE: Position outer dual wheel to align tire valve
bracket with inner wheel inflation line.
7. Using the procedures in Step 3, install flanged
nuts (11) in the sequence described and tighten
to the same torque value as the inner wheel.
8. Secure inner and outer dual tire inflation lines to
bracket (14) on outer rim.
9. Remove blocks from under truck and lower
truck to the ground. Operate truck for one load
and retighten outer wheel nuts (11) and adapter
flange nuts (10) to 1715 100 ft. lbs. (2326
136 N.m) torque.
Recheck torque after each load for first day and
then intermittently thereafter until all nuts hold
torque.
NOTE: Inner flanged nuts (6) and studs should be
visually inspected for breakage or missing nuts
during scheduled maintenance checks by inserting a
mirror between the rear tires.
RIM
Tire Removal
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite causing explosion of
tire.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the lock-
ring during inflation procedures. Never overin-
flate a tire. Refer to tire manufacturers
recommendations.
1. Place tire and wheel assembly in safety cage
and discharge all air pressure from tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (7, Figure 2-6). Make sure
the jaws of the frame are as near to the bead
seat band (6) as possible.
3. Following tool manufacturers instructions, move
tire bead in far enough to permit placing a
wedge between tire and flange at side of tool.
4. Repeat this procedure at locations approxi-
mately 90 from the first application. Continue
this procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat of tire tool
in beading notch on lockring (8). Pry lockring up
and out of groove on rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove O-ring.
7. Remove bead seat band (6) from rim (5) and
remove flange (7).
Reposition wheel assembly and repeat removal pro-
cedure on opposite side of tire. Remove tire from rim.
FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
Tire Installation
1. Before mounting tire to rim, remove all dirt and
rust from rim parts, particularly the O-ring
groove and bead seats. It is advisable to touch
up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
NOTE: Do not allow paint, rust or other
contamination to cover mating faces of lockring (8,
Figure 2-6) and rim (5).
Check to be sure that proper rim parts are used
for reassembly, use of incompatible parts may
not properly secure the assembly resulting in
violently flying parts upon inflation.
2. If tire inflation hose and hardware were
removed, reinstall in rim. Position hose assem-
bly for proper routing.
3. Install inner flange on rim. Coat beads of tire
with tire mounting soap solution.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
4. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.
5. Install outer flange (7, Figure 2-6) in position
and install bead seat band (6). Push in on bead
seat band to expose O-ring groove in rim.
6. Lubricate new O-ring (9) with soap solution and
install in groove of rim.
7. Install lockring (8) and tap into place with lead
hammer. Lockring lug must fit into slot of
rim.
8. With tire inside safety cage, remove valve core
from valve stem and inflate tire to seat beads of
tire and O-ring as specified by tire manufac-
turer.
Use a safety cage whenever possible. Stand to
one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
inflating.
9. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat
band. This will help the air pressure to push the
tire bead out into position.
10. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
NOTES
G03017 08/02 Front Wheel Hub and Spindle G3-1
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Installation - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Disassembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Cleaning and Inspection - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Assembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Removal - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Installation - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
G3-2 Front Wheel Hub and Spindle 08/02 G03017
NOTES
FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion J, Brake Circuit.
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, Key
switch is OFF for 90 seconds and drain valves on
brake accumulators are opened.
Preparation
illuminated.
console.
Removal
Remove the front tire and rim assembly. Refer to
Section G, Tires and Rims, Front Tire and Rim -
Removal
1. Close hydraulic pump shut-off valves.
2. Disconnect speed sensor connector(s) (5, Fig-
ure 3-1). Tie cables back away from the spindle
to prevent damage during spindle removal.
NOTE: The left wheel has two speed sensors
installed.
3. Disconnect disc brake cooling oil hoses (4) at
inlet and outlet ports on the brake housing.
Disconnect brake apply line. Cap hoses and
ports to prevent contamination. Remove the oil
in the brake housing and hub bearings by
removing hex plug (2) and draining into a suit-
able container.
4. Remove the lubrication lines from the tie rod
and steering cylinder.
5. Disconnect the tie rod and steering cylinder rod
from the spindle being removed. Refer to
Removal - Steering Cylinder and Tie Rod, in
this section.
FIGURE 3-1. FRONT WHEEL & SPINDLE
INSTALLATION
1. Spindle
2. Brake Housing
Drain
3. Disc Brake Housing
4. Brake Cooling Hose
5. Speed Sensor
Connector
The front spindle, brake and wheel hub assembly
weighs approximately 10,670 lbs. (4840 kg). Be
certain lifting device is capable of lifting the load.
6. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 3-2. Use
blocking as necessary to keep the assembly
level.
7. Remove capscrews and washers (1, Figure 3-
3) securing retainer plate (2) to spindle structure
and suspension. To prevent thread damage,
loosen capscrews in a circular pattern, in torque
increments of 500 ft. lbs. (678 N.m). Remove
retainer plate.
NOTE: A tool may be fabricated locally to aid in
spindle removal. Refer to Section M, Special Tool
Group for fabrication information. Usage of this tool is
described in the following steps.
8. Remove 16 of the arm attachment capscrews
(5) as follows:
a. Refer to Figure 3-5 (spindle removal tool)
and remove the capscrews in the steering
arm designated by an "X".
b. Remove the capscrews using a circular pat-
tern and torque increments of 500 ft. lbs.
(678 N.m). Do not attempt to remove each
capscrew in one sequence!
9. Run a tap (1.25 in. - 12 UNF) in the threads
after the capscrews are removed.
10. Using several 1.25" UNF x 8.00" long, grade 8
capscrews and hardened flatwashers (see Fig-
ure 3-4 for Komatsu part numbers), install the
spindle removal tool on the bottom of the steer-
ing arm. Lubricant, such as chassis lube, is rec-
ommended for use on the washers and threads
of the capscrews.
NOTE: Multiple washers may be required to allow the
pusher capscrews to be effective. One or two
washers can be installed with the pusher tool in place
to gauge the washer height required to prevent
capscrews from bottoming out. The minimum
recommended thread engagement is 1.62 in. (41
mm).
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL
(TYPICAL)
FIGURE 3-3. WHEEL HUB AND SPINDLE
REMOVAL
1. Capscrews
2. Retainer Plate
3. Spindle
4. Steering Arm
5. Arm Retainer
Capscrews
Heavy components and high forces are involved
in this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
11. Install the remaining capscrews in the holes
marked "X" (Figure 3-5). Progressively increase
the torque in a circular pattern until the tapered
piston breaks loose, or 1580 ft. lbs. (2142 N.m)
torque is reached.
12. If the specified torque is reached and the
tapered parts have not separated, apply heat to
the spindle at two places, 180 apart. Do not
exceed 850F (454C) saturated temperature
of the spindle.
13. Tighten the capscrews, again to the maximum
specified torque. Using a large hammer and
heat as specified in the previous step, carefully
tap the top surface of the spindle.
NOTE: In extreme cases, it may be necessary to
remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
14. Lower the wheel hub and spindle assembly
away from suspension piston rod. Use care dur-
ing removal to prevent damage to the suspen-
sion piston rod taper and the tapered spindle
bore.
15. Move the spindle and hub assembly to a clean
work area for repair.
FIGURE 3-4. SPINDLE REMOVAL TOOL
INSTALLATION
1. Capscrew
(P/N KC7095)
2. Hardened Washer
(P/N WA0366)
3. Removal Tool
4. Steering Arm
5. Spindle
6. Suspension Piston
FIGURE 3-5. SPINDLE REMOVAL TOOL
1. Capscrew Insertion
Holes (X)
2. Tool Structure
Installation - Wheel Hub and Spindle Assembly
1. Clean spindle bore and suspension rod taper to
be certain they are free of rust, dirt, etc.
2. Lubricate spindle bore and suspension rod
taper with multi-purpose grease Number 2 with
5% Molybdenum Disulphide.
Use of anti-seize compounds that contain cop-
per are prohibited from use on spindle bores and
rod tapers. These lubricants can cause severe
damage. Only use multi-purpose grease Number
2 with 5% Molybdenum Disulphide.
3. Position spindle and wheel hub assembly on
fork lift or similar lifting device as shown in Fig-
ure 3-2.
4. Raise the spindle and wheel hub assembly into
position.
5. Secure spindle to suspension using retainer
plate (2, Figure 3-3) and capscrews (1). Tighten
capscrews using the following procedure:
a. Tighten capscrews uniformly to 500 ft. lbs.
(678 N.m) torque.
b. Continue to tighten capscrews in increments
of 250 ft. lbs. (339 N.m) to obtain a final
torque of 1995 100 ft. lbs. (2705 135
N.m).
6. If removed, install steering arm. Tighten cap-
screws to 1995 100 ft. lbs. (2705 135 N.m)
torque.
7. Install steering cylinder into steering arm. Use
EH4638 sleeve alignment tool (included in tool
group) to position spacers and bearing during
pin insertion. Tighten pin retaining nut to 750
75 ft. lbs. (1017 102 N.m) torque.
8. Install tie rod on steering arm using EH4638
alignment tool. Tighten pin retaining nut to 750
75 ft. lbs. (1017 102 N.m) torque.
9. Connect lubrication lines.
10. Install the brake system cooling hoses using
new O-rings in the flange fittings. Install the
brake apply line. Be certain drain plug (2, Figure
3-1) is installed.
11. Reconnect the speed sensor cables.
12. Install wheel and tire as described in Section G,
Front Tires amd Rims - Installation.
13. Be certain hydraulic pump shut-off valves are
open.
14. Start the engine. Move the hoist control lever to
the FLOAT position to allow hydraulic oil to cir-
culate through the brake cooling system, and fill
the front wheel hub and disc brake assembly
with oil.
15. Bleed air from brake apply lines as described in
Section J, Wet Disc Brake Assembly - Wet Disc
Brake Bleeding Procedure.
16. Shut off the engine. Check hydraulic tank oil
level and refill if necessary.
17. Inspect the brake assembly and all hose con-
nections for leaks.
Disassembly - Wheel Hub and Spindle Assembly
1. Remove the wheel hub and spindle as covered
in "Removal" before proceeding to Step 2.
Remove any dirt and mud from the assembly.
2. To aid in complete disassembly of the wheel
hub and spindle assembly, support the assem-
bly in a vertical (hub cover up) position using a
fabricated spindle stand.
3. Install six, 0.50 in. -13 x 0.75 in. long socket
head capscrews (34, Figure 3-6) through the
disc brake back plate into the mating holes in
the seal retainer. Tighten securely.
NOTE: The capscrews installed in Step 3 will secure
the seal carrier and face seal assembly to the brake
housing during brake removal. DO NOT rotate the
wheel hub.
4. Disconnect speed sensor cables. Loosen sen-
sor clamping capscrews and remove speed
sensors (16).
5. Remove capscrews (20) and hardened flat-
washers (21) securing brake adapter (19) to
brake housing.
6. Remove the capscrews and washers that
secure cover (5). Remove the cover and dis-
card O-ring seal (41).
washers (12). Remove bearing retainer (13)
and shims (8).
8. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
the spindle.
9. Remove outer bearing cone (7) and retainer pin
(40).
10. Remove spindle cap (10) and O-ring (9).
11. Rotate hub vertically 180 and place on blocking
to prevent damage to wheel studs and
machined surfaces.
10. Remove capscrews (14) and washers (15)
securing seal carrier (37) sensor gear (35) and
shims (36) to wheel hub.
11. Remove capscrews (23) and hardened washers
(24) securing brake assembly inner gear to
wheel hub.
12. Attach a lifting eyes and an overhead hoist to
the brake assembly. Carefully lift the assembly
off the hub.
Refer to Section "J" for brake assembly rebuild
instructions.
13. Remove and discard seal carrier O-ring (38).
14. Remove speed sensor gear (35) and shims
(36).
15. If bearings require replacement, press cups (6 &
29) from the wheel hub.
washers (32). Remove brake adapter (19) and
discard O-rings (22 & 25).
17. Remove inner bearing cone (28) and retainer
pin (39).
18. Remove bearing spacer (27).
Cleaning and Inspection - Wheel Hub and Spindle
Assembly
1. Clean all metal parts in fresh cleaning solvent.
2. Inspect wheel hub studs (2, Figure 3-6) and
replace if damaged or broken.
NOTE: If new studs are installed, coat the hole in the
hub and serrated portion of the stud with an anti-
seize compound prior to installation. DO NOT coat
threads.
3. Inspect tapped hole threads and re-tap if neces-
sary.
4. Inspect bearing seating surfaces in hub and on
spindle. Inspect bearing spacer. Use a stone to
carefully dress high spots that may interfere
with re-assembly.
5. Inspect all other machined surfaces for dam-
age.
6. Always use new O-ring seals during assembly.
FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub
2. Stud
3. Capscrew
4. Washer
5. Cover
6. Outer Bearing Cup
7. Outer Bearing Cone
8. Shims
9. O-Ring
10. Spindle Cap
11. Capscrew
12. Hardened Washer
13. Bearing Retainer
14. Capscrew
15. Washer
16. Speed Sensor
17. Sensor Bracket
19. Brake Adapter
20. Capscrew
21. Hardened Washer
22. O-ring
23. Capscrew
24. Hardened Washer
25. O-ring
26. Spindle
27. Bearing Spacer
28. Inner Bearing Cone
29. Inner Bearing Cup
30. Seal Assembly
31. Capscrew
32. Hardened Washer
33. Drain Plug
34. Socket Head Capscrew
35. Speed Sensor Gear
36. Shims
37. Seal Carrier
38. O-ring
39. Bearing Retainer Pin
40. Bearing Retainer Pin
41. O-ring
Assembly - Wheel Hub and Spindle Assembly
NOTE: All mating surfaces of wheel and brake
components must be clean and dry during
assembly. No thread lubricant is permitted on
these surfaces.
1. Position the spindle vertically (hub end up).
2. Check bearing cones (7 & 28, Figure 3-6) for a
slip fit on spindle (26).
3. Check the threads in the bearing retainer holes
in the end of the spindle to be certain the cap-
screws will thread freely. If not, re-tap the
threads.
4. Install bearing cups (6 & 29) in the wheel hub
(1)as follows:
a. Preshrink the cups by packing them in dry
ice, or by placing them in a deep-freeze unit.
NOTE: Do not cool below -65F (-54C).
b. Install cups in wheel hub bores.
c. After cups have warmed to ambient temper-
ature, press the cups tight against hub shoul-
der as follows:
1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force.
2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force.
5. Install spacer (27). If necessary, tap lightly to
seat the spacer against the spindle. The spacer
must fit tightly against the spindle shoulder.
6. Install pin (39) in the pin groove and install inner
bearing cone (28) over the pin and against the
spacer. (The cone is a loose fit on the spindle.)
7. Install wheel hub (1) onto spindle (26). Install
outer pin (40) and outer bearing cone (7).
NOTE: To assure bearing lubrication during initial
operation lightly lubricate the bearings with hydraulic
oil.
The brake assembly should not be installed at
this time in order to facilitate the bearing adjust-
ment procedure.
8. Install a new O-ring (9) onto spindle cap (10).
Lubricate the O-ring with clean hydraulic oil.
Install the cap into the end of spindle (26). The
tapped holes on the spindle cap must face the
outside for disassembly purposes.
Wheel Bearing Adjustment:
9. Install bearing retainer (13) onto the spindle
without any shims. The thickness of the retainer
is etched on the surface of the retainer. This
side should be facing outward. Use 4, equally
spaced capscrews in order to secure the
retainer. Two capscrews must be positioned
adjacent to the 0.50 in. (12.7 mm) diameter
access holes in the retainer.
10. Seat the wheel bearings using the following pro-
cedure:
a. Tighten the 4 capscrews to 80 ft. lbs. (108
N.m) torque. Rotate the wheel hub at least 3
full revolutions.
b. Tighten the 4 capscrews to 160 ft. lbs. (217
full revolutions.
c. Repeat Step 10-b until torque is maintained.
d. Loosen the 4 capscrews and rotate the hub
at least three revolutions.
e. Tighten the 4 capscrews to 60 ft. lbs. (81
full revolutions.
f. Tighten the 4 capscrews to 100 ft. lbs. (136
full revolutions.
g. Repeat Step 10 - f until torque is maintained.
11. Using a depth micrometer, measure and record
the distance between the face of bearing
retainer (13) and spindle (26) through each of
the two 0.50 in (13 mm) diameter access holes.
12. Add the two dimensions measured in step 11
and divide the sum by 2 to obtain the average
depth.
13. Subtract the retainer plate thickness (etched on
the surface of the retainer plate (13) from the
result calculated in Step 12.
14. Assemble a shim pack to equal the dimension
calculated in Step 13 within 0.001 in (0.0254
mm).
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.020 in. (0.508 mm) preload
for the bearings after assembly.
Example:
Step 12 (average depth) 1.416 in.
Step 13 subtract etched dim. -1.375 in.
Step 14 Required shim pack = 0.041 in.
NOTE: After a shim pack has been determined, the
shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
are replaced, the shim pack is no longer valid, and a
new pack must be calculated.
15. Remove bearing retainer (13), outer cone (7),
retainer pin (40), and wheel hub (1) from spin-
dle (26) for installation of the brake assembly.
Brake Installation
16. Position the wheel hub vertically on blocks with
the inner bearing bore at the top.
17. Assemble the brake to the hub as follows:
a. Install nine 0.020 in. (0.51 mm) thick shims
(36) on top of the wheel hub flange at each
of the six gear/seal retainer mounting loca-
tions. NOTE: Shims may be installed on
either side of speed sensor gear (35) for
speed sensor alignment.
b. Install speed sensor gear (35).
c. Install new O-ring (38) in the groove in the
hub. Ensure the O-ring is not twisted. Lubri-
cate the O-ring.
d. Install lift eyes on the brake assembly and
attach to an overhead hoist.
e. Lower the brake assembly onto the hub
while aligning the hub and seal carrier
mounting holes.
NOTE: Do not remove the shipping bars until the
inner gear ring of the brake assembly is attached to
the hub.
a. Install capscrews (14) and washers (15) from
under hub flange. Tighten the capscrews to
standard torque.
b. Align the brake hub holes with the wheel hub
and install hardened flatwashers (24) and
capscrews (23). Tighten the capscrews to
1995 100 ft. lbs. (2705 136 N.m).
c. Remove shipping bars from brake assembly.
18. Install a new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
19. Install hardened flatwashers (32) and cap-
screws (31). Tighten capscrews to 1995 100
ft. lbs. (2705 136 N.m).
Socket head capscrews (34) are installed to posi-
tion the seal carrier on the brake back plate after
assembly and prior to installation on the hub/
spindle. In the next step, it may be necessary to
loosen these capscrews, slightly to align the
brake assembly holes with the brake adapter.
NOTE: The following instructions must be performed
carefully to prevent damage during assembly to
brake adaptor O-ring seal (22).
20. Prior to installing the hub and brake assembly
on the spindle, install four alignment studs on
the brake adapter (in place of capscrews (20).
Space the studs 90 apart to ensure the brake
assembly is properly aligned during the follow-
ing steps.
a. Install a new O-ring (22) onto the brake
adapter shoulder. Be certain the O-ring is not
twisted and properly seated.
b. Lubricate the O-ring with petroleum jelly or
chassis grease.
21. Attach an overhead hoist to wheel hub and
brake assembly. Rotate hub 180 in preparation
for lowering onto spindle.
NOTE: The hoist must be rigid enough to prevent
"springing" or "jerking" as the hub and brake
assembly is lowered into position.
22. Lift the hub over the spindle and slowly lower
while aligning the brake mounting holes with the
alignment studs.
a. When the brake piston housing is approxi-
mately 0.50 in. (13 mm) from the adaptor,
install four capscrews (20) and flatwashers
(21) spaced evenly in between the alignment
studs.
b. Carefully pull the brake and wheel hub
assembly into position by tightening the cap-
screws evenly and in small increments.
c. Do Not allow the assembly to "cock" (angle).
If the assembly is cocked, lift the assembly,
and inspect O-ring (22) for damage. Replace
the O-ring if necessary, and repeat the pro-
cedure.
23. After the brake assembly is properly positioned
on the adapter and the four capscrews are
snug, remove the alignment studs.
Remove socket head capscrews (34) securing
seal retainer (37) to brake assembly (18).
Install the remaining brake adapter/brake
assembly mounting capscrews (20) and hard-
ened flatwashers (21). Tighten the capscrews
to 1995 100 ft. lbs. (2705 136 N.m).
24. Install bearing retainer pin (40) in groove in
spindle. Align and slide outer bearing cone (7)
over pin. Lubricate the bearing with clean
hydraulic oil.
25. Install shim pack (8), retainer (13), capscrews
(11), and washers (12). Tighten the capscrews
alternately in several successive increments
while rotating the hub. Final torque is 750 75
ft. lbs. (1017 100 N.m).
26. Install a new O-ring (41) on cover (5). Install the
cover, capscrews, and washers. Tighten the
capscrews to standard torque.
Seal Assembly Gap Check
After the assembly of the wheel and brake is com-
plete, the gap between seal carrier (3, Figure 3-7)
and the brake assembly back plate (6) must be mea-
sured and adjusted if necessary.
The ideal gap is 0.433 in (11.0 mm). If necessary, the
gap must be adjusted, using shims as required to
maintain a minimum gap of 0.423 in (10.75 mm) to
0.443 in (11.25 mm) maximum.
27. Measure seal gap as follows:
a. Measure gap, dimension "A", Figure 3-7 at
three, equally spaced places and record the
results.
b. Add the three dimensions and divide the
result by 3 to obtain the average gap width
28. If average gap width is not between the mini-
mum and maximum allowable range, loosen the
seal retainer capscrews (4, Figure 3-6) and add
shims (5) as required to reduce the gap or
remove shims to increase the gap. The quan-
tity and thickness of shims at each of the six
locations must be equal.
29. Re-tighten seal retainer capscrews to standard
torque and measure gap as described in Step
28. If necessary, repeat Step 29 until the proper
gap is maintained.
30. Install speed sensor(s) (16, Figure 3-6) in sup-
port bracket(s) (17). Adjust sensor gap as fol-
lows:
a. Rotate hub to position the top of a gear tooth
directly under the sensor tip.
b. Insert a 0.060 in (1.5 mm) feeler gauge
between sensor tip and gear tooth. Loosen
and adjust sensor clearance.
c. Lock the sensor in place.
d. Rotate hub 180 and verify clearance
remains within 0.040 in (1.0 mm) minimum to
0.080 in (2.0 mm) maximum.
31. Install speed sensor cables.
32. Install hub and spindle assembly on suspension
per instructions in Installation.
FIGURE 3-7. MEASURING SEAL GAP
1. Spindle
2. Wheel Hub
3. Seal Carrier
4. Capscrews
5. Shims
6. Brake Back Plate
STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod mounting arrange-
ments are similar. The removal, installation, and
bearing wear limits are applicable to both.
Spherical Bearing Wear Limits
It is necessary to determine the condition of spheri-
cal bearings on steering linkage components for
optimum steering performance. Ball diameter new
dimensions and maximum allowable wear specifica-
tions are listed in Table 1. Bearings that exceed the
maximum wear limits must be replaced.
If premature wear of the bearings is evident, check
the automatic lubrication system to ensure the
proper amount of lubrication is being received at the
joint(s) in question. If lubrication is done manually,
ensure that a sufficient amount of grease is being
applied on a regular basis. Refer to Section P, Lubri-
cation and Service, for information on proper lubri-
cation intervals.
It is also important to ensure that steering linkage
components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.
Use extreme caution when performing mainte-
nance on any vehicle with an active steering
system. Serious injury or death can result from
contact with moving parts. Always keep a safe
distance from crush points.
TABLE 1. STEERING SPHERICAL BEARING
WEAR SPECIFICATIONS
Spherical Bearing Ball
Diameter (New)
4.31 in.
(109.47 mm)
Maximum Allowable Wear
0.043 in.
(1.09 mm)
1. Outer Race
2. Ball
3. Pin
4. Bearing Housing
This dimension represents
maximum joint wear limit.
NOTE: Pin (3) should
surface D when
be perpendicular with
checking wear.
FIGURE 3-8. SPHERICAL BEARING WEAR LIMITS
Removal - Steering Cylinder and Tie Rod
1. With engine shut down and key switch OFF,
allow at least 90 seconds for the accumulator
to bleed down. Turn the steering wheel to
make sure no hydraulic pressure is present.
Block front and back of rear wheels.
2. Disconnect hydraulic and lubrication lines at
the steering cylinders. Plug all line connections
and cylinder ports to prevent contamination of
hydraulic system.
3. Remove locknuts (9, Figure 3-9), capscrews
(3) and retainers (10) from both ends of
assembly.
4. Remove pins (16) from each end of assembly
and move assembly to clean work area.
The bearing spacers and the washers are
secured by the pin. Take measures to prevent
components from falling during removal of pin.
FIGURE 3-9. STEERING CYLINDER AND TIE ROD INSTALLATION
1. Steering Cylinder
2. Tie Rod Assembly
3. Capscrew
4. Spacer
5. Tie Rod End
6. Capscrew
7. Locknut
8. Washer
9. Locknut
10. Retainer
11. Bearing
12. Spindle Arm
13. Bearing Retainer
14. Capscrew
15. Washer
16. Pin
17. Frame
Installation - Steering Cylinder and Tie Rod
NOTE: Sleeve alignment tool, part number EH4638
included in tool group, should be used to hold
bearing spacers (4, Figure 3-9) and spherical
bearings (11) in position when pins are inserted
during assembly.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with pin bores in spindle or frame.
Insert bearing spacers (4) and washer (8).
NOTE: Tie rod is to be installed with clamping bolts
toward the rear of the truck.
Always install pin retaining capscrews from the
top with the locknut on the bottom side at steer-
ing arm as shown in Figure 3-9.
2. Install pins (16), capscrews (3) and retainers
(10) and secure with locknut (9). Tighten to
750 75 ft. lbs. (1017 100 N.m).
3. Connect hydraulic and lubrication lines to their
respective ports. Operate steering and check
for leaks and proper operation.
Bearing Replacement
1. Remove capscrews (2, Figure 3-10) and lock-
washers (3). Remove bearing retainer (4).
2. Press bearing (1) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and
lockwashers. Tighten capscrews to standard
torque.
FIGURE 3-10. TYPICAL BEARING INSTALLATION
(Steering Cylinder Shown for Reference)
1. Bearing
2. Capscrew
3. Lockwasher
4. Bearing Retainer
5. Rod End
TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut down engine
and turn key switch OFF. Allow at least 90 sec-
onds for the accumulators to bleed down. Do
Not turn the steering wheel. Block front and
back of the rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
centerline at front and rear of tires. Refer to Fig-
ure 3-11.
3. Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts on tie rod and rotate tie
rod as necessary to obtain correct toe-in set-
ting.
5. When adjustment is complete, tighten clamp
locknuts (7, Figure 3-9) on tie rod to 310 31 ft.
lbs (420 42 N.m).
6. Remove blocks from rear wheels.
930E TOE-IN DATA in. (cm)
Nominal tie-rod length, radial tires.
(Zero toe-in)
144.37 (366.7)
FIGURE 3-11. MEASURING TOE-IN
NOTES
G04016 Rear Axle Housing Attachment G4-1
SECTION G4
REAR AXLE HOUSING ATTACHMENT
INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G4-2 Rear Axle Housing Attachment G04016
NOTES
REAR AXLE HOUSING ATTACHMENT
PIVOT PIN
Removal
1. Park the truck on firm, level surface and block
the front and rear of all tires.
The truck body must be empty and resting on the
frame before attempting this procedure.
2. Release all brakes.
3. Charge the rear suspensions with nitrogen until
the pistons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.
Blocks must be securely in place before lowering
the frame. Check the blocks on the wheels to
make sure they are in place.
5. Release the nitrogen from the front suspen-
sions.
6. Release the nitrogen from the rear suspen-
sions.
7. Attach a hoist to the lift eye at the top of the
pivot eye to control downward movement of the
front of the axle housing.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye
and frame.
9. Remove capscrew (2, Figure 4-1) and lock-
washer (3).
10. Remove capscrews (1). Remove lock plate
(16).
11. Install puller using tapped holes (11) in head of
pin. Remove pin (10).
NOTE: Placement of a pry bar or jack between the
mounting structure and pivot eye may be necessary
to push the pivot eye downward and away from the
mount structure. Spacers (13) will fall free.
Installation
1. Raise pivot eye (7) into position.
2. Be certain the inner race of the spherical bear-
ing is aligned.
3. Install spacers (13). Install pin (10).
4. Position lock plate (16) by lining up the cap-
screws with the capscrew holes in the pin.
Install the capscrews.
5. Rotate the pin and lock plate to align capscrews
(2) with holes in frame mounting structure.
a. Install capscrews (2) and lockwashers (3).
b. Tighten capscrews (2) to 175 ft. lbs. (237
N.m) torque.
c. Tighten capscrews (1) to 1715 ft. lbs. (2325
N.m) torque.
FIGURE 4-1. PIVOT PIN ASSEMBLY
1. Capscrew
2. Capscrew
3. Lockwasher
4. Capscrew
5. Locknut
6. Retainer, Bearing
7. Eye, Pivot
8. Bearing Carrier
9. Bearing
10.Pivot Pin
11.Puller Holes
12.Truck Frame
13.Spacer
14.Bearing Retainer
15.Sleeve
16.Lock Plate
6. Install the ground wire and the lubrication line.
Pressurize the lube line to assure bearing (9)
receives grease.
7. Charge the front suspension as described in
Oiling and Charging Procedures, Section H.
8. Charge the rear suspensions with nitrogen to
fully extend the pistons.
10. Remove the blocks or stands from beneath the
frame.
11. Release the nitrogen from the rear suspension
and charge according to the procedure in Oiling
and Charging Procedures, Section H.
Before removing the blocks from the wheels,
make sure the parking brake is applied.
12. Remove the blocks from wheels.
PIVOT EYE BEARING
Disassembly
1. Remove capscrews and locknuts (5 and 6, Fig-
ure 4-2). Remove bearing retainers (2). Setup
an appropriate tool to press spherical bearing
(4) from bearing carrier (3).
2. Inspect all parts for wear or damage. Replace
any parts showing excessive wear or damage.
Spherical bearing outer race O.D.:
8.7500 - 8.7488 in. (222.25 - 222.22 mm)
Bearing bore I.D.:
5.9990 - 6.0000 in. (152.37 - 152.40 mm)
3. If bearing carrier (3) is damaged or worn, refer
to Pivot Eye Repair in this section for repair pro-
cedure.
Assembly
1. Setup an appropriate tool to press spherical
bearing (4, Figure 4-2) into bearing carrier (3).
Be certain bearing outer race is flush with bear-
ing carrier sides.
2. Install bearing retainers (2) using capscrews (5)
and locknuts (6). Tighten the capscrews to 575
ft. lbs. (779 N.m).
FIGURE 4-2. PIVOT EYE BEARING
INSTALLATION
1. Pivot Eye Structure
2. Bearing Retainer
3. Bearing Carrier
4. Spherical Bearing
5. 12 Pt. Capscrew
6. Locknut
PIVOT EYE REPAIR
If damage occurs to pivot eye (4, Figure 4-3), it may
be necessary to remove it from rear axle structure (1)
to facilitate repair and bearing replacement.
Removal
To remove the axle housing pivot eye:
1. Follow all preceding instructions in Pivot Pin -
Removal.
Be certain axle housing (1) and wheels are
blocked, securely.
2. Attach a lifting device to pivot eye (4). The
weight of the pivot eye is 762 lbs. (346 kg).
3. Remove capscrews (2) and flatwashers (3).
Remove pivot eye.
Disassembly
1. Remove spherical bearing (4, Figure 4-2) as
described in Pivot Eye Bearing - Disassembly.
2. If bearing carrier (3) is damaged or worn, setup
an appropriate tool to press the bearing carrier
out of the pivot eye structure bore.
Bearing carrier (new):
I.D. = 8.7484 0.0005 in. (222.209 0.013 mm)
O.D.= 9.7520 0.0005 in. (247.701 0.013 mm)
3. Inspect pivot eye structure bore for excessive
wear or damage.
Pivot eye bore (new):
9.7500 0.0005 in. (247.650 0.013 mm)
Assembly
1. Setup an appropriate tool to press bearing car-
rier (3, Figure 4-2) into the bore of the pivot eye
structure.
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye structure
may be 0.001 - 0.003 in. (0.025 - 0.08 mm)
interference fit. Freezing the bearing carrier will
ease installation.
The lubrication groove in the bearing carrier
outer diameter must be aligned with the lubrica-
tion fitting hole in the pivot eye structure.
2. Press the bearing carrier into the bore. Be cer-
tain the carrier is pressed fully into the pivot eye
bore, flush with the sides.
3. Install spherical bearing (4) as described in
Pivot Eye Bearing - Assembly.
Installation
1. Be certain the mating surfaces of axle housing
(1, Figure 4-3) and pivot eye (4) are clean and
not damaged.
2. Install an appropriate lifting device to the pivot
eye. The weight of the pivot eye is 762 lbs. (346
kg).
3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flatwashers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flatwash-
ers. Tighten the capscrews alternately until the
pivot eye is properly seated. Tighten the cap-
screws to 1715 170 ft. lbs. (2325 231 N.m)
final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure
2. Capscrew
3. Flatwasher
4. Pivot Eye
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
Removal
1. Position the frame and the rear axle housing to
allow use of a puller arrangement to remove
anti-sway bar pins (4, Figure 4-4) on the rear
axle housing and the frame.
2. Securely install blocking between the frame and
the axle housing.
3. Disconnect the lubrication lines.
4. Position a fork lift or attach a lifting device to
anti-sway bar (11). The weight of the anti-sway
bar is 325 lbs (147 kg).
5. Remove capscrews (9) and locknuts (10) at
each mount.
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
7. Remove the anti-sway bar from the mounting
brackets.
8. Remove bearing spacers (6).
Installation
1. Place pin (4, Figure 4-4) into position at the
front of the frame mount. Push the pin through
spacer (6), and rotate the pin to align retaining
capscrew (9) hole with the hole in mounting
structure (1).
2. Raise the anti-sway bar into position. The
weight of the anti-sway bar is 325 lbs (147 kg).
3. Push the pin through the spherical bearing,
insert the second spacer and continue pushing
into the other ear of the bracket. If necessary,
realign the pin with the retainer capscrew hole.
Install capscrew (9) and locknut (10).
4. Repeat the previous steps to install the remain-
ing pin and spacers at the opposite end of the
bar. Start the pin into the bore of the axle hous-
ing mount from the rear of the truck.
5. Attach the lubrication lines. Pump grease into
the bearing to verify the line and the system is
operational.
6. Remove the blocking from between the frame
and the axle housing.
7. If necessary, recharge the suspensions. Refer
to Section H, Oiling and Charging Procedures.
Disassembly
1. Remove retainer rings (7, Figure 4-4) from the
bores of both ends of anti-sway bar (11).
2. Press out spherical bearings (8).
1. Inspect bearing bores of the anti-sway bar. If
the bores are damaged, repair or replace the
anti-sway bar.
2. Inspect bearing spacers (6) for damage or
wear.
Assembly
1. Press new bearings into the sway bar.
2. Install retainer rings (7). Be certain the rings are
properly seated in the grooves.
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
1. Mounting Structure
2. Capscrew
3. Lockwasher
4. Pin
5. Sleeve
6. Bearing Spacer
7. Retainer Ring
8. Bearing
9. Capscrew
10. Locknut
11. Anti-Sway Bar
G05015 11/02 Rear Axle Housing G5-1
SECTION G5
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Cleaning and Inspection - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Cleaning and Inspection - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Installation - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12
ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
G5-2 Rear Axle Housing 11/02 G05015
NOTES
REAR AXLE HOUSING
REAR AXLE HOUSING
before attempting any repairs on propulsion sys-
tem components!
hand hold when the engine is running.
safety of those working in the area of the wheel
motors, and possibly the electrical cabinet and
retarding grids. The following procedures will ensure
the electrical system is properly discharged before
repairs are started.
Preparation
illuminated.
console. Place the GF cutout switch in the CUT-
OUT position.
Front wheels must be securely blocked to
prevent movement as brakes will be
released.
All electrical cables and hydraulic hoses
should be marked prior to removal.
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
Removal
1. Remove the dump body as outlined in Section
B, Dump Body. Block up truck and remove rear
tires as described in this Section G, Tires and
Rims.
2. Loosen hose clamps and disconnect wheel
motor cooling air duct from connection on front
center of housing.
3. With the pump shut-off valves in the closed
position, remove drain plugs at bottom of brake
assemblies and drain oil from disc brakes.
4. Disconnect hydraulic hoses at manifold (4, Fig-
ure 5-1). Cap fittings and plug hoses to prevent
contamination.
5. Remove covers from access holes (17).
6. Remove cable grips at right front corner from
wheel motor cables (7), air pressure sensor/
rear light (8) and speed sensor (9) harnesses.
Slide cable grips forward on cables.
7. Remove cable grip mounting cover and slide
forward for access to brake cooling line clamp
inside axle housing.
8. Disconnect brake system cooling lines (2 & 10)
at each brake back plate. Disconnect brake
apply lines (11). Cap and plug openings.
9. Remove clamps (3) securing brake hoses to
spindles.
10. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove
tube.
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS
2. Brake Cooling Oil Return
3. Clamp
4. Manifold
5. Cooling Air Duct
6. Relay Valve
7. Wheel Motor Power Cables
8. Air Sensor/Rear Light Harness
9. Speed Sensor Harness
10. Brake Cooling Oil Supply
11. Brake Apply Line
12. LH Wheel Motor
13. Park Brake Line
14. RH Wheel Motor
15. Capscrew
16. Hardened Flatwasher
17. Access Hole
11. Open access covers inside axle housing.
12. Disconnect parking brake supply line (13). Dis-
connect and remove RH parking brake supply
line at tee.
13. Disconnect air sensor hose from duct.
14. Remove wheel motor cooling air exhaust duct
(5) from between wheel motors.
15. Disconnect wheel motor power cables (7) at
wheel motor terminals. Remove cable clamps
and pull cables from axle housing.
16. Disconnect air pressure sensor/rear light har-
ness (8) inside axle housing and remove
clamps. Disconnect speed sensor harness (9)
connectors and remove clamps. Pull both har-
nesses from axle housing.
17. Remove automatic lube system hoses and
clamps attached to housing. Secure hoses to
frame to prevent interference during axle hous-
ing removal.
18. Remove rear suspensions. Refer to Section H,
Rear Suspensions.
19. Remove anti-sway bar as described in Section
G, Rear Axle Housing Attachment.
20. Remove pivot pin as described in Section G,
Rear Axle Housing Attachment.
21. Remove wheel motors as described in this
section.
22. Attach overhead hoist or crane to lift eyes on
rear axle housing and move from rear of
frame.
Cleaning and Inspection - Rear Axle Housing
1. Thoroughly clean the capscrew holes and
wheel motor mounting faces. Re-tap holes if
threads are damaged.
2. Check wheel motor mounting faces for nicks,
scratches or other damage. Inspect all welds
and repair as necessary.
3. Inspect pivot pin bearing. If worn or damaged,
refer to Section G, Rear Axle Housing Attach-
ment - Pivot Eye Bearing, and repair as
required.
4. Inspect brake system relay valve (6, Figure 5-1)
and hoses for leaks. Inspect manifold (4) hose
connections and repair leaks or damaged
hoses.
Installation - Rear Axle Housing
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin. Refer
to Section G, Rear Axle Housing Attachment.
3. Install anti-sway bar. Refer to Section G, Rear
Axle Housing Attachment.
4. Install rear suspensions, as described in Sec-
tion H, Rear Suspensions.
5. Connect auto lube system hoses and clamps.
6. Route wheel motor cables (7, Figure 5-1) into
housing and clamp in place. Install cable grip
mounting plate and cable grips.
7. Install speed sensor harness (9, Figure 5-1)
through housing. Install cable grip.
8. Install air sensor/light harness through housing,
clamp in place and install connectors. Install
cable grip.
9. Install wheel motors, cables, brake lines and
tires as described on the following pages.
10. Connect hoses to manifold (4) at front of hous-
ing.
11. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
12. Reconnect wheel motor cooling air duct and
clamp securely.
13. Open pump shut-off valves. Service hydraulic
system.
WHEEL MOTOR
before attempting removal of the wheel motors or
any repairs on the propulsion system compo-
nents!
hand hold when the engine is running.
safety of those working in the area of the wheel
motors, and possibly the electrical cabinet and
retarding grids. The following procedures will ensure
the electrical system is properly discharged before
repairs are started.
Preparation
illuminated.
ing the Rest switch on the instrument panel ON.
3. Shut down the engine using the keyswitch.
Place the GF cutout switch in the CUTOUT
position.
Front wheels must be securely blocked to
prevent movement as brakes will be
released.
All electrical cables and hydraulic hoses
should be marked prior to removal.
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
Removal
NOTE: If suitable equipment is available to lift wheel
motor assembly from the axle housing it is not
necessary to remove the truck body. The equipment
used must be capable of lifting and supporting the
weight of the complete wheel motor assembly,
41,105 lbs. (18,645 kg.), must be mobile and must be
capable of aligning the wheel motor to the axle
housing mounting flange during installation. If the
wheel motor must be removed by use of a crane or
overhead hoist. Refer to Section B, Dump Body for
removal instructions.
1. Raise the rear of truck as described in this sec-
tion, until tires clear the ground. Use support
stands or cribbing to block under rear housing.
2. Remove the inner and outer wheels from wheel
motor. Refer to tire and wheel removal instruc-
tions in this Section G, Tires and Rims. Be cer-
tain additional capscrews have been installed to
provide support for the wheel motor transmis-
sion housing while the rear tires are removed.
3. With the pump shut-off valves in the closed
position, remove the drain plug at bottom of
brake assembly and drain oil from disc brake
housing.
4. Remove covers from access holes (17, Figure
5-1)
5. Disconnect brake system cooling lines (2 & 10)
at brake back plate. Disconnect brake apply
lines (11). Cap and plug openings.
6. Remove clamps (3) securing brake hoses to
spindles.
7. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove
tube.
9. Disconnect parking brake supply line for the
motor to be removed. Disconnect air sensor
hose if necessary.
(5) from between wheel motors.
11. Disconnect wheel motor power cables (7) at
wheel motor terminals. Disconnect speed sen-
sor cable at connector in center of housing.
12. Tie up cables and hoses as necessary to pre-
vent damage during wheel motor removal.
Each complete wheel motor assembly weighs
approximately 41,105 lbs. (18,645 kg). Be certain
lifting device is capable of handling the load
safely.
13. Attach lifting device to wheel motor assembly.
DO NOT allow lifting device to contact brake
housing.
washers (16) securing wheel motor to rear
housing.
15. Move wheel motor assembly out of axle hous-
ing, using care to prevent damage to brake
hoses if not removed previously.
16. Refer to appropriate GE service information for
wheel motor repair instructions.
Cleaning and Inspection - Wheel Motor
1. Thoroughly clean the capscrew holes and
mounting faces of the rear housing and the
wheel motor.
2. Re-tap holes if threads are damaged.
3. Check mounting faces of wheel motor and rear
housing for nicks, scratches or other damage.
4. Check components inside axle housing. Inspect
brake system relay valve (6, Figure 5-1) and
hoses for leaks. Inspect manifold (4) hose con-
nections and repair leaks or damaged hoses.
5. Inspect wheel motor power cables, terminals,
cable grips, and clamps. Replace any cables or
hardware that is damaged or worn.
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable
insulation and replace entire cable if insulation is
damaged.
High tightening force is required on wheel motor
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original instal-
lation. The mounting hardware must be replaced
after the third use.
The following method is suggested to control the "3 -
Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial Installation . . . . . . . . . . . . . . . .Zero marks
Second Installation . . . . . . . . . One punch mark
Third Installation. . . . . . . . . . . .Two punch marks
Before installation, inspect each capscrew for any
defects and number of punch marks. Replace cap-
screws and washers if two punch marks are evident;
do not reuse if any defect is suspected. Hardware
showing signs of rust, corrosion, galling, or local
yielding on any seat or thread surfaces should be
replaced. Replace mounting hardware if the truck
was operated with the wheel motors in a loose joint
condition. Replace wheel motor mounting hardware
with original Komatsu parts.
The hardened flat washers used in this application
are punched during the manufacturing process,
therefore, they must be assembled with the punch lip
away from head of the mounting capscrews to pre-
vent damage to the fillet between capscrew head and
shank. Refer to Figure 5-2.
FIGURE 5-2. MOUNTING HARDWARE
1. Washer 2. Capscrew
Installation - Wheel Motor
1. Install two guide pins 180 apart in the rear
housing.
The complete wheel motor assembly weighs
approximately 41,105 lbs. (18,645 kg). Be certain
lifting device is capable of handling the load
safely.
2. Lift the wheel motor into position on the axle
housing. Ensure all cables and lines are clear
before installation. If brake system hoses (2,
10, & 11, Figure 5-1) have not been removed,
guide hoses through the spindle holes during
installation
The wheel motors must be properly aligned
before installing onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
located at the 3 oclock and 9 oclock positions.
A centerline symbol marks the 12 oclock posi-
tion of the wheel motor. Refer to Figure 5-3.
The axle housing also contains dimples at the 3
oclock and 9 oclock positions next to the wheel
motor mounting rings. Refer to Figure 5-4.
When installing the wheel motors, ensure the
markings on both components line up. The top
capscrew hole on the axle housing may also be
determined by counting the holes in between
the two sets of punch marks. The top hole on
the axle housing should line up with the CL
stamping on the wheel motor.
FIGURE 5-3. WHEEL MOTOR DIMPLE MARKINGS
3. Install lubricated capscrews and flat washers
securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
seated against axle housing flange at all points.
Final tighten (alternating capscrews 180 apart)
to 1480 ft. lbs. (2007 N.m) torque.
4. Connect power cables (7, Figure 5-1) to their
appropriate location on the wheel motor. Con-
nect speed sensor cable.
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable
insulation and replace entire cable if insulation is
damaged.
5. Connect brake apply line (11) to the port on the
brake assembly back plate.
6. Using new O-rings, install brake cooling lines.
7. Seal gap around brake cooling hoses (see seal-
ant specification below) where cooling hoses
pass through spindle holes. Install clamps (3).
NOTE: Brake system hoses must be sealed where
they pass through axle spindle holes to prevent
cooling air loss.
8. Connect air sensor hose, if removed. Install
park brake apply hose (13).
9. Install inspection covers on access holes (17).
10. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
11. Open pump shut-off valves.
12. Check wheel motor oil level. Rotate a magnetic
plug to the 6 oclock position and remove the
plug. The oil level should be even with the bot-
tom of the plug opening. Refer to Figure 5-5. Fill
as necessary.
13. Check hydraulic tank oil level before and after
engine start-up and brake bleeding procedure.
Service as necessary.
14. Bleed the brake apply line according to the
instructions in Section J, Wet Disc Brake
Assembly, Wet Disc Brake Bleeding Procedure.
Punch Marks
FIGURE 5-4. AXLE HOUSING DIMPLE MARKINGS
MASTIC SEALANT
Vendor Product Name:
Uniseal 310S Sealant
Description:
2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source:
Uniseal
1800 W. Maryland Street
Evansville, IN 47712
Other sources may be available
throughout the world.
15. Remove temporary capscrews previously
installed in wheel motor transmission housing
mounting flange. Install tires and rims using pro-
cedures outlined earlier in this section.
16. Raise truck, remove support stands. Lower
truck and remove jack.
FIGURE 5-5. WHEEL MOTOR OIL LEVEL
WHEEL MOTOR GEAR OIL
Filtering Requirements
Wheel motor gear oil must be changed (or filtered) at
the first 500 hours of operation and every 2500 oper-
ating hours, thereafter. Filtering synthetic oil for reuse
is recommended, and can significantly extend the life
of the oil. Due to their additive formulation, GE
approved oils may last up to a year (5-6 filter cycles),
or possibly longer. After a year, the synthetic oil must
be analyzed by the oil manufacturer if continued use
is desired. A 10 micron filter must be used for filtering
the oil.
Viscosity of filtered oil must be monitored by oil anal-
ysis to ensure proper lubrication. Viscosities below
the condemning limit indicates entry of contamination
that will affect the oil film and lubricating quality. The
condemning limit for 680 oil, is 53cSt when tested at
212 F (100 C), and 588cSt at 104 F (40 C). This
value can be used along with element tracking of
phosphorus, calcium, and zinc to verify correct oil
viscosity. Ensure the appropriate viscosity value is
being maintained for the approved oil you are using.
If the viscosity of the oil is below the acceptable limit,
the oil should be rechecked. If the second test fails,
dispose of the oil. Fill the wheel motor with new, GE
approved oil. The contaminated oil should be prop-
erly disposed of according to local regulations.
If the viscosity of the oil is below the condemning
limits, the oil may be contaminated with hydrau-
lic oil. Ensure all joints are properly sealed before
filling the wheel motor with fresh oil. If hydraulic
oil continues to contaminate the wheel motor,
serious damage to internal components may
result.
Particle Size Analysis
When filtering synthetic oil for reuse, the oil must be
monitored to determine when filtering is necessary.
The process of monitoring the oil for this purpose is
particle size analysis. The test consists of passing a
beam of light through the oil as it passes through a
clear tube. A computer analyzes the quantity and
size of particles contained in the oil.
Particles that are smaller than 5 microns in size are
not large enough to cause any gear or bearing fail-
ures. Particles over 25 microns can damage bear-
ings and must be filtered from the oil.
General Electric (GE) recommends that the oil be
tested according to the International Standards Orga-
nization's ISO Particle Analysis 4406. This standard
documents the size and number of particles permit-
ted in the lubricant. This is an extremely important
measurement of the condition of the oil.
An "ISO Cleanliness Code" is used to document the
number and size of the contaminates that can be tol-
erated in a specific application of a lubricant. An
example of an "ISO Cleanliness Code" would be 18/
13. The first number (18 in this example) applies to
the allowable number of particles between 5 - 15
microns in size. The second number (13 in this
example) applies to the allowable number of particles
between 15 - 25 microns. If the particle count identi-
fied by the "ISO Cleanliness Code" is exceeded or
there are particles present larger than 25 microns,
the oil should be filtered.
GE recommends that a Cleanliness Code of 18/13
be used for motorized wheels. Oil qualified for reuse
must be filtered to 10 microns absolute.
If particle analysis yields a result of greater than 18
for the top number or greater than 13 for the lower
number the motorized wheel oil should be filtered to
10 microns absolute. On occasion, one should check
the results of the filtering process to assure the filter-
ing process is yielding the desired results. Should the
result be unacceptable, check the filter type, particle
size, and condition prior to filtering again.
Flushing
The transmission of the wheel motor must be flushed
using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
new or filtered oil. A sample should be taken for anal-
ysis after 100 hours of operation. If results of the oil
analysis are within the acceptance range, the wheel
motor may return to the 250 hour interval for oil anal-
ysis. If the results of the analysis are not within the
acceptance range, immediately contact your area GE
or Komatsu service representative. Large quantities
of loose material in the oil may be an indication of
imminent wheel motor failure.
Oil Sample Analysis
Spectrographic oil analysis results should be exam-
ined prior to sun pinion gear inspection. The trends of
element parts per million (ppm) or sudden ppm ele-
ment changes can estimate the present condition of
the wheel motor and also predict the immediate
future of the mechanical components within the
wheel motor.
While examining oil sample history, the most impor-
tant characteristic to look for is a rapid increase in the
presence of an element in the oil such as iron (Fe).
Rapid changes in element content indicate that a
component(s) may be deteriorating. In many cases
oil analysis can help detect which component may be
deteriorating and the cause of the failure.
Oil sampling must be done every 250 hours of opera-
tion. The sample must be taken within a half an hour
of truck shut down and within an hour of actual truck
operation. Oil samples that are not taken under this
stipulation will not convey an accurate measurement
of wheel motor condition.
When taking an oil sample, position one of the mag-
netic plugs in the six oclock position on the wheel.
Oil samples should be taken from this plugged hole
using a flexible tube that is 18 inches (457 mm) in
length. The tube must be inserted downward exactly
12 inches (305 mm) toward the bottom of the torque
tube.
When a sample is extracted from the wheel motor
and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions indi-
cate a problem.
A gradual rise of elements between oil samples is
normal. Only when a sharp increase occurs is there
evidence that a mechanical failure is imminent. Lev-
els of elements that indicate mechanical stress differ
from element to element. Additionally, oil sampling
criteria established for each element may differ at
each mine site due to factors such as uphill or down-
hill hauling, grades, and speeds.
Elements for the wheel motor that can be detected
with oil analysis are iron (Fe), chromium (Cr), nickel
(Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
(Zn), and calcium (Ca). Monitoring and plotting levels
of these elements should aid in identifying opera-
tional status of the wheel motor. Rapid changes or
high levels of these elements are indicators that
problems exist in the mechanical components.
As stated above, some guidelines for analyzing oil
samples can be given, but specific levels should be
established at the operating mine site. The element
type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
indicators, and possible causes and actions are
listed in the following charts. These charts provide
basic guidelines for analysis of oil sampling informa-
tion.
ELEMENT SPECIFICATION CHARTS
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE Transportation Systems AC Wheel (GDY85) Transmission Gear Use Criteria. If the low speed
planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and gears replaced. If
the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse criteria, then replace
the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil. This wheel should
then be monitored closely and replaced if the iron level spikes again.
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immedi-
ately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel
should be removed from service, disassembled, and the bearings and gears inspected.
Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper read-
ings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and
inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the
outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves
then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more
than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter
the oil and continue to monitor.
Max spike
100
Possible cause of elevated ppm's
Iron (Fe)
If iron levels are high and other
elements are slightly elevated:
"Soft" iron contamination. Sources are likely to
be casting material.
200
Element Max ppm Indications of oil samples
600
If iron levels are high and other
elements ppm's are rising rapidly:
"Hard" iron contamination. Sources are likely
to be bearing, gears, etc.
Max spike
7
10
Chromium
(Cr)
If chromium is high and iron is high: A bearing failure is likely in progress.
Max spike
5
Possible cause of elevated ppm's Element Max ppm Indications of oil samples
Nickel (Ni) 10
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Max spike
15
High iron will produce high copper from the thrust
washers and bearings.
If copper is high with iron high:
If copper is high with other elements
low:
Copper (Cu) 50
20
A thrust washer is rapidly wearing with the likely cause
of the sun pinion gear thrusting inboard or outboard.
Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100 C (212
F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If the resampling still
shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals.
The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the
oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the wheel for any further
changes in viscosity.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the
wheel for any further changes in viscosity.
Action: If the oil viscosity is below the 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or
588 cSt at 40 C (104 F) then monitor the wheel for any further changes in viscosity.
Action: Flush the wheel motor and monitor element levels.
To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil, sam-
ple date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can
be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.
Max spike Possible cause of elevated ppm's Element Max ppm Indications of oil samples
Calcium (Ca) 40
If calcium, zinc, and phosphorus are
high:
Hydraulic oil has entered the drive train.
20
Max spike Possible cause of elevated ppm's Indications of oil samples Max ppm Element
High mechanical wear of components is
occurring.
75 Zinc (Zn)
If zinc is high without high calcium and
phosphorus:
If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train. 40
25
Phosphorus
(P)
400
If phosphorus, zinc, and calcium are
high:
Hydraulic oil has entered the drive train.
150
If silicon is high with other elements high:
Silicon (Si)
If silicon is high with other elements low:
High wear of components.
Dirt has entered the drive train. Flush wheel
motor.
50
20
25
NOTES
H01013 Index H1-1
SECTION H
HYDRAIR
II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H1-2 Index H01013
NOTES
H02013 03/03 Front Suspensions H2-1
SECTION H2
FRONT SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation - Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
"TURN-OF-THE-NUT" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
H2-2 Front Suspensions 03/03 H02013
NOTES
FRONT SUSPENSION
The HydrairII suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and rear axle assembly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
The front suspension rods also act as kingpins for
steering the truck.
The HydrairII suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Park unloaded truck on hard level surface.
Block wheels and set parking brake. Remove
front wheel and tire. Refer to Section G, Tires
and Rims. Remove front wheel hub and spindle
as covered in Section G, Front Wheel Hub and
Spindle.
2. Remove boot clamp and boot from around sus-
pension.
3. Discharge nitrogen pressure from suspension
by removing cap from charging valve (5, Figure
2-1). Turn the charging valve swivel nut (small
hex) (2, Figure 2-2) counterclockwise 3 full
turns to unseat valve seal (DO NOT turn more
than three turns). DO NOT TURN LARGE HEX
(4) (see DANGER below). Wearing face mask
or goggles, depress valve stem until all nitrogen
pressure has been relieved.
Make certain only the swivel nut (2) turns. Turn-
ing the complete charging valve assembly may
result in the valve assembly being forced out of
the suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove charging valve
assembly. Discard O-ring seal.
FIGURE 2-1. SUSPENSION CHARGING VALVE
1. Suspension Housing
2. Cap Structure
3. Pressure Sensor
Port
4. Vent Plug
5. Charging Valve
FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Valve Cap
2. Swivel Nut (Small
Hex)
3. Charging Valve
Body (Large Hex)
4. Vent Plug
5. Place a suitable container under suspension
cylinder. Remove bottom drain plug (19, Figure
2-8) and allow cylinder to drain completely. A
properly charged front suspension cylinder
contains 25.8 gallons (98 l) of oil.
NOTE: Front HydrairII suspensions are equipped
with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
s (Lower Bearing & Seals) for bearing retainer
removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
7. Attach fork truck or suitable lifting device to sus-
pension. Secure suspension to lifting device.
The front HydrairII suspension weighs approxi-
mately 6150 pounds (2790 kg). Be certain the lift-
ing device to be used is of sufficient capacity to
handle load.
8. Remove capscrews and washers (1, Figure 2-
3) and nuts and washers (2).
9. Remove capscrews and washers (8), and nuts
and washers (10).
10. Remove capscrews and washers (6), and spac-
ers (9).
11. Move suspension to a clean work area for disas-
sembly.
Installation - Front Suspension
Use the following procedure for preparing mounting
surfaces and mounting hardware.
1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
evaporation, such as trichlorethylene, tetrachlo-
rethylene, acetone or lacquer thinner.
When using a cleaning agent, follow the manu-
facturer's instructions for use, proper ventilation
and/or use of breathing apparatus.
2. Inspect suspension and frame mounting sur-
faces and spotfaces for flatness. Surface finish
must not exceed 250 (RMS) (medium tool cut).
Surface flatness must be within 0.010 in. (0.254
mm).
3. Clean and dry all capscrews, nuts and washers
as stated in Step 1, above.
NOTE: The use of dry threads in this application
is not recommended. Due to the high tightening
forces required to load these capscrews, dry
threads may cause damage to tools.
FIGURE 2-3. SUSPENSION INSTALLATION
1. Capscrews, Washers
2. Nuts, Washers
3. Housing
4. Mounting Surface
5. Shear Bar
6. Capscrews, Washers
7. Piston
8. Capscrew, Washers
9. Spacer
10. Nuts & Washers
4. Lubricate capscrew threads, capscrew head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Division of American Oil Company.
RUSTOLENE D grease from Sinclair Oil
Company.
GULF NORUST #3 from Gulf Oil Company.
RUST BAN 326 from Humble Oil Company.
1973 RUSTPROOF from the Texas Company.
RUST PREVENTIVE GREASE-CODE 312 from
the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
SAE 30 weight oil.
5% Molybdenum - Disulphide Grease
High tightening force is required to load front
suspension mounting capscrews. Repeated
tightening operations will cause capscrew mate-
rial to fatigue and break. DO NOT reuse mounting
hardware (capscrews, hardened washers, and
nuts) more than twice after original installation (3
total- see NOTE below). Replace capscrews,
washers and nuts after third use.
NOTE: The following method is suggested to control
the "3 - Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial Installation . . . . . . . . . . . No punch marks.
Second Installation . . . . . . . . . One punch mark.
Third Installation . . . . . . . . . . Two punch marks.
Suspension mounting capscrews are specially
hardened bolts to meet or exceed Grade 8
specifications. Replace only with bolts of correct
hardness. Refer to the Komatsu Parts Catalog for
correct part number. Before installation, inspect each
capscrew for any defects and number of punch
marks. Replace capscrew and related hardware if
two punch marks are evident; do not reuse if any
defect is suspected. Hardware showing signs of rust,
corrosion, galling or local yielding on any seat or
thread surfaces should be replaced. Replace all
suspension mounting hardware, if the truck was
operated with the suspension mounting in a loose
joint condition.
NOTE: Special hardened flat washers are punched
during the manufacturing process, therefore when
used under the capscrew head they must be
assembled with the inside diameter radius of the hole
toward the head (punch lip away from head) to
prevent damage to the fillet between capscrew head
and shank. See illustration above.
5. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame mak-
ing certain shear bar (5, Figure 2-3) is flush with
end of suspension keyway. Install fourteen cap-
screws (1, 6, 8) with hardened washers and
nuts. (A flatwasher is used under each cap-
screw head and each nut.) The four bottom
holes tapped into suspension housing require
capscrews (6) with hardened washers, and
spacers (9) only.
6. The capscrews are now ready for tightening
using the "turn-of-the-nut" Tightening Procedure
described on the following page.
NOTE: The "turn-of-the-nut" tightening procedure
was developed for high strength capscrews (grade 8
or better) in this joint application only. Do not use this
tightening method for other joint types or capscrews
of lesser grade/size.
FIGURE 2-4. INSTALLATION OF HARDENED FLAT
WASHER
1. Hardened Flat
Washer
2. Capscrew
"Turn-Of-The-Nut" Tightening Procedure
a. Tighten all fourteen capscrews (1, 6, 8, Fig-
ure 2-3) to 400 40 ft.lbs. (542 5 N.m)
torque. Use a torque wrench of known cali-
bration.
b. Maintain this torque on the top two corner
capscrews and the bottom outer four cap-
screws (item 8, the 4 bottom capscrews with
nuts).
c. Loosen the 8 remaining capscrews and then
tighten again using "turn-of-the-nut" tighten-
ing procedure as follows:
d. For the four, 6.0 in. (15 cm) long capscrews
(1, Figure 2-3) at the upper mount, tighten
capscrews initially to 70 ft. lbs. (95 N.m)
torque; then advance capscrew head 60
using steps d-1.) through d-3.). Refer to Fig-
ure 2-5.
For the four inner, 14.0 in. (36 cm) long
capscrews (6, Figure 2-3), tighten cap-
screws initially to 100 ft. lbs. (136 N.m)
torque; then advance capscrew head 120
using steps d-1) through d-3). Refer to Fig-
ure 2-6.
1.) Mark a reference line on a corner of the
hexagonal capscrew head or nut and the
mounting surface opposite this corner as
shown. Then mark the position located
60 or 120 clockwise relative to the first
reference line on the mounting surface.
Refer to Figures 2-5 and 2-6.
2.) To insure that the opposite end of the
turning member, either the capscrew
head or nut remains stationary, scribe a
reference mark for this check.
3.) Each corner of a hexagon represents 60.
The turning member, either the capscrew
head or nut, is turned until the marked
corner is adjacent with the marked refer-
ence line. Ensure that the opposite end of
the turning member has NOT turned dur-
ing the tightening procedure.
NOTE: Do not exceed 4 RPM tightening
speed. Do not hammer or jerk wrench
during the tightening procedure.
e. Loosen the top two corner capscrews (1)
and the bottom outer four capscrews (8, the
4 bottom capscrews with nuts).
1.) Tighten the top, two corner 6.0 in. (15 cm)
capscrews to 70 ft. lbs. (95 N.m) torque,
then use "turn-of-the-nut" method to
advance capscrew heads 60.
2.) Tighten the bottom, outer four 14.0 in. (36
cm) capscrews to 200 ft. lbs. (271 N.m)
torque, then use "turn-of-the-nut" method
to advance capscrew heads 120.
NOTE: If for any reason, these fasteners need to be
checked for tightness after completing the above
procedure; loosen and inspect all 14 capscrews and
repeat entire process, starting with cleaning and
lubricating capscrews, washers, and nuts. In
addition, the capscrew head will need to be
appropriately marked to show an additional use.
7. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
8. Install wheel, spindle, and tire according to
instructions in Section G.
9. Service the suspension. For instructions refer to
Section H, Oiling and Charging Procedures.
10. Install suspension boot and secure with clamp.
FIGURE 2-5. REFERENCE MARKS FOR 60
DEGREE ADVANCE
(6.0 in. (15 cm) Capscrews)
FIGURE 2-6. REFERENCE MARKS FOR 120
DEGREE ADVANCE
14.0 in. (36 mm) Capscrews
MINOR REPAIRS (LOWER BEARING &
SEALS)
Removal - Bearing Retainer
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to steps below
for lower bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-6). Install
pusher bolts into tapped holes in retainer
flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing retainer as it exits the suspension
housing. Remove retainer assembly (18).
3. 3. Remove wiper (29), rod seal (28), step seal
(27), O-ring (22), backup ring (23) and lower
bearing insert (24).
Installation - Bearing Retainer
1. Install new rod seal (28), step seal (27) and rod
wiper (29).
When installing backup rings with rod seal (28)
and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
2. Install new O-rings (22) and backup rings (23)
in their appropriate grooves in the lower bearing
retainer (18). Install new bearing (24).
NOTE: Backup rings must be positioned toward the
flange of bearing retainer as shown in Figure 2-9.
3. Install temporary, guide bolts to ensure bolt hole
alignment as bearing retainer is seated. Lift
lower bearing retainer (18) assembly into place
and carefully start into suspension housing.
4. Install capscrews and hardened washers (20 &
21). Tighten capscrews to 500 ft. lbs. (678
N.m) torque.
5. Install wheel, tire and spindle assembly. Refer
to Section G for installation instructions.
FIGURE 2-7. PISTON ROD REMOVAL
1. Capscrew
3. Capscrew
5. Upper Bearing
Retainer
6. Housing
7. Piston
8. Mounting Holes
9. Steel Ball (2 each)
10. Roll Pin
11. Nut
12. Piston Stop
13. Key
14. Upper Bearing
15. O-Ring & Backup
Ring
16. Cap Structure
FIGURE 2-8. FRONT SUSPENSION
1. Housing
2. Cap Structure
3. Capscrew
4. Hardened Washer
5. O-Ring
6. Backup Ring
7. Capscrew
8. Hardened Washer
9. Charging Valve Assy.
10. Vent Plug
11. Plug (Pressure Sen-
sor Port)
12. Upper Bearing
Retainer
13. Piston Stop
14. Nut
15. Roll Pin
16. Steel Check Ball
17. Piston
18. Lower Bearing
Retainer
19. Plug
20. Capscrew
21. Hardened Washer
22. O-Ring
23. Backup Ring
24. Lower Bearing
25. Key
26. Upper Bearing
27. Step Seal
28. Rod Seal
29. Rod Wiper
MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu distributor for
HydrairII repair information and instructions not
covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove capscrews (1, Figure 2-7) and
hardened washers (2). Attach hoist to end cap
structure (16) and lift end cap out of suspension
housing (6) until piston stop (12) contacts upper
bearing retainer (5). Remove capscrews (3)
and hardened washers (4). Lift cap structure
and bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
3. Rotate the suspension 180.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (7) and care-
fully lift out of housing.
5. Remove capscrews and washers (20 & 21, Fig-
ure 2-8). Install pusher bolts and remove lower
bearing retainer (18).
6. Remove and discard rod seal (28) step seal
(27) and rod wiper (29). Remove and discard O-
rings (22) and backup rings (23). Remove lower
bearing (24).
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
Hydrair suspension oil. Refer to the Oil and
Nitrogen Specifications Chart in Section H, Oiling
and Charging Procedures.
Use care not to damage the machined or plated
surfaces, O-rings or seals when installing piston
assembly.
1. Install new rod seal (28, Figure 2-8), step seal
(27), and rod wiper (29).
When installing backup rings with rod seal (28)
and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
2. Install new O-rings (22) and backup rings (23)
in their appropriate grooves in the bearing
retainer (18).
NOTE: Backup rings must be positioned toward
bearing retainer bolt flange as shown in Figure 2-9.
3. Install lower bearing (18) into lubricated sus-
pension housing. Install capscrews and hard-
ened lockwashers (20 & 21) through bearing
flange and into tapped holes in housing. Tighten
4. Install new backup rings and O-rings (15, Fig-
ure 2-7) in end cap grooves. Backup rings must
be positioned toward the flange on the end cap.
5. Install new bearing (14) on upper bearing
retainer (5).
6. Slide upper bearing retainer assembly over cap
structure rod (16).
FIGURE 2-9. BACK-UP RING REPLACEMENT
7. Install key (13) and piston stop (12) on cap
structure rod. Make sure piston stop is fully
seated against the rod shoulder. Install locknut
(11) against piston stop. Tighten locknut one
half turn further, until hole for the roll pin (10) is
in alignment. Install roll pin.
8. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (7).
Insert steel balls (9) in holes in piston prior to
fully seating bearing on top of piston. A small
amount of petroleum jelly will prevent the balls
from dropping out during assembly.
9. Install upper bearing retainer (5) onto piston
rod. Secure bearing in place with new cap-
screws (3) and hardened washers (4). Tighten
capscrews to 500 ft. lbs. (678 N.m) torque.
NOTE: Always use new capscrews (3, Figure 2-7)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
10. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted posi-
tion
11. Install capscrews and hardened washers (1 & 2)
and tighten to 500 ft. lbs. (678 N.m) torque.
12. Install bottom plug (19, Figure 2-8) and tighten
to 13 ft. lbs. (17.5 N.m) torque.
NOTE: If suspension is to be stored, put in two pints
(1.0 l) of a rust preventive oil. This oil must be
drained when suspension is put into service.
13. Install charging valve and new O-ring (5, Figure
2-1). Lubricate O-rings with clean Hydrair oil
before threading into end cap. Tighten large hex
of charging valve to 16.5 ft. lbs. (27.4 N.m)
torque.
H03013 3/03 Rear Suspensions H3-1
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Disassembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
H3-2 Rear Suspensions 3/03 H03013
NOTES
REAR SUSPENSIONS
The Hydrair II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem-
bly. The rear suspension cylinders consist of two
basic components; a suspension housing attached to
the rear axle housing, and a suspension rod attached
to the frame.
The Hydrair II suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled these parts must be handled
with extreme care to prevent damage to the
machined surfaces. Surfaces are machined to
extremely close tolerances and are precisely fitted.
All parts must be completely clean during assembly.
Removal
NOTE: Suspension mounting pins must contain
threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is
necessary. Refer to Figure 3-4 for pin rework details.
1. Remove capscrews, washers, and shield (2,
Figure 3-1) from the suspension.
FIGURE 3-1. REAR SUSPENSION INSTALLATION
1. Mounting Pins
2. Piston Rod Shield
3. Suspension Cylinder
TABLE 1. TOOL LIST FOR SUSPENSION PIN
REMOVAL
Part Number Description Quantity
EJ2847 Pin Removal Tool 2
EJ2848 Cylinder 1
EJ2849 Hand Pump 1
EJ2850 Shackle 2
MM0093
Capscrew
(M16 x 2 x 70 mm)
4
FIGURE 3-2. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
2. Remove charging valve cap, (1, Figure 3-2)
loosen small hex (4) on charging valve and
turn counterclockwise three full turns to unseat
valve seal. Connect suspension charging kit.
Make certain only the swivel nut turns. Turning
the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 5.0 in. (127 mm).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open valve on suspension charging kit to
release nitrogen from the suspension. Discon-
nect charging kit.
6. Disconnect lubrication lines. Disconnect pres-
sure sensor cable.
7. Position a fork lift under the suspension hous-
ing, above the lower mounting pin. Secure sus-
pension to fork lift.
The rear HydrairII suspension weighs approxi-
mately 2,470 pounds (1120 kg.). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
NOTE: The mounting arrangement for the top and
bottom pins is identical.
8. Remove locking capscrew (4, Figure 3-4) from
the lower suspension pin that is to be removed.
The locking capscrew on the remaining cylinder
must remain installed.
9. Install pin removal tool (1) to each lower pin
using the capscrews listed in Table 1. Tighten
the capscrews to a torque of 177 17 ft.lbs
(240 24 Nm).
10. Attach both shackles (2) to cylinder (3).
11. Attach each shackle to pin removal tools (1), as
shown above.
12. Apply pressure to the cylinder using the hand
pump (not shown).
Do not exceed 10 tons of force when applying
pressure to the cylinder. Damage to the tool or
suspension components may result, as well as
personal injury to maintenance personnel.
FIGURE 3-3. SUSPENSION MOUNTING PIN
Typical, top & bottom
1. Pin
2. Retainer Capscrew
3. Locknut
4. Bearing Spacer
5. Retainer Ring
6. Bearing
7. Capscrew
8. Washer
9. Sleeve
FIGURE 3-4. REAR SUSPENSION
PIN REMOVAL TOOL
1. Pin Removal Tool
2. Shackle
3. Cylinder
4. Locking Capscrew
13. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
14. Remove the pin from the lower mounting.
15. Install the tool on the upper pin and repeat the
pin removal process. (If the pin does not contain
the necessary puller holes, an alternative
removal method is needed.)
16. Remove the cylinder from the truck.
17. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
the upper and lower mountings.
18. Secure the pins using locking capscrews (4),
and repeat the removal process.
Installation - Rear Suspension
1. Inspect mounting bore sleeves (9, Figure 3-3)
and bearing spacers for damage or wear.
Check fit of pins in bores prior to installing sus-
pension. Replace worn or damaged parts.
2. As noted earlier, all pins must have 2 threaded
holes at the inboard ends of the pin for future
pin removal tool usage. Install new pins or
rework the existing pins per Figure 3-5.
3. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.)
4. Position top suspension eye with its spherical
bearing, between the ears on the frame as
shown in Figure 3-3. Be certain the upper and
lower mounting eyes are aligned and the vent
plugs are positioned to the rear.
5. Lubricate all pin to bearing and pin to sleeve
contact surfaces with Anti-Seize. Lubricating
the pin surfaces aids in removal and installation,
as well as prevention of rust and corrosion.
6. Align the retaining capscrew hole in pin (1, Fig-
ure 3-3) with the hole in the mounting bore.
Drive in far enough to hold pin in position.
7. Insert spacer (4) and continue to drive the pin in
through the spherical bearing. Insert the
remaining spacer and continue to drive the pin
in until the retaining capscrew hole is aligned
with the hole in the pin.
8. Install capscrew (2) and locknut (3). Tighten to
343 ft. lbs. (465 N.m) torque. If further align-
ment of the capscrew and hole are necessary,
install a pin removal tool onto the pin. Use the
tool in conjunction with a large pipe wrench or
other suitable device to align the locking cap-
screw holes.
9. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear
axle housing and repeat the above procedure to
install the bottom pin. Mounting components in
the top and bottom joints are identical.
10. Install the nitrogen charging kit and add nitrogen
to raise frame off stands or cribbing, or use a
lifting device if available.
11. Connect lubrication lines and pressure sensor.
12. Service the suspension. For instructions, refer
to Section H, Oiling and Charging Procedures.
13. Install piston rod shield (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.
FIGURE 3-5. SUSPENSION PIN REWORK
Disassembly - Rear Suspension
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180 vertically.
1. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas.
2. Remove charging valve cover. Remove charg-
ing valve (12, Figure 3-6). Remove and discard
charging valve O-ring. Remove vent plug (14).
3. Remove protective shields (8), if installed.
Place the suspension in a vertical position (pis-
ton rod down), and drain the suspension oil
through the vent port. A properly charged rear
suspension cylinder contains 10.2 gallons (39 l)
of oil.
4. Rotate the suspension 180. Remove socket
head capscrews (18) and pull piston assembly
(5) from housing (1). The housing bearing (21)
will be removed with the piston assembly.
5. Remove capscrew and hardened washers (2 &
3). Remove piston bearing (4) from piston rod.
Remove ball checks (22) from piston. Slide the
housing bearing (21) off of the piston.
6. Remove and discard wiper seal (15), rod seal
(16), step seal (17), O-ring (20), and backup
ring (19) from housing bearing.
7. Remove vent plug (7).
8. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5).
Press bearing out of bore.
Cleaning and Inspection - Rear Suspension
1. Clean all parts thoroughly in fresh cleaning sol-
vent. Use a solvent that does not leave a film
after evaporation, such as trichlorethylene, ace-
tone or laquer thinner.
When using cleaning agents follow the solvent
manufacturer's instructions.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
instructions not covered in this manual.
Assembly - Rear Suspension
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. Refer to the Oil
and Nitrogen Specifications Chart in Section H, Oil-
ing and Charging Procedures.
1. Install spherical bearings (6, Figure 3-3) in the
eyes of the piston rod and cylinder housing.
2. Place the ring retainers (5) in position to secure
the bearings.
3. Install the piston rod vent plug (7, Figure 3-6).
4. Install the wiper seal (15), rod seal (16), and
step seal (17). When installing backup rings
with rod seal (16) and step seal (17), be cer-
tain radius is positioned toward the seal and
the white dot is positioned away from the
seal as shown in Figure 3-6.
5. Install O-ring (20) and backup ring (19) on the
bearing (21). Backup rings must be positioned
toward the flange of the bearing.
6. Slide the bearing (21) onto the lubricated piston
rod (5).
7. Place the ball checks (22) in the piston and
install the piston rod bearing (4) with the cap-
screws and hardened washers (2 & 3). Tighten
the capscrews to standard torque.
8. With the lubricated housing (1) held in a vertical
position, slide the piston assembly part way into
the housing. Slide the loose housing bearing
down onto the housing and fasten with socket
head capscrews (18). Tighten the capscrews to
standard torque. Use care during piston instal-
lation to prevent damage to machined and
chrome surfaces.
9. Install vent plugs (11 & 14). Install shield (8).
NOTE: If suspension is to be stored, put in two pints
(1.0 l) of a rust preventive oil. This oil must be
drained when suspension is put into service.
10. Using new O-ring, install charging valve.
Tighten large hex of charging valve to 16.5
ft.lbs. (22.4 N.m) torque.
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
1. Housing
2. Capscrews
3. Hardened Flatwashers
4. Piston Bearing
5. Piston Rod
6. Bleeder Screw
7. Vent Plug
8. Shield
9. Capscrew
10. Washers
11. Vent Plug
12. Charging Valve
13. Plug (Sensor)
14. Vent Plug
15. Wiper Seal
16. Rod Seal
17. Step Seal
18. Socket Head
Capscrew
19. Backup Ring
(See Note)
20. O-Ring
21. Housing Bearing
22. Ball Check
NOTES
H04015 10/03 Oiling and Charging Procedures H4-1
SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURE
INDEX
SUSPENSION OILING AND CHARGING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Hydrair Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
H4-2 Oiling and Charging Procedures 10/03 H04015
NOTES
SUSPENSION OILING AND CHARGING PROCEDURE
GENERAL
These procedures cover the oiling and charging of
Hydrair
II suspensions on Komatsu 930E dump

trucks.
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc. should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
Hydrair
II suspensions to produce a comfortable

ride.
All Hydrair
II suspensions are charged with com-

pressed nitrogen gas with sufficient pressure to
cause injury and/or damage if improperly han-
dled. Follow all safety instructions, cautions, and
warnings provided in the following procedures to
prevent any accidents during oiling and charg-
ing.
Proper charging of Hydrair
II suspensions requires
that three basic conditions be established in the fol-
lowing order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.
For best results, Hydrair
II suspensions should be
charged in pairs (fronts together and rears together).
If rears are to be charged, the fronts should be
charged first.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See Specifications Chart, Figure 4-5 at the end of
this chapter.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions may vary.
EQUIPMENT LIST
Hydrair
Charging Kit
Jacks and/or Overhead Crane
Support Blocks (Front and Rear) for:
Oiling Height Dimensions
Nitrogen Charging Height Dimensions
Hydrair
Oil (See Specifications Chart)

Friction Modifier (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
Hydrair
Charging Kit
Assemble service kit as shown in Figure 4-1 and
attach to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
FIGURE 4-1. HYDRAIR

CHARGING KIT
NOTE: Arrangement of parts may vary from
illustration above, depending on charging kit P/N.
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-5)
3. Ensure outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve
three full turns counterclockwise to unseat the
valve.
5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open the gas cham-
ber of the suspension).
7. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
4. Tighten swivel nut (small hex) on charging
valve. If a new charging valve is being used,
tighten swivel nut to 10.5 ft. lbs. (14.2 N.m)
torque, then loosen and retighten swivel nut to
10.5 ft. lbs. (14.2 N.m) torque. Again loosen
swivel nut and retighten to 4 ft. lbs. (5.4 N.m)
torque. Replace valve cap (1) and tighten to 2.5
ft. lbs. (3.3 N.m) torque (finger tight).
5. Install charging valve caps and protective cov-
ers on both suspensions.
Support Blocks For Oiling And Charging
Dimensions
Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
correct exposed piston rod extensions.
Rear support blocks for nitrogen charging are no
longer necessary. Rear suspensions still require
support blocks for oil charging.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair
II suspen-
sions. These dimensions are listed in the tables
below Figures 4-2 and 4-4. Measure dimensions
from the face of the cylinder gland to the machined
surface on the spindle at the front suspension. Mea-
sure from the face of the cylinder gland to the piston
flange at the rear suspension.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments [1 in. (25 mm) minimum] may be
used. Blocks must be capable of supporting the
weight of the truck during oiling and charging proce-
dures while avoiding contact with plated surfaces
and seals on the suspension. Refer to Figure 4-2 for
front suspension support block placement and Figure
4-4 for rear support block placement.
FRONT SUSPENSION
1. Park the unloaded truck on a hard, level sur-
face. Apply the parking brake, and chock the
wheels.
2. Thoroughly clean area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves.
All Hydrair
II suspensions are charged with com-

pressed nitrogen gas with sufficient pressure to
cause injury and/or damage if improperly han-
dled. Follow all the safety notes, cautions and
warnings in these procedures to prevent acci-
dents during servicing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they
must be secured with a strap or other means to
avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby person-
nel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
friction modifier should be added to the suspension
oil. See the Oil and Nitrogen Specifications Chart,
Figure 4-5, at the end of this chapter.
1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower
and rest on the blocks. Ensure the blocks do
not mar or scratch the plated surfaces of the
pistons or damage wiper seals in the lower
bearing retainer. Support blocks must seat on
the spindle and the cylinder housing. The
blocks should be positioned 180 apart to pro-
vide stability.
Wear a face mask or goggles while relieving
nitrogen pressure.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
turn the large hex. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel the valve body
must not be loosened until all nitrogen pres-
sure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly
and be seated solidly on the support blocks.
Remove top fill plug next to the charging valve
(Figure 4-2).
FRONT SUSPENSION DIMENSIONS (EMPTY)
TRUCK MODEL
& OPTIONS
OILING
HEIGHT
In. (mm)
CHARGING
HEIGHT
In. (mm)
CHARGING
PRESSURE
psi (kPa)
930E-1* 1.0 (25.4) 9.0 (229) 440 (3034)
930E-2*
930E-3*
1.0 (25.4) 9.0 (229) 425 (2930)
* with standard Rock Body
Note: If truck starts to lift off blocks before charging pressure
is attained, STOP CHARGING.
FIGURE 4-2. FRONT SUSPENSION
4. Fill the suspension with clean Hydrair
oil (with
6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Drip pans should be
used and all spillage cleaned from outside of
the suspension. Allow the suspension to stand
for at least 15 minutes to clear any trapped
nitrogen and/or bubbles from the oil. Add more
suspension oil if necessary. Install a new fill
plug O-ring, and install the plug.
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started. Clearances under the truck
may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair
oil.
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.
Dry nitrogen is the only gas approved for use in
Hydrair
II suspensions. Charging of these com-

ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
3. Install the Hydrair
charging kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit in this section.
4. Charge the suspensions with nitrogen gas to 2
in. (50.8 mm) greater than the charging height
listed in Figure 4-2. Close inlet valve (4, Figure
4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-
inder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure has
dropped below the pressure listed in Figure 4-2,
and then close the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Figure 4-2. Do Not use an overcharge of
nitrogen to lift the suspensions off of the charg-
ing blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
11. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
12. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
13. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten swivel nut to 10.5 ft.
lbs. (14.2 N.m) torque. Again loosen swivel nut
and retighten to 4 ft. lbs. (5.4 N.m) torque.
Replace valve cap (1) and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
14. Install the protective guard over the charging
valve.
15. Raise the truck body in order to extend the front
suspensions and allow for removal of the nitro-
gen charging blocks. Ensure that sufficient
overhead clearance exists before raising the
body. If the suspensions do not extend after
raising the body, turn the steering wheel from
stop to stop several times. If the suspensions
still do not extend enough to allow for removal
of the blocks, use a crane or floor jacks to raise
the truck and remove the blocks.
The front Hydrair
suspensions are now ready for

operation. Visually check the extension with the truck
both empty and loaded. Record the extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator com-
ments on steering response and suspension rebound
should also be noted.
REAR SUSPENSION
1. Park the unloaded truck on a hard, level sur-
face. Apply the parking brake, and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves and the
metal covers from the suspension piston.
When the blocks are in place on a suspension,
they must be secured in place with a strap or
other means to insure the blocks staying in place
while being used. An unsecured block could fly
loose as weight is applied, presenting the possi-
bility of serious injury and/or damage.
friction modifier must be added to the suspension oil.
See the Oil and Nitrogen Specifications Chart, Figure
4-5, at the end of this chapter.
Rear Suspension Oiling
1. If the suspensions are extended, position and
secure oiling height dimension blocks (sup-
ports) in place (See Figure 4-4) so the blocks
are seated between the piston flange and the
cylinder housing. Ensure the blocks do not mar
or scratch the plated surfaces on the piston or
damage the wiper seals in the cylinder barrel.
Support blocks must seat on the piston flange
and the cylinder housing. The blocks should be
positioned 180 apart to provide stability.
Make certain all personnel are clear and support
blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
turn the large hex. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
must not be loosened until all nitrogen pres-
sure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
nitrogen pressure has been vented to the atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks.
4. Use a plastic tube to help bleed off trapped air
inside the piston. Remove vent plugs and the
bleeder screw. Fill the suspension with clean
Hydrair
oil (with 6% friction modifier) until

clean oil comes out of the port where the
bleeder screw and plug were removed from the
side of the housing. Drip pans should be used
and all spillage cleaned from the outside of the
suspension. Install the bleeder and vent plugs.
Continue to fill the oil until it reaches the fill port.
Allow the suspension to stand for at least 15
minutes to clear any trapped nitrogen and/or air
bubbles from the oil. Add oil if necessary, and
install the fill plug.
Rear Suspension Nitrogen Charging
Lifting equipment (overhead or mobile cranes, or
hydraulic jacks) must be of sufficient capacity to
lift the truck weight. Be certain that all personnel
are clear of lift area before lift is started. Clear-
ances under the truck may be suddenly reduced.
Ensure the automatic apply circuit has not
applied the service brakes during truck mainte-
nance. If the front brakes are applied during rear
suspension charging, the axle cannot pivot for
frame raising / lowering, and the rear suspension
may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair
oil.
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.
Dry nitrogen is the only gas approved for use in
Hydrair
II suspensions. Charging of these com-

ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
3. Install the Hydrair
charging kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit in this section.
4. Charge the suspensions with nitrogen gas to 2
in. (50.8 mm) greater than the charging height
listed in Figure 4-4.
5. Slowly release gas until the suspensions match
the charging height listed in Figure 4-4.
REAR SUSPENSION DIMENSIONS (EMPTY)
TRUCK MODEL
& OPTIONS
OILING
HEIGHT
In. (mm)
CHARGING
HEIGHT
In. (mm)
*CHARGING
PRESSURE
psi (kPa)
930E-1,
930E-2,
930E-3
1.0 (25.4) 7.5 (190) 215 (1482)
* Note: Charging pressures are for reference only and may vary
depending on body weights.
FIGURE 4-4. REAR SUSPENSION
6. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
7. Ensure both of the suspension cylinders are
extended the same distance 10 mm (0.39 in.).
If the difference in the extension from side to
side exceeds 10 mm, check the front suspen-
sions for equal extension. Adjust the front as
necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
8. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit
in this section.
9. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m)
torque.
10. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten the swivel nut to 10.5
ft. lbs. (14.2 N.m) torque. Again, loosen the
swivel nut and retighten to 4 ft. lbs. (5.4 N.m)
torque. Replace valve cap (1) and tighten to 2.5
ft. lbs. (3.3 N.m) torque (finger tight).
11. Install the protective guards over the charging
valves and install the metal covers over the pis-
ton rods.
The rear Hydrair
suspensions are now ready for

operation. Visually check piston extension both with
the truck loaded and empty. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston rod. Operator
comments on steering response and suspension
rebound should also be noted.
OIL AND NITROGEN SPECIFICATIONS CHART
HYDRAIR
II OIL SPECIFICATIONS
Ambient Temperature
Range
Part No. Approved Sources
-30F & above
(-34.5C & above)
VJ3911
(need to add
6% of
AK3761)
Mobil 424
Mobil D.T.E. 15
Texaco TDH Oil
Amoco Ultimate Motor Oil 5W-30
Sunfleet TH Universal Tractor Fluid
Chevron Tractor Hydraulic Fluid
Conoco Power Tran III Fluid
Petro Canada Duratran Fluid
Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with
6% Friction Modifier)
5 Gallon container
AK4064 55 Gallon container
-55F & above
(-48.5C & above)
VJ5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,
5W-30
Mobil Delvac I, 5W-30
Petro Canada Super Arctic Motor
Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
AK4065 Suspension Oil (premixed with
5 Gallon container
AK4066 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.
OIL CAPACITY OF A PROPERLY CHARGED SUSPENSION CYLINDER
Front Rear
930E-1 24.3 gallons (92 liters) 10.2 gallons (39 liters)
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions
(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761
(5 Gallon container of
1 gallon of suspension oil add 7.7 oz.
5 gallons of suspension oil add 38.4 oz.
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N
2
)SPECIFICATIONS
Nitrogen gas used in Hydrair
II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Property Value
Nitrogen 99.9% Minimum
Water 32 PPM Maximum
Dew Point -68F (-55C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART
J01027 Index J1-1
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J1-2 Index J01027
NOTES
J02028 Brake Circuit J2-1
SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J2-2 Brake Circuit J02028
BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator the control he needs
to stop the truck in either a slow modulating fashion
or in as short a distance as reasonably possible.
Outlined below are the functions that Komatsu Divi-
sion feels are necessary for safe truck operation:
Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so proper action can be taken to stop
the truck before the secondary system is
exhausted of power.
Provide secondary brake circuits such that any
single failure leaves the truck with sufficient
stopping power.
Automatically apply service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
Wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
Spring applied park brake for holding, not
stopping, the truck during periods other than
loading or dumping.
Brake system that is easy to diagnose and
perform necessary service.
The following brake circuit description should be
used in conjunction with the hydraulic brake system
schematic, refer to Section R.
The brake system consists of several major valve
components; the foot operated dual circuit treadle
valve, hydraulically operated dual relay valves, and
the brake manifold and two accumulators. The dual
circuit treadle valve is the only component located in
the operator's cab. The dual relay valve for the front
brakes, brake manifold, and electrical components,
are located in a weatherproof cabinet (Figure 2-1)
behind the cab. The hydraulic components cabinet is
easily accessible for brake system diagnostic and
service work.
The dual relay valve for the rear brakes is located in
the rear axle housing. The two accumulators are
mounted on the frame rail, behind the right front tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
functions. All of these components are screw-in car-
tridge type valves.
In the Komatsu truck, there are two independent
means of brake actuation by the operator; the service
brake pedal and brake lock switch. Additionally, the
brakes will apply automatically if the brake system
supply drops below a predetermined pressure.
SERVICE BRAKE CIRCUIT
This portion of the system provides the operator the
precise control he needs to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated, dual circuit brake
valve. This valve enables the operator to control the
relatively high pressure energy within the brake
accumulators directed to the brakes. There are two
valves in the dual brake valve. One supplies pres-
sure to a dual relay valve to provide apply pressure
for the brakes on the front axle. The other supplies
pressure to a dual relay valve to provide apply pres-
sure for the brakes on the rear axle.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
fluid from its respective accumulator to the dual relay
valves which deliver fluid to the wheel brakes at a
pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, giving a very positive feel of control.
Brake accumulators have two functions; storing
energy for reserve braking in the event of a failure
and, provide rapid oil flow for good brake response.
Depression of the brake pedal also actuates the stop
light pressure switch, which in turn actuates stop and
service brake indicator lights and propulsion inter-
lock.
1. Brake Warning Delay Timer
2. Brake Warning Relay
3. Brake Lock Apply Pressure Test
Port (PP3)
4. Brake Oil Supply Pressure Test
Port (SP3)
5. Relief Valve (Hoist-Power Down)
6. Hoist Pilot Valve
7. Dual Relay Valve
8. Differential Pressure Switch
9. Park Brake Release Press (PK2)
10. Brake Cabinet
11. Brake Lock Shuttle Valve
12. Brake Manifold
13. Pressure Reducing Valve (PR)
14. Brake Lock Solenoid (SV1)
15. Park Brake Solenoid (SV2)
16. Front Brake Accumulator Bleed
Valve
17. Automatic Apply Valve
18. Low Accumulator Test Port
(LAP1)
19. Rear Brake Accumulator Bleed
Valve
20. Low Brake Pressure Switch
21. Park Brake Pressure Switch
22. Stop Light Pressure Switch
23. Brake Lock Degradation Switch
24. Rear Brake Pressure Test Port
(BR)
25. Front Brake Pressure Test Port
(BF)
26. Manifold
FIGURE 3-1. HYDRAULIC BRAKE CABINET
SECONDARY BRAKING AND
AUTOMATIC APPLY
A fundamental function of the secondary brake sys-
tem is to provide reserve braking in the event of any
single failure. For this reason, the system is divided
into multiple circuits, each with its own isolation
check valve, accumulators, and circuit regulator. The
secondary system becomes whatever circuit(s) is
operable after a failure. If the failure is a jammed
treadle valve, then the brake lock becomes the sec-
ondary system, otherwise, either of the two brake cir-
cuits would be the secondary system.
The brake accumulators perform two functions; to
provide rapid flow for good response and to store
energy for secondary braking. The check valves
assure this energy is retained should a failure occur
in the brake system supply or an accumulator circuit.
An additional check valve located between the sup-
ply line from the brake/steering pump and the brake
manifold, provides additional protection against pres-
sure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering or either
brake accumulator circuit, a low brake pressure
warning light (on the overhead display panel in the
cab) and an audible alarm will actuate and the vehi-
cle should be stopped as soon as practical. When
the pressure in one accumulator circuit is less than
the preset level, all the service brakes will be auto-
matically applied. Automatic brake application is
accomplished by the Automatic Apply Valve (PS),
located in the brake manifold. This valve senses the
lower brake accumulator pressure, and when the
pressure is less than 1650 psi (11.4 MPa), the valve
shifts, operating the brake treadle valve hydraulically
which in turn applies pressure to the dual relay
valves and applying all the brakes.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after
the low brake warning light and buzzer, and before
automatic apply. This allows the operator the oppor-
tunity to safely stop the truck after the warning has
turned on.
PARKING BRAKE CIRCUIT
The parking brakes are spring applied and hydrauli-
cally released.
NOTE: Whenever the park brake solenoid is de-
energized, a spring in the solenoid valve will shift the
spool, diverting oil pressure from the parking brakes
to direct the oil back to the hydraulic tank.
Normal Operation (key switch on, engine run-
ning)
Parking brake switch ON.
The parking brake solenoid (15, Figure 2-1) is de-
energized. The oil pressure in the parking brake
lines return to tank and the springs in the parking
brake will apply the brake. The parking brake
pressure switch (21) will close, completing a path
to ground, and illuminating the parking brake light
on the overhead display panel.
Parking brake switch OFF
The parking brake solenoid is energized. The oil
flow is routed from the park brake solenoid, to the
park brake pistons for release. The parking brake
circuit is protected against accidental application
by monitoring a wheel motor speed sensor to
determine truck ground speed. The park brake
will not apply until the truck is virtually stopped.
This eliminates park brake damage and will
extend brake adjustment intervals.
If the key switch is turned OFF (park brake
switch ON or OFF), the park brake will not
apply until vehicle speed is less than 1/3 MPH
(0.5 km/h).
If a loss of hydraulic supply pressure occurs, with
the parking brake switch OFF, the parking
brake solenoid will still be energized. The supply
circuit (that lost pressure) is still open to the
parking brake pistons. To prevent park brake
pressure oil from returning to the supply circuit, a
check valve (in the park brake circuit) traps the
oil, holding the parking brake in the released
position.
NOTE: Normal internal leakage in the parking brake
solenoid may allow leakage of the trapped oil to
return back to tank, and eventually allow park brake
application.
If 24 volt power to the solenoid is interrupted, the
park brake will apply at any vehicle speed. The
spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the park
brake line to return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (21) will close, completing
a path to ground, illuminating the parking brake
light on the overhead display panel and
interrupting propulsion.
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at
the shovel or dump. The brake lock only applies the
rear service brakes. It may also provide a second
means to stop the truck in the event the primary
means (brake valve) malfunctions. By turning on the
dash mounted toggle switch, a solenoid valve (14,
Figure 2-1) and pressure reducing valve (13) will
apply unmodulated pressure oil at 2000 psi (13.8
MPa) to fully actuate the rear brakes. A shuttle valve
(11) in the rear brake line provides the independence
from the brake treadle valve for brake application.
WARNING CIRCUIT
The brake warning circuit is equipped with a low
brake pressure warning light (on the overhead dis-
play panel) and an audible alarm (in the cab) to alert
the operator of low brake pressures. Several electri-
cal sensors, a relay and delay timer are used to
detect brake system problems. (See Figure 2-1 for
the following component references.)
Pressure sensor, system supply pressure
Located on the pump pressure sensing manifold.
When system supply pressure drops below 2300
psi (15.8 MPa), the low steering pressure light,
low brake pressure light and buzzer will turn on.
Pressure sensor, low brake pressure (20)
Located on the brake manifold. When the
accumulator with the lower pressure falls below
1850 psi (12.7 MPa), the low brake pressure light
and buzzer will turn on.
Differential pressure switches (8)
Located on the dual controller valve (foot treadle)
and on each dual relay valve. During brake
application, if the difference in brake apply
pressure between the front and rear circuits is
greater than a preset level, the differential
pressure switch located on the dual controller
valve will turn on the low brake pressure light and
buzzer. If the difference in brake apply pressure
between the left and right circuits of the front or
rear wheel brakes is greater than a preset level,
the differential pressure switch located on the
dual relay valve at either the front or rear wheels
will turn on the low brake pressure light and
buzzer. The pressure differential switches
complete a path to ground in order to turn on the
low brake pressure light and buzzer. The
differential pressure switches provide detection
of faults such as a brake line rupture, poor brake
valve tracking, line blockage, excessive brake
displacement or air trapped in the system.
Brake Lock Degradation Switch (23)
Located on the junction block (26) in the
hydraulic components cabinet. When the brake
lock switch is turned on, the brake lock solenoid
(14) and brake warning relay are energized. The
brake warning relay switches the electrical
connection from the differential pressure switch
to the brake lock degradation switch (23). If the
brake lock apply pressure is less than 1000 psi
(6.9 MPa), a path to ground will be completed
and the low brake pressure light and buzzer will
turn on.
Brake Warning Relay (2)
Located on the RH wall of the hydraulic
components cabinet. When the brake lock switch
is turned on, the brake warning relay is energized
and switches the electrical connection from any
of the differential pressure switches to the low
brake lock degradation switch. When the brake
lock switch is turned off, the relay is de-energized
and switches the connection from the brake lock
degradation switch to the differential pressure
switches.
Brake Warning Delay Timer (1)
Located on the RH wall of the hydraulic
components cabinet. The delay timer is
connected in series between the low brake
pressure light/buzzer and the brake warning
relay. If any of the differential pressure switches
or the brake lock degradation switch completes a
path to ground, the delay timer will not complete
the circuit for 1.2 seconds. This will allow
sufficient time for the hydraulic brakes to reach
the proper pressures after actuation to avoid
false warnings.
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum Pressure
Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
Note:
B1 - Rear Brakes
B2 - Front Brakes
For reference to the brake lines that connect to the
rear axle housing, refer to Figure 2-3.
NOTE: If hoses (4, Figure 2-3) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.
1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
FIGURE 3-2. REAR BRAKE HOSES
J03029 Brake Circuit Component Repair J3-1
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Plunger O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
J3-2 Brake Circuit Component Repair J03029
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
BRAKE ACCUMULATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
RECHARGING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake pedal assembly combines the dynamic
retarding control with service brake control functions.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which pro-
vides an electrical signal to the propulsion system,
signalling a request by the operator for retarding. The
electrical signal is modulated by the operator as he
continues to depress the pedal, increasing the level
of retarding effort from minimum to maximum. Fur-
ther pedal depression after maximum retarding
request is achieved, results in service brake applica-
tion from minimum to maximum when the pedal is
fully depressed. A slight increase in pedal resistance
can be felt when service brake actuation occurs.
Additionally, indicator lights on the overhead display
panel in the cab will turn on as dynamic retarding is
applied. A second lamp will turn on when service
brakes are applied.
NOTE: The following information discusses the
operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The Brake Valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (3, Figure 3-1).
The Brake Valve controls the pressure delivered to
the front and rear service brake dual relay valves
which provide the apply pressure for the front wheel
and rear wheel disc brake assemblies. Apply pres-
sure can be modulated from zero to maximum brak-
ing effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
position and system pressure supplied to the
P1 and P2 inlet ports.
Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 2750
psi (18,960 kPa) system pressure.
Failure of the pedal to return to full release
position.
Valve holds pressure when in the neutral
position.
Varying output pressure with pedal fully
depressed.
1. Brake Manifold
2. Accumulator Bleed Down Valve (Front)
4. Accumulator Bleed Down Valve (Rear)
5. Hydraulics Components Cabinet
FIGURE 3-1. BRAKE ACCUMULATOR
BLEEDDOWN VALVES
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in Disassembly and Assem-
bly.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch Off and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Open bleed down
valves (2 & 4, Figure 3-1) located on the brake
manifold. This will allow the accumulator for the
rear brakes and the accumulator for the front
brakes to bleed down. Before disabling brake cir-
cuit, be sure truck wheels are blocked to prevent
possible roll-away.
1. Securely block the wheels to prevent possible
roll-away.
2. Place selector switch in NEUTRAL, turn the
Rest Switch ON. Turn key switch OFF to shut
down engine and allow 90 seconds for steering
system accumulators to bleed down. Open
valves (2 & 4, Figure 3-1) to bleed down the
brake accumulators.
3. Remove access panel in front of operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port PX. Disconnect wiring har-
ness at differential pressure switch connector.
5. Disconnect retard pedal harness.
6. In the cab at the brake valve, remove cap-
screws and lockwashers securing the brake
valve assembly to the mounting structure.
7. Slide brake valve downward and remove from
cab.
8. Move brake valve assembly to a clean work
area for disassembly.
Installation
1. Place the brake valve assembly into position
and secure in place with capscrews and lock-
washers. Tighten capscrews to standard
torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten. Connect
differential pressure switch to harness.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, Hydraulic System for steering
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
3. Connect electronic retard pedal connector to
truck harness.
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves (2 & 4, Figure 3-1). Precharge both
brake system accumulators mounted behind
right front tire to 1400 psi (9.65 MPa). Refer to
Accumulator Charging procedure, this Sec-
tion.
NOTE: For best performance, charge the
accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
5. Close both accumulator bleed down valves
after the accumulators have been properly
charged.
6. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to bleed air
from brake lines and brakes. Close supply plug
after bubbles disappear. Refer to Wet Disc
Brake Bleeding Procedure, this Section for
additional information.
7. Check for fluid leaks at the brake valve.
Disassembly
NOTE: If not already removed, remove electronic
retard pedal (16, Figure 3-2) from brake pedal by
removing pivot shaft (8).
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time.
All items must be placed back into the bores from
which they were removed.
1. Match mark each section of the brake valve
prior to disassembly.
2. Drain all oil from all ports of the valve by rotat-
ing the valve over a suitable container.
3. Secure brake valve in an upright position in a
vice.
4. Remove the brake pedal actuator (17, Figure
3-2) by removing the retaining clips (2), then
remove the pivot shaft (3) with a punch and
hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasp-
ing the boot and gently lifting from the valve
body.
FIGURE 3-2. BRAKE VALVE/RETARD PEDAL ASSEMBLY
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Place 0.025 in. Shim Here
10. Jam Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
16. Electronic Retard Pedal
Assembly
17. Brake Pedal Actuator
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
23. Differential Pressure
Switch
7. Remove capscrews (36, Figure 3-4) and the dif-
ferential pressure switch (35). Refer to Differ-
ential Pressure Switch for further switch repair
instructions.
8. Remove and discard the seals (27 & 28).
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment col-
lars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Fig-
ure 3-3) that retain the actuator base (6) to the
valve body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (34, Figure 3-4)
and washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22)
and spool return springs (20) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the B1
actuator plunger (3) down with the other hand
until the regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the B2
regulator sleeve.
20. Turn the valve on its side on the work bench
and remove the regulator sleeves (19) from the
valve body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the B1 and B2 parts
separate.
21. Remove the spools (12), reaction plungers (21,
22) and spool return springs (20) from the regu-
lator sleeves (19).
22. Remove the plunger return springs (10), regula-
tor springs (8 & 10), and spring seats (11) from
the valve body.
23. Remove the actuator plungers (3) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actua-
tor plunger slides out.
24. Remove the staging seat (6). Remove and dis-
card packing (5).
25. Remove the Glyde ring assembly (7) from the
actuator plunger.
26. Remove the O-rings (14, 16 & 18) and teflon
back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
27. Remove the wiper seals (23), poly-pak seals
(25), and the orange back-up rings (24) from
the actuator section of the valve and discard.
FIGURE 3-3. ACTUATOR CAP & BOOT
1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
FIGURE 3-4. BRAKE VALVE
1. Adjustment Collar
2. Nut
3. Actuator Plunger
4. Stud
5. Packing
6. Staging Seat
7. Glyde Ring Assembly
8. Regulator Spring
9. Regulator Spring
10. Plunger Return Spring
11. Spring Seat
12. Regulator Spool
13. Back-up Ring
14. O-Ring
15. Back-up Ring
16. O-Ring
17. Back-up Ring
18. O-Ring
19. Regulator Sleeve
20. Spool Return Spring
23. Wiper Seal
24. Back-up Ring
25. Poly-Pak Seal
26. Valve Body
27. Seal
28. Seal
29. Set Screw Orifice Plug
30. O-Ring
31. Retaining Plug
32. Base Plate
33. Washer
34. Capscrew
Switch
36. Capscrew
1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (3, Figure 3-4) for wear on
the sides where it moves through the seals. If
axial grooves are seen or if any wear is appar-
ent, replace the plunger.
3. Place the regulating spool (12) into its sleeve
(19). Push the spool lightly through the sleeve.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it
cannot, it must be replaced. Never replace just
the spool or sleeve. They must be replaced as a
matched set.
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
5. Inspect the threaded inserts (7, Figure 3-3) in
the actuator base. If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
Assembly
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
Boot and Cap
1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced. To replace the boot,
follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable
scraper. Clean thoroughly to remove all adhe-
sive or particles of the old boot.
3. Apply a thin bead of Loctite
Prism 410 onto the

upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
rounded ends, these must not be sealed to
allow the boot to breathe.
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install the poly-pak seal (3, Figure 3-5) in the
seal groove first. Position the seal in the groove
so that the internal O-ring inside the poly-pak
seal is facing down toward the bottom of the
valve.
2. Make sure the internal O-ring is still seated
inside the poly-pak seal (3) and did not get dis-
lodged during installation. Position the poly-pak
seal to the bottom of the groove.
1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
FIGURE 3-5. VALVE BODY SEAL INSTALLATION
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation
1. Install an O-ring (2, Figure 3-6) onto the small-
est groove (on the top) of the regulator sleeve
(3). Install O-ring (5) onto the middle groove on
the regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of the O-ring (5) located in the middle of
the regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve.
Actuator Plunger O-ring Installation
1. Install an O-ring (7, Figure 3-4) into the O-ring
groove located at the large diameter end of the
actuation plunger (3).
2. Install a split Glyde ring over the O-ring. (Twist
and squeeze the split Glyde ring into a small cir-
cle before installing to insure a tight fit over the
O-ring).
3. Repeat Steps 1 & 2 for the second plunger.
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4. before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde
ring (7).
4. Install the B1 actuation plunger (3) into the
B1 circuit. Be careful not to damage or cut the
Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
the plunger is being installed. (Refer to Figure
3-7) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Make sure the actuation
plunger is completely seated and bottomed.
1. Back-Up Ring
2. O-Ring
3. Regulator Sleeve
4. Back-Up Ring
5. O-Ring
6. O-Ring
FIGURE 3-6. SLEEVE SEAL PLACEMENT
1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
FIGURE 3-7. GLYDE RING INSTALLATION
5. Repeat Steps 1 through 4 for the B2 actuation
plunger.
6. Install the plunger return spring (10, Figure 3-4),
regulator springs (8 & 9) and spring seat (11)
into the appropriate circuit. If spring seat does
not seat correctly on top of the control spring,
lightly shake the valve to correctly position the
spring seat.
7. Lightly lubricate the regulator spool (12).
8. Install the regulator spool into the regulator
sleeve (19). The spherical end of the spool
should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve
assembly and spool, if the spool does not slide
smoothly and freely.
9. Remove spool from sleeve before installing
sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on
the regulator sleeve.
11. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.
12. Install the spool return spring (20) into spool
(12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second cir-
cuit.
16. Lightly lubricate the large retainer plate O-ring
(30) and install into the counter bore in the bot-
tom end of the valve.
17. Install the retainer plug (31) into the counter
bore on the bottom of the valve. Make sure
steps on the retainer plug are facing the counter
bore or toward the top of the valve.
18. Install the base plate (32) on top of the retainer
plug. Tighten the four allen screws (34) evenly,
alternating diagonally, to evenly seat the regula-
tor sleeve assembly. Tighten to 140 - 150 in.
lbs. (15.8 - 16.9 N.m) torque.
19. Using new seals (27 & 28, Figure 3-4), install
pressure differential pressure switch assembly
(35) on valve body. Install socket head cap-
screws (36). Tighten capscrews to 140 - 150 in.
lbs. (15.8 - 16.9 N.m) torque.
20. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head capscrews (5) and tighten to 180 - 190 in.
lbs. (20.3 - 21.5 N.m) torque.
21. Screw the adjustment collars (1, Figure 3-4)
onto the top of the actuation plungers. Screw all
the way down until they bottom on the threads.
DIFFERENTIAL PRESSURE SWITCH
Differential pressure switch (1, Figure 3-8) on the
brake valve detects an imbalance in the brake apply
pressure between the front and rear brake circuits. If
the pressures differ more than 600 50 psi (4137
345 kPa), switch (3) will activate a warning horn and
lamp in the cab to alert the operator of a potential
brake system problem.
Disassembly
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(1, Figure 3-8) to the valve body (2).
2. Remove switch assembly (3) and O-ring (12).
3. Remove plugs (5, 6 & 11).
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its
bore.
2. Inspect spool assembly (10, Figure 3-8) for
scoring and other evidence of damage. Inspect
spool bore in body (4). If seals are damaged,
entire differential switch assembly should be
replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential pressure switch assembly must be
replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released. Plunger must operate freely in switch
body.
Assembly
1. Install plug (11, Figure 3-8). Tighten plug to 190
- 210 in. lbs. (21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(10) and carefully insert in body (4) until it bot-
toms on plug (11).
3. Install plug (5). Tighten plug to 190 - 210 in.
lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (12), install switch assembly
(3). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m)
torque.
5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted
approximately 0.5 in. (13 mm) below edge of
body. Temporarily install plug (6) in screw plug
port.
NOTE: The adjustment of screw plug (7) controls the
switch actuation point. Refer to Valve Bench Test
and Adjustment, Differential Pressure Switch
Adjustment for calibration procedure.
Switch Assembly
2. Valve Body
3. Switch Assembly
4. Body
5. Plug
6. Plug
7. Screw Plug
8. Spring
9. Piston
10. Spool Assembly
11. Plug
12. O-Ring
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH
VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be
required to completely bench test and adjust the
brake valve. The differential pressure switch can also
be calibrated and operation tested.
Pressure gauges (3), 0-to-3000 psi (20,680 kPa).
Hydraulic pressure supply, regulated to 2750 psi
(18,960 kPa).
Hydraulic test stand, Refer to Figure 3-9.
Hose fittings for valve ports:
Port PX: . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports P1, P2, B1 and B2: . . . . . 3/4 in., #8 SAE
Port T: . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 3-9. TEST BENCH SETUP
1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume
10. Rear Brake Pressure Gauge
11. Relief Valve
Test Set Up Procedure
1. Position the valve in the fixture to allow plung-
ers to be activated by hand using a lever (refer
to Figure 3-9).
2. Attach the pilot input supply pressure to the pilot
port labeled PX on the rear of the valve.
3. Attach the main supply input pressure to the O-
ring ports on the rear of the valve labeled P1
and P2.
4. Attach the tank return line to the O-ring port
labeled T on the rear of the valve.
5. Attach the regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 3000 psi
(20,680 kPa). Connect all ports. The connec-
tions should be according to the diagram shown
in Figure 3-9. All ports must be used and con-
nected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Start hydraulic pump and regulate output pres-
sure to 2750 psi (18,960 kPa) at pressure
gauge (3). Pressure gauges (7 & 10) should
read zero.
7. Pilot supply circuit pressure must also be 2750
psi (18,960 kPa).
8. Return line pressure during this test is not to
exceed 5 psi (34 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at
120 10 F (49 3 C).
Brake Valve Output Pressure Adjustment
1. Install the pedal pivot shaft pin in the actuator
base by itself without installing the pedal
assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all
the way down on the threads.
4. B1 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port B1
is 2500 75 psi (17,235 517 kPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. B2 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port B2
is 2500 75 psi (17,235 517 kPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars
to 25 - 30 in.lbs. (2.8 - 3.4 N.m) torque. The
entire plunger may have to be rotated to get to
the capscrews.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges (7 & 10) should
read 0 psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on the differential pressure switch
wire. Attach the other lead to the valve body.
Verify that switch contacts are open.
11. Remove plug (6, Figure 3-8) for access to
adjustment screw plug (7).
12. Insert pry bar under pivot pin to actuate the B1
section of valve.
13. Slowly depress plunger until 600 30 psi (4137
345 kPa) is shown on the pressure gauge.
a. Adjust screw plug (7) in the bottom port of
differential pressure switch. If the contacts
are open, turn the plug counterclockwise
until the contacts close.
b. If the switch contacts are already closed,
turn the plug counter-clockwise until the con-
tacts open, then turn the plug clockwise until
the contacts close again.
14. Release plunger and depress again while
observing B1 gauge and ohmmeter to verify
switch contacts close at the pressure specified
above. If not, readjust as necessary.
15. Insert pry bar under pivot pin to actuate the B2
section of valve.
16. Slowly depress plunger while observing ohm-
meter and the pressure gauge on B2". The
switch contacts should close at the pressure
specified in step 13. A slight adjustment may be
necessary.
17. Slowly depress both plungers equally from mini-
mum to maximum application pressure. Switch
contacts must remain open.
18. Install plug (6) and tighten to 90 - 100 in. lbs.
(10.2 - 11.3 N.m) torque.
19. Shut down the test bench and relieve all
hydraulic pressure from the lines.
immediately.
20. Remove hoses from valve and remove valve
from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
Final Test and Adjustment
The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to Installation of Brake Pedal Actuator to
Brake Valve.
NOTE: The Final Test and Adjustment procedure
can also be performed with the brake valve installed
in the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
Installation. Install 3000 psi (20 682 kPa) gauges at
the B1 and B2 diagnostic test connectors in the
brake cabinet. Follow steps 21. - 33. below for final
test.
21. Reinstall brake valve (with actuator pedal
attached) on the test stand following steps 2
through 9 under Test Setup Procedure.
22. With test stand pump adjusted for 2750 psi
(18,960 kPa) or with engine running and brake
system supply pressure at or above 2750 psi
(18, 960 kPa), depress the pedal as quickly as
possible. The pressure on the output circuits
must reach the minimum pressure listed below
at port B1 and port B2 within 1.0 second.
Measurement of time begins the moment force
is applied to move the pedal.
Rear Brake - B1:
2500 75 psi (17,235 517 kPa)
Front Brake - B2:
2500 75 psi (17,235 517 kPa)
23. With B1 and B2 plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at B1 and
B2 for 20 seconds.
24. Adjust set screw (21, Figure 3-10) until the set
screw is not touching the actuator cap. Apply
Loctite
242 to the adjustment screw prior to

setting the deadband.
25. Set the deadband by placing a 0.010 in (0.254
mm) thick shim at location (9) between the
pedal structure and return stop boss on pivot
structure.
26. Adjust the set screw (21) until the set screw is
just touching the cap.
27. Continue turning the set screw until pressure
begins to rise on one of the brake apply pres-
sure gauges.
28. Back-off the set screw 1/8 turn.
29. Tighten the jam nut (22) and remove the shim
stock inserted in step 25.
30. Fully stroke the brake pedal actuator to check
that output pressure at port B1 and B2 are
within specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
31. If pressure is not within specifications, re-adjust.
If pressure is within specifications, apply a few
drops of Loctite
to the jam nut.

32. Check internal leakage at port T. Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the P1 and P2 inlet ports.
33. T port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
applied.
Installation Of Brake Pedal Actuator Assembly to
Brake Valve
1. Install jam nut (22, Figure 3-10) and set screw
(21) to brake pedal actuator (17).
2. Insert nylon bushings (4) into brake pedal actu-
ator.
3. Install one retaining clip (2) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and par-
tially insert pivot pin. Move pedal structure to
the B2 side of valve and insert shims (5)
between pedal structure and brake valve ear to
fill gap. Fully insert the pivot shaft (3). Install the
remaining retainer clip (2).
5. Assemble spring assembly (19) and install com-
plete assembly to brake pedal actuator as
shown.
Be sure to install spring assembly correctly, with
larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
Installation of Retard Pedal To Brake Pedal
1. Install nylon bearings (7, Figure 3-10) in retard
pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust capscrew (11)
until roller on retard pedal just contacts the
brake pedal actuator. Tighten jam nut (10).
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Place 0.010 in. Shim Here
10. Jam Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
16. Electronic Retard Pedal
Assembly
17. Brake Pedal Actuator
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY
DUAL RELAY VALVE
The dual relay valves (one for front and one for rear
brake circuits) supply the apply pressure for each
disc brake assembly. When the operator depresses
the brake valve, hydraulic pressure, proportional to
the amount of brake valve application, is applied to
the pilot pressure circuit of each dual relay valve.
Regulated pressure (proportional to the pilot pres-
sure applied) is then delivered from the B1 and B2
ports of each dual relay valve to each wheel.
The regulated pressures supplied to each wheel are
equal. If a malfunction occurs, causing a pressure
differential greater than 600 psi (4137 kPa) between
the right and left brake apply circuit, a differential
pressure switch (3, Figure 3-11) mounted on the
valve activates a warning horn and lamp in the cab. If
a pressure differential greater than 600 psi (4137
kPa) occurs in the pilot circuit supplying the front and
rear dual relay valves, a differential pressure switch
mounted on the brake valve activates the warning
horn and lamp in the cab.
The dual relay valve for the front brake circuit is
located in the hydraulic components cabinet behind
the cab. The dual relay valve for the rear brake circuit
is located in the rear axle housing and requires
removal of the wheel motor cooling air duct compo-
nents for access to the valve as described below.
ing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch Off and waiting 90
seconds. Confirm the steering pressure is
wheel movement should occur. Open bleed down
valves (2 & 4, Figure 3-1) located on the brake
manifold. This will allow the accumulator for the
rear brakes and the accumulator for the front
brakes to bleed down. Before disabling brake cir-
cuit, be sure truck wheels are blocked to prevent
possible roll-away.
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering sys-
tem accumulators to bleed down. Open valves
(2 & 4, Figure 3-1) to bleed down the brake
accumulators. Close valves after all pressure is
released.
NOTE: Follow steps 3 & 4 below for the front valve or
steps 5 through 9 for rear valve removal.
Front Brake Circuit:
3. Tag and remove all hydraulic lines from dual
relay valve. Plug lines and ports to prevent pos-
sible contamination. Disconnect wiring harness
at differential pressure switch connector.
4. Remove two capscrews and washers securing
valve to rear wall of cabinet. Remove valve and
move to clean work area for disassembly.
Rear Brake Circuit:
5. Open rear access and remove wing nuts secur-
ing duct tube to axle housing. Remove tube.
from between wheel motors.
8. Tag and remove all hydraulic lines from dual
relay valve. Plug lines and ports to prevent pos-
sible contamination. Disconnect wiring harness
at differential pressure switch connector.
9. Remove two capscrews and washers securing
valve to mounting bracket. Remove valve and
move to clean work area for disassembly.
Installation
1. Install dual relay valve in hydraulic components
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure valve.
Tighten capscrews to standard torque.
2. Remove hose and fitting caps and plugs and
attach hoses to the proper valve ports. Connect
differential pressure switch connector to wire
harness.
3. Start engine and check for leaks and proper
brake operation. Shut down engine.
4. For the rear valve, reinstall the wheel motor
cooling air duct between wheel motors. Close
access covers and reinstall tube in axle access
opening.
FIGURE 3-11. DUAL RELAY VALVE AND DIFFERENTIAL PRESSURE SWITCH
1. Manifold Body
2. Valve Body
Switch Assembly
4. Packing
5. Plug
6. Sleeve Retainer
7. Capscrews & Washers
8. Reaction Plunger
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
13. Lower Spring Seat
14. Regulator Spring
15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Plug
20. Capscrew
21. Backup Ring
22. O-Ring
23. Backup Ring
24. O-Ring
25. O-Ring
26. Switch
27. Body
28. Plug
29. Screw Plug
30. Spring
31. Piston
32. Spool Assembly
Disassembly
The parts installed in the valve body for the B1 and
B2 bores are identical, however the parts must not
be interchanged between the two bores.
1. Thoroughly clean valve to remove dirt accumu-
lation. Drain all oil from all ports of the valve by
rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1, Fig-
ure 3-11) and valve body (2) to ensure correct
reassembly.
NOTE: As the valve is disassembled, lay out parts in
order of disassembly, being certain to note the valve
body bore from which they are removed. Parts must
be reinstalled in the same bore from which they are
removed.
3. Secure valve in an upright position in a vice.
4. Remove capscrews securing the differential
pressure switch (3) to the valve body. Remove
and discard seals behind differential pressure
switch ports. Refer to Differential Pressure
Switch for disassembly.
5. Remove the two socket head capscrews (20)
retaining the manifold body (1) to the valve
body (2). Remove manifold body and discard O-
rings (18).
6. Remove plungers (16) and sleeves (17).
7. Remove controller from vice.
8. Remove the four capscrews and washers (7)
from the base of the valve.
9. Remove the sleeve retainer (6).
10. With the valve upright, the plug (5) should fall
out. If not, tap lightly to dislodge.
11. Remove the spools (12), reaction plungers (8)
and spool return springs (11). Keep parts sepa-
rate so they may be installed in the same spool
from which they were removed.
12. Remove and discard the packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench
and remove the sleeves (9) from the valve
body.
14. Remove seal (10), O-rings (22 & 24), and
backup rings (21 & 23) and discard.
15. Remove spring seats (13 & 15) and regulator
springs (14).
2. Apply a light film of type C-4 hydraulic oil to
plungers (16, Figure 3-11) and insert in sleeves
(17). Sleeves must slide smoothly and freely in
sleeve bores. If parts do not slide smoothly or
excessive wear is apparent, replace both the
sleeve and plunger.
3. Apply a light film of oil to regulator spools (12)
and slide into bore of sleeves (9). Spools must
slide smoothly and freely in sleeve bores. If
parts do not slide smoothly or excessive wear is
apparent, replace both the sleeve and spool.
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching
proper regulated pressure, replace the regulator
springs.
5. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
Assembly
1. Install sleeves (17, Figure 3-11) in bores in top
of valve body (2).
2. Install plungers (16) in sleeves as shown in Fig-
ure 3-11.
3. Apply film of oil to O-rings (18) and position in
grooves on top of valve body.
4. Position manifold body (1) on valve body, align-
ing marks made during disassembly.
5. Secure manifold to valve body with two socket
head capscrews (20). Only finger tighten cap-
screws.
6. Preassemble upper spring seat (15), spring (14)
and lower spring seat (13). Insert assembly into
bore from bottom of valve. Be certain upper
spring seat is positioned against plunger (16).
Repeat for other bore.
7. Install sleeve packing seal (10). Refer to Detail
A and B, Figure 3-11 and install O-rings (22
& 24) and backup rings (21 & 23) in the sleeve
(9) grooves.
8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in
the valve body until flange at base of sleeves
contact valve body.
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.
10. Install regulator spool assemblies into their
respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
into bore until contact is made with lower spring
seat.
11. Install sleeve retainer plug packing (4) in valve
body.
12. Check to be certain spring seats (13 & 15) are
properly positioned into the regulator springs
(14) and the reaction plunger (8) slides
smoothly in its bore. Install retaining plug (5) in
valve body counterbore.
13. Position sleeve retainer (6) on valve body.
Install the four capscrews and washers (7),
tightening capscrews evenly to properly seat
plug (5) in counterbore. Final tighten capscrews
to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque.
14. Tighten the two capscrews (20) holding the
manifold body (1) to the valve body (2) to 180 -
190 in. lbs. (20.3 - 21.5 N.m) torque.
15. Install plugs (19) in manifold body ports. Tighten
the larger (#8 SAE) plugs to 275 - 300 in. lbs.
(31.1 - 33.9 N.m) torque. Tighten the smaller
(#4 SAE) plugs installed in the TC1 and TC2
ports to 90 - 100 in. lbs. (10.2 - 11.3 N.m)
torque.
16. Install differential pressure switch on valve body
using new seals. Tighten capscrews to 140 -
150 in. lbs. (15.8 - 16.9 N.m) torque.
DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch (3, Figure 3-11)
mounted on the dual relay valve detects an imbal-
ance in brake apply pressure between the left and
right wheels on the front or rear brake circuits.
If regulated output pressures at B1 and B2 ports
differ more than 600 psi (4137 kPa), the switch (26)
activates a warning horn and lamp in the cab to alert
the operator to a potential brake system problem.
Disassembly
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(3, Figure 3-11) to the dual relay valve body (2).
2. Remove switch assembly (26) and O-ring (25).
3. Remove plugs (28).
4. Remove screw plug (29).
5. Remove spring (30) and piston (31).
6. Carefully push spool assembly (32) out of its
bore.
2. Inspect spool assembly (32, Figure 3-11) and
bore for scoring and other evidence of damage.
If spool seals are damaged, the entire switch
assembly should be replaced.
3. Lightly lubricate spool assembly and insert in
bore. Spool must slide freely and smoothly in
bore. If there is binding, the entire differential
pressure switch assembly must be replaced.
4. Lubricate piston (31) and insert in its bore. Pis-
ton must move freely with no binding.
5. Inspect spring (30) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (26)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released.
Assembly
1. Install one plug (28, Figure 3-11) in the spool
assembly bore. Tighten plug to 190 - 210 in.
lbs. (21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(32) and carefully insert in valve body bore until
seated against the plug.
3. Install plug in other end of spool bore. Tighten
to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (25), install switch (26).
Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m)
torque.
5. Turn valve over and install piston (31), spring
(30) and screw plug (29). Plug should be
inserted approximately 0.5 in. (13 mm) below
edge of valve body. Temporarily install plug in
screw plug port.
NOTE: Screw plug (29) adjustment controls switch
actuation point. Refer to Valve Test and Adjustment,
Differential Pressure Switch Adjustment for
calibration procedure.
VALVE TEST AND ADJUSTMENT
The following parts and test equipment will be
required to completely bench test the dual relay
valve. The differential pressure switch can be cali-
brated and its operation tested.
Pressure gauges (4), 0-to-3000 psi (20,680 kPa).
Hydraulic pressure supply, regulated to 2750 psi
(18,960 kPa).
Hydraulic test stand, Refer to Figure 3-12.
Hose fittings for valve ports:
Port PX: 7/16 in.,#4 SAE O-ring.
Ports B1 and B2: . . . 3/4 in., #8 SAE O-ring.
Port T: . . . . . . . . 1 1/16 in., #12 SAE O-ring.
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor
2. Pump
3. Main Pressure Gauge
4. Pressure Regulator
(Pilot Pressure)
5. Needle Valve
(Pilot Pressure Release)
6. Needle Valve
(Pressure Bleed to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. LH Brake Apply Pressure
Gauge
10. RH Brake Apply Pressure
Gauge
11. Needle Valve
12. Needle Valve
13. Shut-off Valves
14. Simulated Brake Volume
15. Relief Valve
Test Set Up Procedure
1. Setup valve on test stand as shown in Figure 3-
12.
2. Attach the pilot input supply line to the port
labeled PX on the side of the valve.
3. Attach the main supply input pressure line to
the port on the front of the valve labeled P.
4. Attach the tank return line to the port labeled
T.
5. Attach the regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 3,000 psi
(20,680 kPa). Connect all ports. The connec-
tions should be according to the diagram shown
in Figure 3-12. All ports must be used and con-
nected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
immediately.
6. Start hydraulic pump and regulate output pres-
sure to 2750 psi (18,960 kPa) at pressure
gauge (3). Pressure gauges (9 & 10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2500 psi (17,235 kPa) on gauge (7).
8. Return line pressure during this test is not to
exceed 0 psi (0 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at
120 10 F (49 3 C).
Relay Valve Output Pressure Adjustment
1. With pump operating and supply and pilot pres-
sure adjusted as described in setup instruc-
tions, inspect valve for leakage.
2. With 2500 psi (16,545 kPa) pilot pressure
applied, verify the following regulated output
pressures:
B1 port gauge (10) reads:
2500 75 psi (17,235 517 kPa)
B2 port gauge (9) reads:
2500 75 psi (17,235 517 kPa)
3. Close the pilot supply needle valve (5) and
open the pilot pressure release needle valve (6)
to bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0
psi (0 kPa).
Regulated output pressure lines B1 and
B2 should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
4. Repeat steps 2 and 3 approximately 50 times
to cycle valve from minimum to maximum apply
pressure.
5. Verify output pressure remains within specifica-
tion. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9 & 10),
apply pilot pressure slowly and steadily until
2500 psi (17,235 kPa) (maximum) pilot pres-
sure is obtained.
Pilot pressure and regulated output
pressure must track within 50 psi (345 kPa)
after the pilot pressure reaches 100 psi
(690 kPa).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply
2500 psi (17,235 kPa) pilot pressure as quickly
as possible.
Regulated output pressure must increase
to 2500 75 psi (17,235 517 kPa) within
1.0 second after pressure is applied to pilot
line.
8. Check internal valve leakage from port T with
full supply pressure (port P) applied:
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 2500 psi (17,235 kPa) pilot pressure
applied, leakage must not exceed 150 cc/
minute.
9. Adjust differential pressure switch using the fol-
lowing procedure.
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contact is open.
11. Remove plug on bottom of valve body for
access to adjustment screw plug (29, Figure 3-
11).
12. Open the B1 regulated output circuit needle
valve (11) to bleed the pressure back to tank.
Adjust pilot pressure regulator for 0 psi (0 kPa)
on gauge (7).
13. Slowly adjust regulator valve to obtain 600 psi
(4137 kPa) on the B2 circuit pressure gauge
(9).
a. If switch contact has not closed, turn differ-
ential pressure switch adjustment screw (29)
counterclockwise until switch contact just
closes.
b. If switch contact closed before reaching 600
psi (4137 kPa), turn the screw plug counter-
clockwise until the contacts open, then turn
the plug clockwise until the contacts close.
14. Reduce pilot pressure until switch opens.
15. Slowly increase pilot pressure and verify switch
contacts close at 600 50 psi (4137 345 kPa).
16. Reduce pilot pressure. Close B1 needle valve
(11) and open B2 circuit needle valve (12).
17. Slowly increase pilot pressure and verify switch
contacts close at 600 50 psi (4137 345 kPa)
as read on B1 circuit gauge (10).
18. If necessary, adjust screw plug (29) and repeat
steps 12 through 17.
19. Install plug in switch adjustment port. Tighten to
90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
20. Shut down the test bench and relieve all
hydraulic pressure from the lines.
Be certain all hydraulic pressure has been
released prior to disconnecting hoses and valve.
immediately.
21. Remove hoses from valve and remove valve
from test stand.
BRAKE ACCUMULATORS
Two, bladder type accumulators provide a volume of
oil for the service brake system. The accumulators
each have a capacity of 10 gallons (37.9 liters) of oil
and are located on the right frame rail to the rear of
the front tire. The front accumulator is for the front
brake circuit, the rear accumulator for the rear brake
circuit.
Accumulators maintain high pressure. DO NOT
disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressur-
ized oil. The manual bleeddown valve for the rear
accumulators is identified as NV1. The manual
bleeddown valve for the front accumulators is
identified as NV2.
Brake Accumulator Bleeddown
Procedure
The front and rear brake circuit accumulators can be
bled down by rotating the manual bleeddown valves
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn needle valve handles (2 & 4, Figure 3-13)
counterclockwise to open valves. The left valve
(4) will bleed the rear brake circuit and the right
valve (2) will bleed the front brake circuit accu-
mulator.
2. Confirm accumulators are bled down by apply-
ing the Brake Lock switch (key switch On,
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
3. Close the bleeddown valves by rotating clock-
wise.
1. Brake Manifold
2. Accumulator Bleed Down Valve (Front)
4. Accumulator Bleed Down Valve (Rear)
FIGURE 3-13. BRAKE ACCUMULATOR
BLEEDDOWN VALVES
BRAKE ACCUMULATOR REPAIR
Removal
1. Shut down engine to bleed steering accumula-
tors. Exhaust all pressure from the brake sys-
tem by opening accumulator manual drain
valves as described in Brake Accumulator
Bleeddown Procedure.
2. Remove the protective cover (3, Figure 3-14)
from charging valve guard on top of accumula-
tor.
3. Install charging valve kit hose on charging
valve. Use charging kit to release nitrogen from
accumulator to be repaired.
4. Disconnect oil line (6) from bottom hydraulic
port. Cap port and hose fitting to prevent con-
tamination.
5. Remove accumulator mounting clamps (5).
6. Attach lifting device to accumulator and remove
from mounting bracket (7).
Each accumulator weighs approximately 220 lbs.
(100 kg). Be certain lifting device is adequate for
load.
7. Transfer accumulator to work area.
Installation
1. Position the accumulator on the mounting
bracket (7, Figure 3-14) with warning label visi-
ble.
2. Install mounting clamps and hardware. Tighten
3. Install oil line (6) at bottom (hydraulic) port.
4. Refer to Charging Procedure in this section.
5. Install protective cover (3) over charging valve
on top of accumulator.
1. Rear Brake Circuit
Accumulator
2. Front Brake Circuit
Accumulator
3. Protective Cover
4. Charging Valve
5. Mounting Clamps
6. Oil Lines
7. Mounting Bracket
8. R.H. Frame Rail
FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS
Disassembly
1. Secure accumulator shell (10, Figure 3-17) with
a chain wrench or similar device to prevent rota-
tion during disassembly.
2. Remove cap (14). Verify nitrogen has been
released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Using a spanner wrench, remove locking ring
(3) from the hydraulic port assembly. (Use an
adjustable wrench on the flats on the hydraulic
port assembly to prevent port assembly from
rotating.)
4. Remove spacer (4), as shown in Figure 3-15,
then push hydraulic port assembly into the
shell.
5. Insert hand into accumulator shell and remove
the O-ring backup (5), O-ring (6), and metal
backup washer (7).
6. Separate the anti-extrusion ring from the
hydraulic port.
7. Fold anti-extrusion ring and remove from shell
(see Figure 3-16).
FIGURE 3-15. SPACER REMOVAL
FIGURE 3-16. ANTI-EXTRUSION RING
FIGURE 3-17. ACCUMULATOR ASSEMBLY
1. Hydraulic Port Assem-
bly
2. Bleed Plug
3. Locking Ring
4. Spacer
5. O-Ring Backup
6. O-Ring
7. Metal Backup Washer
8. Anti-Extrusion Ring
9. Bladder Assembly
10. Shell
11. Charging Valve
12. O-Ring
13. Lock Nut
14. Protective Cap
15. Port Protector
8. Remove hydraulic port from shell.
9. At opposite end of accumulator assembly,
remove lock nut (13) from bladder valve stem.
10. Reach inside shell at hydraulic port end and
compress bladder to expel as much air as pos-
sible.
11. Fold bladder and pull out of bottom of accumu-
lator shell using a twisting motion. A cloth may
prevent the hand from slipping due to oil film on
bladder.
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect hydraulic port assembly for damage;
check the poppet plunger to see that it spins
freely and functions properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals.
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager
Assembly
1. After shell (10, Figure 3-17) has been cleaned
and inspected, secure in place to prevent rota-
tion during assembly.
2. Apply a liberal amount of clean Type C-4
hydraulic oil inside the shell to lubricate and
provide a cushion for the bladder.
3. With all gas completely exhausted from the
bladder (9), collapse bladder and roll longitudi-
nally into a compact roll. To maintain rolled con-
dition, insert gas valve core to prevent air from
entering bladder.
4. Insert bladder pull rod through the valve stem
opening and through the shell hydraulic port.
Attach bladder pull rod to the bladder valve
stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. A slight twisting of the bladder will ease
installation.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install nameplate (if used) over valve stem and
install the valve stem nut (13) by hand.
7. Once the valve stem nut (13) is in place,
remove the bladder pull rod. Tighten nut to 56
ft. lbs. (76 N.m) torque.
FIGURE 3-18. HYDRAULIC PORT REMOVAL
FIGURE 3-19. BLADDER REMOVAL
8. Grasp the hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay assembly inside shell.
9. Fold anti-extrusion ring (8) to enable insertion
through shell opening and insert. Once the anti-
extrusion ring has cleared the shell opening,
place the anti-extrusion ring on the poppet
assembly with the steel collar facing toward the
shell hydraulic oil port.
10. Pull threaded end of hydraulic port assembly
through the shell until it seats solidly into posi-
tion in the shell fluid port opening.
11. With the hydraulic port assembly firmly in place,
install charging valve into the bladder stem.
12. Slowly pressurize the bladder, using dry nitro-
gen, with sufficient pressure; approximately 40 -
50 psi (275 - 345 kPa) to hold poppet assembly
in place.
13. Install metal backup washer (7) over poppet
assembly and push into the shell fluid port until
it has bottomed out on anti-extrusion ring (8).
14. Install O-ring (6) over poppet assembly and
push into shell fluid port until it has bottomed
out against washer (7). DO NOT twist O-ring!
15. Install O-ring backup (5) over poppet assembly
and push until it bottoms against O-ring (6).
16. Insert spacer (4) with the smaller diameter of
the shoulder facing the shell.
17. Install locking ring (3) on poppet assembly and
tighten; this will squeeze the O-ring into posi-
tion. (Use a wrench on flats on port assembly to
prevent it from rotating.) Final tighten nut to 275
18. Release all nitrogen from bladder.
19. Install bleed plug (2). Tighten to 10 ft. lbs. (13.6
N.m) torque.
20. With all nitrogen released, pour approximately 1
gallon (4 liters) of clean Type C-4 hydraulic oil
into the accumulator through the hydraulic port.
Note: Hydraulic oil added in step 20 will act as a
cushion when the accumulator is installed on the
truck and pre-charged with nitrogen.
21. Precharge accumulator to 100 - 120 psi (690 -
827 kPa). Refer to Steering Accumulator
Charging Procedure for details. After precharg-
ing, install plastic cover over hydraulic port to
prevent contamination. Do not use a screw-in
type plug.
Always store bladder accumulators with 100 -
120 psi (690 - 827 kPa) nitrogen precharge pres-
sure. Do not exceed 120 psi (827 kPa). Storing
accumulators with more than 120 psi (827 kPa)
pressure is not safe in case of leaks.
NOTE: Bladder accumulators should be stored with
100 - 120 psi (690 - 827 kPa) precharge, which fully
expands the bladder, and holds oil against the inner
walls for lubrication and to prevent rust formation.
22. Tighten cap (14) to 14 ft. lbs. (19 N.m) torque.
ACCUMULATOR CHARGING
PROCEDURE
Do not loosen or disconnect any hydraulic line or
component until engine is stopped and key
switch has been Off for at least 90 seconds and
the brake accumulators have been manually bled
down.
Pure dry nitrogen is the only gas approved for
use in the brake accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas
in the accumulators, be sure the warning labels
are observed and the instructions regarding the
charging valve are carefully read and under-
stood.
Only precharge accumulators to 1400 psi (9653
kPa) while installed on the truck. Never handle
accumulator with lifting equipment with a nitro-
gen precharge of 1400 psi (9653 kPa). Always set
precharge to 100 - 120 psi (690 - 827 kPa) before
handling (removing or installing) accumulators.
1. With engine shut down, the Rest Switch ON
and key switch in the OFF position, allow at
least 90 seconds for steering accumulators to
bleed down. Turn steering wheel to be certain
no oil remains in accumulators.
2. Open the bleed valves (2 & 4, Figure 3-13)
located on the brake manifold in the hydraulic
components cabinet to completely bleed all
hydraulic pressure from brake system accumu-
lators.
3. Remove charging valve protective caps (14,
Figure 3-17).
4. Rotate T handle on nitrogen charging kit
charging valve adaptors (6, Figure 3-20) coun-
terclockwise. Attach adaptors to charging valve
(11, Figure 3-17) on each accumulator and
tighten.
5. Turn T handles on adaptors clockwise to open
charging valves.
6. Slowly open nitrogen bottle (1, Figure 3-20)
valve or use regulator (2) to SLOWLY charge
accumulators simultaneously to 100 psi (690
kPa) until the bladder is fully expanded (approx-
imately 100 psi, 690 kPa). Once the bladder is
fully expanded, the charging rate can be
increased.
If accumulators are charged too quickly, perma-
nent bladder damage may result.
7. Charge accumulators to 1400 psi (9653 kPa)
After gauge (4) indicates the correct pressure,
allow accumulators to set approximately 15
minutes to let gas temperature stabilize.
8. Recheck accumulator pressures. If pressure is
too high, bleed excess pressure and recheck. If
pressure is too low, continue charging to
required pressure.
9. After charging is complete, shut off nitrogen
bottle gas valve and turn charging valve adaptor
T handles counterclockwise to close charging
valves.
10. Bleed pressure from all charging kit hoses and
remove from accumulator charging valves.
Be certain charging valve hex does not turn as
charging valve adaptor is removed.
11. Close the accumulator bleeddown valves (2 &
4, Figure 3-13) on the brake manifold.
12. Tighten cap (14, Figure 3-17) to 14 ft. lbs. (19
N.m) torque.
13. Operate truck and verify proper operation of
brake system.
RECHARGING ACCUMULATORS
The brake system accumulators may require
recharging the nitrogen pressure to maintain the
required 1400 psi (9.8 MPa) pressure after extended
use.
When necessary to recharge the accumulators, be
certain to bleed the hydraulic pressure using the
brake manifold needle valves (2 & 4, Figure 3-13)
prior to attaching the nitrogen charging kit and follow
instructions in Accumulator Charging Procedure on
the previous page.
1. Nitrogen Bottle
2. Regulator
3. Shut-off Valve
4. Pressure Gauge
5. Manifold
6. Charging Valve
Adaptor
FIGURE 3-20. ACCUMULATOR NITROGEN
CHARGING KIT
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)
Due to frequent use and wear, retarder control lever
(5, Figure 3-21) may occasionally require adjustment
or repair.
Removal
Adjustment of the retarder control lever or replace-
ment of the potentiometer requires removal of the
assembly from the steering column.
1. Tilt the steering wheel downward, and tele-
scope the wheel towards the operator seat.
Remove the top cover from the steering col-
umn.
2. Remove capscrews (1, Figure 3-21), lockwash-
ers (2) and bracket (3) from steering column (4).
3. Disconnect the wiring harness from harness
connector (6) on retarder control lever (5).
4. Remove the retarder control lever assembly (5).
Installation
1. Connect the wiring harness to harness connec-
tor (6, Figure 3-21) on retarder control lever (5).
2. Place the retarder control lever into position on
steering column (4).
3. Install capscrews (1), lockwashers (2) and
bracket (3). Tighten the capscrews to 36 in. lbs.
(4.1 N.m) torque.
4. Place the cover on the top of the steering col-
umn and return the steering wheel to its original
position.
Disassembly and Adjustment
1. Remove capscrews (7, Figure 3-21) and lock-
washers (8) from housing (15).
2. Remove potentiometer (9).
3. Bend tangs on washer (11) away from slots in
locknut (10).
a. Lever Disassembly:
If the retarder control lever is to be com-
pletely disassembled, loosen and remove
locknut (10). Remove tang washer (11),
spring (12), and washer (13).
Remove set screw (14).
Remove the lever and shaft assembly. If
necessary, unscrew lever (17) from shaft
(16) and handle (18).
Wash the mechanical parts in clean solvent
and inspect for excessive wear, burrs, or
scratches. Replace any defective parts.
b. Lever Adjustments:
Rotational Friction Adjustment: The lever
assembly should be adjusted such that the
frictional forces will hold the lever firmly in
the position selected by the operator. At the
same time, the adjustment should not be so
tight as to cause the operator to use undue
force to move the lever. Loosen or tighten
locknut (10) to attain the proper frictional
force (2 - 3 in.lbs (0.23 - 0.34 Nm) at the
handle.
The position of the lever should remain sta-
tionary without moving from its own weight or
due to machine vibrations during truck oper-
ation.
When the desired adjustment is obtained,
bend the tang on washer (11) into the slots
on locknut (10).
Detent Adjustment: The detent that holds the lever in
the OFF position can be adjusted, as well. Loosen or
tighten set screw (14) to adjust the detent. The brea-
kout force of the detent must be between 17 - 20
in.lbs (1.92 - 2.26 Nm).
FIGURE 3-21. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY
1. Capscrew
2. Lockwasher
3. Bracket
4. Steering Column Assembly
5. Retarder Control Lever
6. Harness Connector
7. Capscrew
8. Lockwasher
9. Potentiometer
10. Locknut
11. Tanged Washer
12. Disc Spring
13. Internal Tang Washer
14. Set Screw
15. Housing
16. Shaft
17. Lever
18. Handle
Potentiometer Check
Potentiometer (9, Figure 3-21) is spring-loaded to the
OFF position. With the switch assembly removed
from the retarder control lever, make the following
checks:
1. Obtain a 10 volt power supply for testing the
potentiometer.
2. Connect the positive lead of the 10 volt power
supply to the SUPPLY terminal on the potenti-
ometer connector as shown in Figure 3-22.
3. Connect the negative lead of the 10 volt power
supply to the GROUND terminal on the connec-
tor.
4. Connect a voltmeter to the SIGNAL and
GROUND connections.
5. Measure and record the signal voltage in the
OFF position.
6. Rotate the potentiometer clockwise to the full
ON position. Measure and record the signal
voltage.
7. Determine whether the potentiometer falls
within the specifications. When the potentiome-
ter is in the OFF position, the signal voltage
must be within 5 - 15% of input voltage. When
the potentiometer is in the full ON position, the
signal voltage must be within 75 - 95% of input
voltage.
NOTE: With a 10 volt power supply, the
potentiometer voltage specifications are as follows:
OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts
Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts
8. Replace the potentiometer if it does not meet
these specifications.
Assembly
1. Inspect the shaft bore and interior friction faces
in housing (15). Remove any scratches or
burrs, or replace the housing. Lightly lubricate
the surfaces with a Multi-Purpose EP NLGI
Consistency #2 grease.
2. If handle (18, Figure 3-21) or lever (17) has
been removed from shaft (16), assemble as fol-
lows:
a. Apply Loctite #271 to the threads on each
end of lever (17).
b. Install the lever into shaft (16). Hand
tighten, only!
c. Install handle (18) onto the lever. Hand
tighten, only!
3. Insert the lever, handle, and shaft assembly into
housing (15).
4. Install washer (13), new spring (12) [with the
outer spring diameter against washer (13)],
tang washer (11), and locknut (10) onto shaft
(16).
5. Tighten and secure locknut (10) as described in
Step 3.b. of Disassembly and Adjustment for
proper lever resistance.
6. Move the lever to the full OFF (up) position.
Align the slot in potentiometer (9) with the key
on shaft (16) and rotate the potentiometer until
the capscrew holes line up with the housing.
Install washers (8) and capscrews (7) to secure
the potentiometer to the housing. Tighten the
socket head capscrews to 12 - 15 in. lbs. (1.36
- 1.69 N.m) torque.
7. Install set screw (14). Refer to Step 3.b. of Dis-
assembly and Adjustment for procedure for
proper detent adjustment.
8. Install the retarder control lever on the steering
column. Refer to Installation procedure.
FIGURE 3-22. POTENTIOMETER CONNECTOR
% of input voltage = (
signal voltage
input voltage
)
x 100
J04027 Brake Circuit Checkout J4-1
SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . J4-10
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . J4-13
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . J4-14
J4-2 Brake Circuit Checkout J04027
NOTES:
BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleeddown manifold. Some
brake system problems, such as spongy brakes,
slow brake release, or abnormal operation of the
overhead display panel mounted Low Brake Pres-
sure warning light can sometimes be traced to inter-
nal leakage of brake components. If internal leakage
is suspected, refer to Brake Circuit Component Leak-
age Test.
NOTE: If internal leakage within the steering circuit is
excessive, this also may contribute to problems
within the brake circuit. Be certain that steering circuit
leakage is not excessive before troubleshooting
brake circuit. For Steering Circuit Test Procedure,
refer to Section L, Hydraulic System.
FIGURE 3-1. HYDRAULICS COMPONENTS CABINET
1. Brake Warning Delay Timer
2. Brake Warning Relay
3. Brake Lock Apply Pressure Test
Port (PP3)
4. Brake Oil Supply Pressure Test
Port (SP3)
5. Relief Valve (Hoist-Power Down)
7. Dual Relay Valve
9. Park Brake Release Press (PK2)
10. Brake Cabinet
11. Brake Lock Shuttle Valve
12. Brake Manifold
13. Pressure Reducing Valve (PR)
14. Brake Lock Solenoid (SV1)
15. Park Brake Solenoid (SV2)
16. Front Brake Accumulator Bleed
Valve
18. Low Accum. Test Port (LAP1)
19. Rear Brake Accum. Bleed Valve
20. Low Brake Pressure Switch
21. Park Brake Pressure Switch
22. Stop Light Pressure Switch
23. Brake Lock Degradation Switch
24. Rear Brake Pressure Test Port
(BR)
25. Front Brake Pressure Test Port
(BF)
26. Manifold
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleeddown manifold. Plug the brake supply line and
cap the port in the bleeddown manifold. (see WARN-
ING below)
ing test gauges, ALWAYS bleed down hydraulic
steering and brake accumulators.
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
The steering accumulator can be bled down with
engine shut down, turning key switch Off, and wait-
ing 90 seconds. Confirm the steering pressure is
wheel movement should occur. Open both bleed
down valves on brake manifold to bleed down the
brake accumulators.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible rollaway.
FIGURE 3-2. BRAKE MANIFOLD
EQUIPMENT REQUIRED
Included on the last page of this module is a data
sheet to record the information observed during the
hydraulic brake system check-out procedure. The
data sheet can be removed, copied, and used during
the check-out procedure.
* Steps indicated in this manner should be recorded
on the data sheet for reference.
The following equipment will be necessary to prop-
erly check-out the hydraulic brake circuit:
Hydraulic brake schematic, refer to Section R
this manual.
Calibrated pressure gauges:
One 0-5000 psi (0-34,475 kPa) range.
Three 0-3000 psi (0-20,685 kPa) range.
One PB6039 female quick disconnect and hose
long enough to reach from brake cabinet to the
inside of the operator's cab for each gauge.
Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen.

BRAKE CIRCUIT ABBREVIATIONS
AA Automatic Apply Pressure
AR1
Supply Pressure to Brake Valve for
Rear Brakes, Rear Accumulator
AF1
Supply Pressure to Brake Valve for
Front Brakes, Front Accumulator
BF
Pressure Tap Test Port
Front Brake Pressure
BL Brake Lock Apply Pressure
BR
Rear Brake Pressure
CP1
Cavity Plug, One Direction Flow -
No specific function in this application.
CV1,
CV2,
CV3
Check Valve
HS1 High Pressure Shuttle Valve
LS1 Low Pressure Shuttle Valve
LAP1
Low Accumulator Pressure
LAP2
Low Brake Pressure Switch
N.C., 1850 75 psi (12.95 MPa)
NV1 Rear Accumulator Manual Drain Valve
NV2 Front Accumulator Manual Drain Valve
PK1 Park Brake Release Pressure
PK3
Park Brake Pressure Switch
N.C., 1250 psi (8.75 MPa)
PP3
Brake Lock Pressure
PR
Brake Lock Pressure Regulator
2000 psi (13.8 MPa)
PS1
Automatic Apply Valve
1650 psi (11.55 MPa)
SP1 Supply Oil Inlet
SP3
Supply Oil
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return To Tank
INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, Hydrau-
lic System, for steering system operation trouble-
shooting procedures and specifications.
Be certain brakes have been properly bled to remove
trapped air. Refer to Wet Disc Brake Bleeding Pro-
cedure in this Section. Also, prior to checking the
brake system, make certain the parking brake is
functioning properly. Refer to parking brake this sec-
tion.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the Rest switch in the ON
position, turn the key switch OFF to shut down
the engine, and allow approximately 90 sec-
onds for the steering accumulators to bleed
down. Confirm the steering pressure is released
by turning the steering wheel - no movement
should occur. Block the truck wheels.
NOTE: Leave Rest switch in the ON position and the
GF Cutout Switch in the CUTOUT position
throughout brake tests. (See Figure 3-1, page E3-2,
Propulsion System, for GF switch location.)
2. Open each brake accumulator bleeddown valve
to bleed hydraulic brake oil pressure. Precharge
both brake accumulators to 1400 psi (9,652
kPa). Allow gas temperature to approach ambi-
ent temperature before completing precharge
process.
* Record on data sheet.
NOTE: For best performance, charge accumulators
in the ambient conditions in which the machine will
be operating.
3. Close both accumulator bleeddown valves.
4. Install pressure gauges at:
a. Front brake test port BF (25, Figure 4-1 in
brake cabinet) - 3000 psi (20,685 kPa)
gauge.
b. Rear brake test port BR (24, Figure 4-1) -
3000 psi (20,685 kPa) gauge.
c. Park brake release pressure PK2 (9, Figure
4-1 in brake cabinet) - 3000 psi (20,685 kPa)
gauge.
d. Low accumulator pressure test port LAP1"
(18, Figure 4-1) - 5000 psi (34,475 kPa)
gauge.
5. Set park brake. Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brakes should release at
approximately 1650 psi (11,375 kPa) both front
and rear.
7. Actuate brake lock. Turn parking brake switch
OFF. Rear brake pressure should not exceed
2000 100 psi (13,790 690 kPa). Release
brake lock.
8. Slowly depress brake pedal and note brake
valve pressures. If the rear brake circuit
exceeds 2500 psi (17,237 kPa) at the BR test
port or front brake circuit exceeds 2500 psi
(17,237 kPa) at the BF test port, correct the
problem before proceeding. The brake valve
may require adjustment or a dual relay valve
may be malfunctioning. Refer to repair proce-
dures, this section.
* Record on data sheet
1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
FIGURE 3-3. REAR BRAKE TEST PORTS
NOTE: If hoses (4, Figure 4-3) and (10) are
switched, the rear brakes will be slow to apply and
slow to release.
BRAKE SYSTEM CHECKOUT
NOTE: Unless otherwise specified, perform the
following checks with engine running, Rest switch in
the ON position, park brake ON and brake lock
released.
9. Apply brake lock. Turn the parking brake switch
to the OFF position:
Verify park brake indicator lamp is off.
Verify park brake release pressure (gauge
installed in PK2 port in hydraulic cabinet)
is 2700 100 psi (18,615 690 kPa).
10. Cycle park brake several times to assure crisp
application and release of oil pressure when
switch is OFF.
11. Place parking brake switch in the ON position
and release the brake lock.
12. Install a 3000 psi (20,685 kPa) pressure gauge
at the LBP (9, Figure 4-3) and RBP (8) test
ports on the junction block at the left front cor-
ner of the rear axle housing.
13. Very slowly depress brake pedal. Force feed-
back of pedal on foot should be smooth with no
abnormal noise or mechanical roughness.
14. Slowly depress brake pedal:
Verify brake indicator lamp and stop lights
illuminate at 75 5 psi (517 34 kPa) rear
brake pressure.
15. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
Left rear brake pressure (LBP, 9) reads
2400 75 psi (16,545 517 kPa).
Right rear brake pressure (RBP, 8) reads
2400 75 psi (16,545 517 kPa).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
16. Release pedal, assure that each circuit's pres-
sure is zero.
17. Move the two 3000 psi (20,685 kPa) gauges to
the test ports on the front brake backplates.
18. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
Left front brake pressure reads 2400 75
psi (16,545 517 kPa)
Right front brake pressure reads 2400 75
psi (16,545 517 kPa).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
19. Release pedal, assure that each circuit's pres-
sure returns to zero within 2 seconds.
20. Remove gauges from front brake test ports and
install at the BF and BR test ports in the
hydraulic cabinet.
21. Disconnect harness connector to disable circuit
#52B wire on the coil of the brake lock solenoid
(SV1) (14, Figure 4-1). Install a jumper wire
between circuits #33 and #33W at the brake
warning delay timer (1, Figure 4-1).
22. Apply the brake lock; the brake lock degradation
switch should close:
Verify the warning buzzer turns on.
Verify the low brake pressure warning lamp
illuminates.
23. Depress the brake pedal until the warning
stops.
24. Very slowly, release the brake pedal while
observing the BR pressure gauge:
Verify warning resumes when pressure
drops to 1000 25 psi (6,895 172 kPa).
* Record pressure reading when alarm resumes.
25. Reconnect harness at brake lock solenoid coil.
Remove jumper between circuits #33 and
#33W.
26. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of oil pres-
sure. Verify stop lights illuminate when brake
lock is ON.
27. Apply brake lock and read brake pressure at
BR gauge:
Pressure should be 2000 100 psi (13,788
690 kPa).
28. If above pressure is not correct, remove plug on
end of PR valve (13, Figure 4-1) and adjust to
obtain correct pressure. Reinstall plug after
adjustment.
Failure Modes Check-Out
29. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
30. Turn the key switch OFF to shut down the
engine, and allow approximately 90 seconds for
the steering accumulators to bleed down.
31. Disable the steering pressure switch by unplug-
ging the diode between circuits #33 and #33F
on diode board DB1 in the auxiliary control box
or by disconnecting the wires at the steering
pressure switch.
32. Turn the key switch ON. After 2 minutes, record
the low accumulator pressure (LAP1) gauge
reading.
if pressure decreases to less than 2100 psi
(14,480 kPa), internal system leakage is
excessive. The source of the leakage must
be identified and repaired.
33. Very slowly, open the front brake accumulator
bleeddown valve a small amount ([NV2] 16, Fig-
ure 4-1) while observing LAP1 decreasing pres-
sure.
The low brake pressure lamp and buzzer
must activate when pressure drops to 1850
75 psi (12,755 517 kPa).
When the LAP1 pressure reaches 1650 psi
(11,375 kPa) brake pressures BF and
BR should begin to rise (auto apply).
34. Close the front brake accumulator bleeddown
valve. Start engine and allow low brake accu-
mulator pressure (LAP1 gauge) to stabilize at or
above 2700 psi (18,613 kPa).
35. Turn key switch OFF to shut down engine and
allow the steering accumulators to bleed down
completely.
36. Turn key switch ON. Very slowly, open the rear
brake accumulator bleeddown valve a small
amount ([NV1] 19, Figure 4-1) while observing
LAP1 decreasing pressure.
Verify the low pressure warning lamp and
buzzer activate within 100 psi (690 kPa) of
the pressure recorded in step 33.
Verify the brake pressures BF and BR
begin to rise within 100 psi (690 kPa) of the
auto apply set point pressure recorded in
step 33.
37. Reinstall diode on diode board DB1 or connect
wire harness at steering pressure switch. Close
rear brake accumulator needle valve.
2700 psi (18,613 kPa).
39. Shut down engine but do not turn key switch
OFF. (Do not allow steering accumulators to
bleed down.)
40. While observing pressure gauges, make
repeated, slow, brake applications until auto
apply comes on.
Auto apply must not actuate prior to the
sixth pedal application.
Auto apply must not occur until after the
Low Accumulator Pressure warning
activates.
41. Turn the key switch OFF and allow the steering
accumulators to bleed down.
42. Open both accumulator bleeddown valves and
bleed down the entire brake system. Close
valves after all pressure is released.
43. Disconnect the hose (4, Figure 4-4) that sup-
plies oil to the brake valve (P2 port), front
brake circuit, by removing at the tee attached to
the bottom of the hydraulic cabinet (brake mani-
fold port AF1). Cap the tee fitting, but hose
must be vented to atmosphere.
2700 psi (18,613 kPa).
45. Depress the brake pedal very slowly until the
brake differential pressure switch activates the
low brake pressure lamp and buzzer.
Verify fault indicators are activated at 600
50 psi (4 137 345 kPa) at the BF test
port.
* Record Pressure on data sheet.
46. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
47. Open both accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
48. Reconnect hose (4, Figure 4-4) to Tee at AF1
port, bottom of hydraulic cabinet.
49. Disconnect the hose (5, Figure 4-4) that sup-
plies oil to the brake valve (P1 port), rear
brake circuit, by removing at the tee attached to
the bottom of the hydraulic cabinet (brake mani-
fold port AR1). Cap the tee fitting, but hose
must be vented to atmosphere.
2700 psi (18,613 kPa).
51. Depress the brake pedal very slowly until the
brake differential pressure switch activates the
low brake pressure lamp and buzzer.
Verify fault indicators are activated at 600
50 psi (4 137 345 kPa) at the BR test
port.
* Record Pressure on data sheet.
52. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
53. Reconnect hose (5, Figure 4-4) to Tee at AR1
port, bottom of hydraulic cabinet.
54. Remove all test equipment and verify all hoses
have been reconnected.
NOTE: If hoses (4, Figure 4-3) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.

1. Operator's Cab
2. Hoses to Brake Valve & Steer-
ing Control Valve
3. Hydraulic Components Cabinet
4. To Brake Valve, Port P2
5. To Brake Valve, Port P1
6. To Brake Valve, Port B1
7. From Rear Brake Accumulator
8. To Rear Axle Junction Block,
Port P1
9. From Front Brake Accumulator
10. To Brake Valve, Port B2
FIGURE 3-4. HYDRAULIC COMPONENTS CABINET
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART
TROUBLE POSSIBLE CAUSE
SUGGESTED CORRECTIVE
ACTION
Brakes are locked;
Service and/or Park-
ing
Parking brake solenoid is de-energized.
Connections to tank and pressure ports
reversed.
Parking brake solenoid coil defective.
Parking brake solenoid valve defective.
Tank line is plugged or restricted.
Check power to solenoid
Correct the plumbing.
Replace coil.
Replace solenoid valve.
Remove restriction.
Both brake circuits
are dragging
Tank line has back pressure.
Pedal set screw out of adjustment; residual
pressure.
Ensure tank line has no back pres-
sure.
Adjust pedal deadband with set
screw.
One brake circuit is
dragging
Obstruction in the brake valve subassembly.
Brake valve is out of balance.
Actuator piston defective.
Brake valve is defective.

A dual relay valve is defective
Remove obstruction.
Adjust balance according to instruc-
tions.
Replace piston.
Rebuild or replace brake valve
assembly.
Rebuild or replace dual relay valve
assembly.
Brakes are not going
to full pressure
Supply pressure is low.
Internal malfunction of modulating section of
Brake Valve.
Improper collar adjustment on brake valve.
Check steering/brake pump system
and accumulators.
Remove, disassemble, clean, and
inspect brake valve.
Adjust collars according to instruc-
tions.
A Low Brake Pres-
sure Warning occurs
when the brakes are
not applied
Short in electrical system.
Brake accumulator bleeding down.
Differential pressure switch defective.

Brake warning relay defective.
Check wiring.
Valve Open; close valve.
Check switch on brake valve and
dual relay valves; replace defective
switch assembly or adjust as neces-
sary.
Replace relay.
Differential Pressure
Warning Circuit acti-
vates briefly when
brakes are applied or
released
Brake valve out of balance (not tracking).
Differential pressure switch is defective or
improperly adjusted.
Accumulator precharge/leak.
Problem in brake valve subassembly.

Dual relay valve defective
Air in one brake circuit.
Small leak in one circuit.
Brake warning delay timer defective
tions.
Check the switch and replace if
defective.Check differential pres-
sure switch adjustment.
Check accumulators and recharge if
necessary.
inspect brake valve assembly or
replace it.
Inspect and repair dual relay
valve(s)
Bleed brakes.
Inspect brake system and repair
leaks.
Replace timer.
A Low Brake Pres-
sure Warning occurs
when brakes are
applied
Leak or other malfunction in one brake circuit.
Brake valve balance is out of adjustment.
A dual relay valve is defective
Inspect brake system and repair
leaks.
tions.
valve(s)
The Differential Pres-
sure Warning circuit
is not operating
Low Brake Pressure lamp is burned out.
Electrical problem.
Problem in brake valve assembly.
Dual relay valve defective
Brake warning relay defective.
Replace bulb.
Check switch circuit wiring.
inspect, or replace brake valve.
valve(s)
Replace relay.
The Low Pressure
Warning circuit not
operating properly
The Low Brake Pressure lamp is burned out.
The electrical circuit is open.
Pressure switch defective.
Replace the bulb.
Check switch circuit wiring.
Replace the pressure switch.
Low Pressure Warn-
ing is on even though
system pressure is
correct
Short in electrical system.
Pressure switch is defective.
Check wiring.
Replace the switch.
ACTION
Low Pressure Warn-
ing comes on and
pressure is low
Steering circuit is malfunctioning.
The pump is worn.
Check steering circuit pressures.
Rebuild or replace pump.
A brake accumulator
bleeds off quickly
when supply pres-
sure is cut off
Accumulator bleeddown valve is open.
Accumulator precharge is low.
Leak in one circuit.
Malfunction in brake valve.
Close valve, check precharge.
Recharge accumulator
Check plumbing.
Remove, disassemble, clean, reas-
semble; or replace.
A squeal is heard
when controller is
operated
Rapid operation of controller.
Brake Valve assembly is damaged.
Hydraulic oil is too hot.
Normal
Replace the brake valve assembly.
Check entire hydraulic system for
restriction etc.
The output pressure
at controller is correct
but brakes are not
applying
Brake lines are blocked or improperly con-
nected.
Check plumbing.
Brake pressures drift
excessively while
pedal is held steady
Contamination in brake valve assembly.
Damage in brake valve assembly.
Dual relay valve malfunctioning
Remove, disassemble, clean, reas-
semble; or replace.
Repair or replace brake valve
assembly.
Repair or replace dual relay valve
assembly.
Oil is leaking around
the pedal base
Defective seal on top of brake valve. Replace the seal.
The pump cycles too
often or low pressure
warning comes on at
low engine rpm
Excessive internal leakage in a component.
Steering accumulator precharge too high or too
low.
Brake Valve plumbed incorrectly.
Internal leakage in brake valve assembly.
Internal leakage in dual relay valve assembly.
Steering/Brake pump is worn.
Pump unloader or compensator not adjusted
correctly.
Check all steering and brake sys-
tem components.
Check steering accumulator pre-
charge.
Correct plumbing.
Replace brake valve assembly.
Rebuild or replace dual relay valve
Rebuild or replace pump.
Adjust pump pressure controls.
ACTION
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
I. INITIAL SYSTEM SET-UP
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 2 __________ Both brake Accumulators charged to 1400 psi (9.65 MPa).
STEP 7 __________ Maximum rear brake pressure (brake lock).
STEP 8 __________ Maximum rear brake pressure.
________________ Maximum front brake pressure.
II. SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes.
STEP 9 __________ Park brake indicator light off.
___________ Park brake circuit pressure.
STEP 14 _________ Pressure at which brake indicator light comes on.
__________ Pressure at which stop lights come on.
STEP 15 _________ Left rear brake pressure within one second (LBP).
__________ Right rear brake pressure within one second (RBP).
___________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20
seconds.
STEP 18 _________ Left front brake pressure within one second.
Right front brake pressure within one second.
__________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20
seconds.
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 24__________ Brake lock degradation switch actuation pressure.
STEP 27__________ Rear brake pressure with brake lock applied.
III. Failure Modes Check-out
STEP 32__________ Low accumulator pressure after 2 minutes.
STEP 33__________ Pressure when warning systems actuate (front brakes).
_________________Pressure at which auto apply actuates.
STEP 36 _________Pressure when warning systems actuate (rear brakes).
_________________Pressure at which auto apply actuates.
STEP 40__________Number of brake applications before auto apply actuates.
_________________Low accumulator pressure warning activated before auto apply.
STEP 45__________Front brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
STEP 51__________Rear brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
Name of Technician or Inspector Performing Check-Out __________________________
DATE _________________________
J05018 03/01 Disc Brake Assembly J5-1
SECTION J5
WET DISC BRAKE ASSEMBLY
INDEX
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Removal/Installation - Wet Disc Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13
WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16
J5-2 Disc Brake Assemblyl 03/01 J05018
NOTES
WET DISC BRAKE ASSEMBLY
The oil cooled, wet disc brake assemblies mounted
on the front and rear wheels are similar in design.
The rear wheel brakes differ from the front in their
mounting arrangement only. The rear brake assem-
bly requires an adapter hub (1, Figure 5-1) for instal-
lation on the wheel motor wheel hub.
Each disc brake assembly consists of the following
basic components:
Ten friction discs
Nine separator plates
Two damper discs
Piston assembly
Stationary ring gear
Rotating inner gear
Floating ring oil seal assembly
OPERATION
The ring gear (4, Figure 5-1) is internally splined to
retain the dampers (8) and separator plates (12). The
separator plates are alternately placed between the
friction faced discs (7) which are splined to the inner
gear (6). The inner gear mounts directly to the wheel
hub on the front wheel brakes. On the rear, the inner
gear requires an adapter hub which mounts on the
wheel hub on the wheel motor.
The inboard side of the assembly contains the piston
(9) which is activated by hydraulic pressure supplied
by the dual relay valves (controlled by the brake
valve). As hydraulic pressure is applied, the piston
moves to compress the rotating friction faced discs
against the stationary steel discs. The friction forces
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maxi-
mum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely iso-
lated from the high pressure, piston apply circuit.
Cooling oil flows from the hydraulic tank to the hoist
pump, through the hoist circuit high pressure filters,
through the hoist valve, and into the brake housings.
A parallel circuit from the hoist valve outlet is con-
nected to relief valves at the hydraulic tank which
limit brake cooling circuit pressure to 35 psi (241
kPa). Oil routed to the front brakes passes through
the oil cooler before entering the front brake hous-
ings. In addition, the brake cooling oil provides lubri-
cation for the front wheel bearings. Oil exiting the
brake housings returns to the hydraulic tank.
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
1. Hub Adapter
(Rear Only)
2. Capscrew & Lock-
washer
3. Socket Head Screw
(Temporary)
4. Ring Gear
5. Capscrew & Hardene
Washer
6. Inner Gear
7. Friction Disc
8. Damper
9. Piston Assembly
10. Seal Carrier
11. Back Plate
MAINTENANCE
Brake disc wear should be checked every 1000 hrs.
using the wear indicator tool (Part Number EF9302),
included in the tool group shipped with the truck.
Brake Disc Wear Indicator
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the inspec-
tion hole plug to insert the brake disc wear indicator
will cause the loss of some of this oil. Advance plan-
ning will help to minimize oil loss.
Consider scheduling front brake disc wear inspec-
tions along with the recommended 1000 hr. change
of hydraulic oil and filters. Rear brakes should be
inspected for wear whenever the rear tires are
removed. Also consider obtaining additional brake
disc wear indicator tools for permanent installation on
truck. If all brake assemblies are equipped with disc
wear indicators, future checks will not require instal-
lation and removal.
Before removing test port plugs, always bleed
down hydraulic steering and brake accumula-
tors. The steering accumulators can be bled
down with engine shut down, turning the key
switch OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur.
Open bleed down valves located on the brake
manifold. This will allow both accumulators for
the rear brakes and both accumulators for the
front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
Removal/Installation - Wet Disc Brake Assembly
1. Place the selector switch in NEUTRAL, apply
the park brake, turn the rest switch ON, turn the
key switch OFF and allow the steering accumu-
lators to bleed down completely. Block truck
wheels.
2. Open the bleeddown valves on the brake mani-
fold (in the hydraulic components cabinet) and
bleed all pressure from the brake accumulators.
Close valves after pressure is released.
3. Thoroughly clean the brake assemblies, espe-
cially the area surrounding cooling oil lines.
4. Remove the hex head O-ring plug from the port
(5, Figure 5-3) next to the cooling line opposite
the cooling line (3) with the adjacent brake
apply line (2) port. Quickly insert the brake wear
indicator tool and tighten securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply
pressure. The rear brakes do not have a diagnostic
connector installed on the brake backplate, but
instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
FIGURE 5-2. BRAKE WEAR INDICATOR
1. Cover
2. Indicator Pin
Face (Ref.)
3. Housing Face (Ref.)
4. O-Ring
5. O-Ring
6. Tool Housing
7. O-Ring
8. Indicator Pin
6. While fully applying the service brake pedal,
check brake wear as follows:
a. Remove wear indicator cover (1, Figure 5-2).
b. Push pin (8) in until it stops against brake
piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If pin end face (2) is even with the housing
face (3) or below, disc pack is worn to
maximum safe wear limits. Brakes should be
scheduled for rebuild.
If pin end face (2) extends out beyond
housing face (3), brake disc wear is still within
allowable limits.
7. Pull pin (8) out until it stops against tool housing
(6) and install protective cover (1).
8. Release brakes. Shut down engine, allow steer-
ing accumulators to bleed down. Open brake
accumulator bleeddown valves to remove all
pressure from the brake system. Close valves
after all pressure is released.
9. Remove the brake disc wear indicator tool and
reinstall O-ring plug in port.
10. To check the remaining brake assemblies,
repeat Steps 4 through 9.
NOTE: Checking disc wear in all brake assemblies is
recommended. Disc wear in one brake assembly
may be different from the other due to dissimilar
operation of parts and/or haul profiles which require
repeated braking while steering in one direction only.
11. Refill hydraulic tank as required.
12. If brake repairs are necessary, refer to Brake
Rebuild this section.
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 5-2).
FIGURE 5-3. BRAKE WEAR INDICATOR
INSTALLATION
(Left Front Brake Shown)
1. Brake Assembly
2. Brake Apply Line
3. Brake Cooling Line
4. Diagnostic Coupler
5. Wear Indicator
Installation Port
BRAKE REBUILD
The brake assembly should be disassembled
and reassembled on a clean, dry work surface.
The surface should be wooden or if metal,
covered with padding to prevent damaged to
machined surfaces
Match mark individual parts for correct orientation
prior to disassembly.
If a rear wheel brake is to be disassembled, start
with step 1 below. If a front wheel brake is to be
disassembled, start the disassembly procedure
at step 5.
The front brake assembly weighs approximately
3210 lbs. (1460 kg) The rear brake assembly
weighs approximately 4000 lbs. (1820 Kg). Be
certain lifting devices are rated to handle the
load.
Disassembly
Rear Wheel Brake Only:
Refer to Wheel Motor Rebuild instructions for rear
wheel brake assembly removal.
1. Verify socket head capscrews (3, Figure 5-1)
are installed at each of the six locations on the
back plate (11). These capscrews are required
to retain the seal carrier (10) to the back plate
when the brake assembly is not installed on the
truck. Shipping bars (4, Figure 5-4) must be
installed.
2. Remove the 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) used
to retain the hub to the seal carrier.
4. Be certain hub and other parts are marked to
ensure proper orientation during reassembly.
Lift the hub adaptor (1) from brake assembly.
Be certain to note shim packs installed at six
locations on between seal carrier and hub.
Both Front and Rear Wheel Brakes:
Remove the front wheel/brake assembly according to
the instructions in Section G, Front Wheel Hub and
Spindle.
5. Position brake assembly on work surface with
ring gear retainer bars on bottom as shown in
Figure 5-5.
6. Remove socket head capscrews (2, Figure 5-
5). Lift seal retainer (1) off brake assembly.
NOTE: Socket head capscrews (2) are required to
retain and position seal carrier on brake back plate
when the brake assembly is not installed on the
wheel hub or during brake assembly shipping or
storage. Shipping bars (4, Figure 5-4) must be
installed to retain the inner gear inside the brake
assembly.
7. Remove capscrews (4, Figure 5-5) and hard-
ened flatwashers (5) from backplate (3).
8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the back plate.
Tighten bolts evenly to lift back plate from ring
gear (7). Remove and discard O-ring (6).
9. Noting order of assembly of discs, remove the
damper (10) from top of stack. Remove friction
discs (11), separator plates (9) and remaining
damper at bottom of stack.
10. Rotate the brake assembly to position shipping
bars on top as shown in Figure 5-4.
11. Remove capscrews (3) retaining shipping bars
(4) to housing.
FIGURE 5-4. BRAKE ASSEMBLY
1. Ring Gear
2. Back Plate
3. Capscrew
4. Shipping/Storage
Bar
5. Inner Gear
FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier
2. Capscrew
3. Back Plate
4. Capscrew
5. Hardened Washer
6. O-Ring
7. Ring Gear
8. Piston Housing
9. Separator Plate
10. Damper
11. Friction Disc
12. Inner Gear
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL
1. Piston Housing
2. Capscrew
3. Hardened Washer
4. O-Ring
5. Ring Gear
12. Attach a lift strap through bars and lift inner gear
(5) out of brake assembly. Remove shipping
bars and spacers.
13. Remove capscrews (2, Figure 5-6) and hard-
ened washers (3) from piston housing (1).
14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the piston housing.
Tighten bolts evenly to lift housing from ring
gear (5). Remove and discard O-ring (4).
15. Position piston assembly with retract springs on
top as shown in Figure 5-7.
16. Remove capscrews (1, Figure 5-7), spring
guides (2), and piston retract springs (3).
NOTE: Capscrew (1) threads are coated with
Loctite
during assembly. A small amount of heat

applied to the piston housing may be required for
easier removal.
17. Loosen or remove plugs installed in piston
housing ports. Carefully lift piston (4) out of
housing (5). Remove seal assemblies (6 & 7).
FIGURE 5-7. PISTON REMOVAL
1. Capscrew
2. Spring Guide
3. Piston Retract Spring
4. Piston Assembly
5. Piston Housing
6. Seal Assembly
7. Seal Assembly
If the brake wear indicator test indicates internal
brake components are worn to the maximum
allowable limit, it is recommended that all friction
discs, separator plates and dampers should be
replaced with new parts. Always replace seal
assemblies and O-rings with new parts.
1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating
ring oil seal assembly (6, Figure 5-1) in seal
retainer and back plate. Inspect seal ring pol-
ished (mating) surfaces for scratches or other
damage. Inspect the contact band of the mating
faces to determine amount of wear.
NOTE: A new seal will have a contact band
(dimension "A", Figure 5-8) approximately 0.06 in.
(1.6 mm) wide. As wear occurs, the contact band will
widen slightly (dimension "B") and migrate inward
until the inside diameter is reached and the entire
seal assembly must be replaced. Remaining seal life
can be estimated by the width of the contact band.
3. Inspect piston housing for nicks or scratches in
piston seal area. If nicks or scratches cannot be
removed by polishing, replace housing.
4. Inspect piston seal assembly grooves for dam-
age.
5. Inspect piston retract springs (3, Figure 5-7).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . . . . . . 4.00 in. (101.6 mm)
Height @ 225 lb. (1000 N) working load:
. . . . . . . . . . . . . . . . . . . . . . . . . 3.351 in. (85.12 mm)
Height @ 600 lb. (2669 N) working load:
. . . . . . . . . . . . . . . . . . . . . . . . . . 2.750 in. (69.9 mm)
6. Inspect friction disks for warping, tooth wear,
and excessive friction material wear. Replace if
wear exceeds minimum groove depth.
Disc thickness including friction material:
. . . . . . . . . . . . . . . . . . 0.30 0.01 in. (7.7 0.3 mm)
Friction material thickness (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.04 in. (1.1 mm)
Nominal friction material groove depth:
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 in. (0.63 mm)
Minimum allowable friction material groove
depth:
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.010 in. (0.25 mm)
Flatness over friction material (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.018 in. (0.45 mm)
7. Inspect separator plates for warping and tooth
wear.
Disc thickness (new)
. . . . . . . . . . . . . . . . 0.146 0.004 in. (3.7 0.1 mm)
Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
8. Inspect damper plate for warping, tooth wear
and excessive facing material wear
Disc thickness, including facing material
(new)
. . . . . . . . . . . . . . . . 0.323 0.020 in. (8.2 0.5 mm)
Disc thickness, steel plate only (new)
. . . . . . . . . . . . . . . . 0.146 0.004 in. (3.7 0.1 mm)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
9. Inspect ring gear for excessive tooth wear and
nicks and scratches in O-ring seal grooves.
10. Inspect inner gear for excessive tooth wear and
damage at capscrew holes. FIGURE 5-8. SEAL WEAR PROGRESSION
Assembly
The work area must be clean! Handle all parts
carefully to avoid damage to polished sealing
surfaces.
1. Check piston housing (5, Figure 5-7) bore for
nicks, scratches or dirt particles. Position hous-
ing on work surface with bore facing up.
2. Lubricate square section O-ring portion of pis-
ton seal assemblies (6 & 7) with type C-4
hydraulic oil and install in piston (4) grooves. Be
certain O-ring is not twisted.
3. Lubricate piston groove and outer piston seal
rings. Install in grooves over O-rings, using fin-
gers or a smooth rounded object to push seal
into groove.
4. Install two equally spaced 1/2 UNC x 5.0 in.
guide studs in the housing at the piston retract
spring mount tapped holes.
5. Lubricate housing bore. Install lift eyes and
attach an overhead hoist to piston. Position pis-
ton over housing with retract spring cavity holes
aligned with studs installed in previous step.
Place a spring guide over each stud to aid align-
ment. Carefully lower straight into bore until
seated against housing. If necessary, seat pis-
ton by tapping with a soft mallet.
6. Assemble twelve capscrews (1), spring guides
(2) and retract springs (3). Apply Loctite
to
capscrew threads and install assembled parts
through piston into tapped holes in housing.
torque.
Piston Pressure Test:
7. Test piston/housing assembly as follows:
a. Install a plug in one brake apply pressure
port (2, Figure 5-8).
b. Install a fitting into remaining port and attach
a hydraulic pressure test device.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from piston cavity.
d. Cycle piston to full stroke ten times by apply-
ing 300 psi (2070 kPa) hydraulic pressure.
Observe piston for leakage.
NOTE: Minor oil seepage (non-measurable) is
permissible. If leakage is greater, disassemble piston
assembly and determine cause.
8. After completion of piston leakage test, release
pressure, remove hydraulic source and drain oil
from piston apply cavity. Plug ports to prevent
contamination.
9. Install O-ring (4, Figure 5-6) in groove of ring
gear (5).
10. Attach lifting eyes to piston/housing assembly
and lower into position over ring gear. Install
capscrews (2) and hardened washers (3). Alter-
nately tighten capscrews to 575 ft. lbs. (780
N.m) torque.
11. Insert inner gear (5, Figure 5-9) into assembly.
Orient gear as shown.
12. Place shipping (retainer) bars over the piston
housing as shown in Figure 5-9. Attach bars
using 1/2 UNC x 1.75 in. capscrews and lock-
washers (7) at outer ends of bars (4). Insert
spacers (9) and 1/2 UNC x 8.0 in. capscrews
and lockwashers (8) as shown to retain inner
gear in position.
13. Attach lift eyes to assembly, lift and rotate to
place piston housing on the bottom.
14. Install discs as follows:
a. Insert a damper disc (1, Figure 5-10) into the
ring gear and inner gear with the friction
material (down) facing the piston (5).
b. Insert a friction disc (2) on top of the damper.
c. Install a separator plate (3).
d. Continue installing the remaining friction
discs and separator discs, alternating each
type as installed.
NOTE: The disc pack contains a total of ten (10)
friction discs, nine (9) separator plates, and two (2)
damper discs.
e. Install the remaining damper on top of the
last friction disc with its facing material on
top. (Unfaced side toward top friction disc.)
15. Using a new O-ring (6, Figure 5-5), install back
plate (3) over ring gear. Be certain back plate is
oriented properly according to the match marks
made during disassembly.
NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug
on the piston housing.
16. Install capscrews (4) and hardened washers
(5). Alternately tighten capscrews to 575 ft. lbs.
(780 N.m) torque.
17. Follow procedures in Floating Ring Seal
Assembly/Installation to install seal assembly
in cavities in the back plate and seal carrier.
18. Install seal carrier on back plate. Secure in
place with six 1/2 UNC x 0.75 in. socket head
capscrews to retain seal carrier in position until
brake assembly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION
1. Cooling Oil Port
2. Brake Apply Pressure Ports
3. Piston Housing
4. Shipping Bar
5. Inner Gear
6. Drain Plug
9. Spacer
10. Wear Indicator Installation
Port
11. Ring Gear
FIGURE 5-10. DISC PACK INSTALLATION
1. Damper
2. Friction Disc
3. Separator Plate
4. Piston Housing
5. Piston
NOTE: After a front wheel brake assembly is
installed, the seal must be setup for proper seal
compression. Refer to Seal Assembly Gap Check in
Section G, Front Wheel Hub and Spindle.
19. Assembly is now complete if the brake assem-
bly is to be installed on a front wheel. If the
brake assembly is to be installed on a rear
wheel, follow the additional steps below.
Rear Wheel Brake Assembly Only:
20. Install a new O-ring (1, Figure 5-11) in hub
groove.
21. Position hub over seal carrier. Orient the hub
according to the marks made during disassem-
bly. to align hub flange holes with seal retainer
tapped holes.
22. Insert the following shims between hub flange
and seal retainer at each pair of capscrews (3)
(six places):
Ten . . . . . . . . . . . . 0.020 in. (0.51 mm) thick
One . . . . . . . . . . . 0.010 in. (0.25 mm) thick
23. Install capscrews and lockwashers (3) and
tighten securely.
Seal Gap Adjustment:
24. Refer to Figure 5-12 and adjust seal gap:
a. Measure seal gap "A" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine an average
dimension.
b. Add 21.470 in. (545.34 mm) to the average
dimension determined in previous step.
c. Measure dimension "B" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine the average
dimension.
d. Subtract the dimension in step c. from the
dimension in step b. to determine change in
shim pack.
e. Add or remove equal quantities and thick-
nesses of shims to the original shim pack as
determined in step at the six shim locations.
The shim pack must provide a final dimen-
sion "B" within 0.005 in. (0.13 mm) of the
dimension calculated in step b.
25. Final tighten capscrews (3, Figure 5-11) to 90 ft.
26. Install capscrews and hardened washers (8). It
will be necessary to remove the shipping bars
from the inner gear to access some capscrews.
Alternately tighten capscrews to 1995 ft. lbs.
(2705 N.m) torque. Replace shipping bars.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION
1. O-Ring
2. Hub Adapter
3. Capscrews & Washers
4. Shims
5. Seal Carrier
6. Socket Head Cap-
screws
7. Ring Gear
8. Capscrew & Hardened
Washer
9. Inner Gear
Example
Step a: average gap "A" = . . . . . . . . . . .0.600 in.
Step b: add "A" + 21.470 = . . . . . . . . . 22.070 in.
Step c: average dimension "B" = . . . . .22.034 in.
Step d: ("A" + 21.391) - ("B") = . . . . . . .0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension "B" of
22.074 in., and is within the tolerance limit
of 0.005 in.
FIGURE 5-12. SEAL GAP ADJUSTMENT
Floating Ring Seal Assembly/Installation
Failures are usually caused by combinations of fac-
tors rather than one single cause, but many failures
have one common denominator: Assembly Error!
Floating ring seals should always be installed in
matched pairs: that is, two new rings or two rings
that have previously run together. Never assemble
one new ring and one used ring; or two used rings
that have not previously run together.
ALWAYS USE NEW TORIC RINGS!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage
rubber seal rings. Hone smooth and clean, if
required. Remove any oil, dust, protective coat-
ing or other foreign matter from the metal seal
rings, the toric rings, and both the housing and
seal ring ramps. Use tri-chloroethane #111
which is a non-petroleum base, rapid drying
solvent leaving no film. Allow surfaces to dry
completely. Use clean, lint-free material such
as "Micro-Wipes # 05310" for cleaning and wip-
ing.
When using tri-chloroethane or any solvent,
avoid prolonged skin contact. Use solvents only
in well ventilated areas and use approved respi-
rators to avoid breathing fumes. Do not use near
open flame or welding operations or other heated
surfaces exceeding 900F (482C). Do not smoke
around solvents.
Both ramps must be dry. Use clean, lint-free cloths
or lint-free paper towels for wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication must not get on the ramp or
toric until after both seal rings are together in
their final assembled position.
2. Install the rubber toric on the seal ring.
Make sure it is STRAIGHT! Make sure the toric
ring is not twisted and that it is seated against the
retaining lip of the seal ring ramp. Use the flash line
as a reference guide to eliminate twist.The flash line
should be straight and uniform around the toric.
NOTE: Handle seal carefully; nicks and scratches
on the seal ring face cause leaks.
FIGURE 5-13. SEAL TERMINOLOGY
1. Seal Ring
2. Rubber Toric
3. Housing Retainer Lip
4. Housing Ramp
5. Seal Ring Housing
6. Seal Ring Face
7. Seal Ring Ramp
8. Seal Ring Retainer
Lip
3. Place installation tool onto seal ring with toric.
Refer to Section M, Special Tools, for installa-
tion tool. Lower the rings into a container of tri-
chloroethane until all surfaces of toric ring are
wet.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with tri-
chloroethane #111.
DO NOT USE Stanosol or any other liquid that
leaves an oily film or does not evaporate quickly.
4. With all surfaces of toric ring wet, use installa-
tion tool to position seal ring and toric ring
squarely against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to pop
(push) toric under housing retaining lip.
5. Check with site gauge. Check variation in seal
ring "assembled height" in four places, 90
apart. Height variation around the assembled
ring should not exceed 0.51 0.05 in. (1.30
0.01 mm) for brake assembly floating seal or
0.45 0.04 in. (1.14 0.01 mm) for the hub
seal.
6. If small adjustments are necessary, DO NOT
push directly on the seal ring. Make any
required adjustments with installation tool.
7. Toric can twist if it is dry on one spot or if there
are burrs or fins on the housing retaining lip.
A bulging toric or cocked seal can contribute to even-
tual failure.
NOTE: Toric ring must not slip on ramps of either
seal ring or housing. To prevent slippage, - WAIT - at
least two minutes. Let all tri-chloroethane evaporate
before further assembly. Once correctly in place, the
toric ring must roll on the ramps only. If correct
installation is not obvious, repeat steps 3
through 6.
8. Wipe the polished metal seal surfaces with
clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause leak-
age.
9. Apply a thin film of clean oil on the seal faces.
Use a lint-free applicator or a clean finger to dis-
tribute the oil evenly. Make sure no oil comes in
contact with the rubber toric rings or their mat-
ing surfaces.
Before assembling both seals & housing
together - WAIT - at least two minutes. Let all
tri-chloroethane evaporate. (Some may still be
trapped between toric and housing ramp.)
10. Be certain both housings are in correct align-
ment and are square and concentric. Move the
parts slowly and carefully toward each other.
NOTE: Do not slam, bump or drop seals together.
High impact can damage the seal face and cause
leakage.
Ensure seals are
square and concentric.
WET DISC BRAKE BLEEDING
PROCEDURE
NOTE: Rear wheel brakes must be bled prior to
rear tire installation.
1. Be certain the hydraulic brake supply (steering
circuit) is operating properly.
2. If necessary, charge the brake system accumu-
lators. Refer to Section J, Brake Circuit Compo-
nent Service - Hydraulic Brake Accumulators.
3. Be certain bleeddown valves on brake accumu-
lator manifold are closed.
4. Check hydraulic tank oil level and correct if nec-
essary.
5. With the wheels securely blocked, start the
engine and allow accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
Rear Wheel Brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake backplate. Close plug after oil runs clear
and free of bubbles. Repeat for remaining
wheel.
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for
bleeding brake.
Front Wheel Brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached and used to
direct the oil into a container during the bleeding
process.
8. Attach a hose to the diagnostic coupler on the
brake backplate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After oil stream is clear of air, remove hose from
coupler. Release brake pedal.
11. Repeat Steps 8 through 10 for the remaining
wheel.
12. Shut down engine, allow steering accumulators
to bleed down and check hydraulic tank oil
level.
J07010 12/98 Parking Brake J7-1
SECTION J7
PARKING BRAKE
INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Removal - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Disassembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Cleaning and Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Assembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
J7-2 Parking Brake 12/98 J07010
NOTES
PARKING BRAKE
The Model 930E truck is equipped with a dry disc
type parking brake assembly mounted on each
wheel motor rotor shaft. The parking brake assem-
blies are inboard mounted and can be accessed
through the rear axle housing door.
The parking brake is intended to prevent truck move-
ment after the vehicle has stopped, the engine is
shut down, and when the truck is left unattended.
The parking brake is not for use during truck loading
or dumping operations. Refer to the Operation and
Maintenance Manual for additional brake system
operation instructions.
OPERATION
The parking brake is a spring applied, hydraulically
released, multiple disc type brake, actuated by the
parking brake switch mounted on the instrument
panel in the operator's cab.
When the parking brake switch is placed in the ON
position, the parking brake solenoid valve (SV2)
located on the brake manifold in the hydraulic com-
ponents cabinet is de-energized, removing hydraulic
pressure from the parking brake assemblies. Internal
belleville springs in the park brake assemblies act on
the piston to compress the disc pack, preventing
rotation of a gear (4, Figure 7-1) mounted on the
wheel motor rotor shaft.
When the parking brake is switched to the OFF posi-
tion, pressurized oil is supplied to the brake assem-
blies through the (energized) parking brake solenoid
valve. Oil pressure applied to the parking brake pis-
ton compresses the belleville springs, releasing the
discs to allow the wheel motor rotor gear to rotate.
System interlocks prevent application of the parking
brake if the truck is in motion.
FIGURE 7-1. PARKING BRAKE
INSTALLATION
(RH Shown)
1. Wheel Motor Mounting Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
MAINTENANCE
The parking brake system requires periodic inspec-
tion to determine the amount of wear incurred to
insure adequate brake torque is available. The fol-
lowing inspection should be made at 500 hour inter-
vals.
Inspection - Parking Brake
NEUTRAL, place the rest switch in the ON
down. Confirm the steering pressure is
released by turning the steering wheel - no
movement should occur. Block the truck
wheels.
2. Open brake accumulator bleeddown valves
located on brake manifold inside the hydraulic
components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
completely.
3. Open the rear axle housing access door and
remove wing nuts retaining duct inside door.
Remove duct tube and open access covers
inside axle housing.
4. Observe for signs of oil leakage or damage.
5. Measure amount of disc wear as follows:
a. With the parking brake applied, insert a
depth micrometer through one of the piston
position holes (18, Figure 7-2) and record
the dimension.
b. Repeat step a., measuring through the other
two holes and recording the dimensions.
c. Add the three measurements and divide the
total by 3 to determine the average.
d. If the resulting average of the three mea-
surements is greater than 0.969 in. (24 mm),
the parking brake assembly must be
removed and rebuilt.
6. Repeat Step 5 for the other parking brake
assembly.
7. After inspection is complete, close duct access
covers and reinstall duct outlet tube.
Removal - Parking Brake
Parking brake repairs should be performed when the
wheel motor is removed from the truck whenever
possible. If repairs are necessary when the wheel
motor is installed, it will be necessary to setup a lift-
ing device inside the rear axle housing to support the
weight of the brake assembly when it is removed
from the wheel motor.
If repairs are made when the wheel motor is
removed, follow the appropriate procedures below. If
repairs must be accomplished with the wheel motor
installed on the truck, follow all procedures listed
below.
The parking brake assembly weighs approxi-
mately 350 lbs. (159 kg). Be certain a lifting
device capable of supporting the weight is used
to support the brake assembly when removed.
wheels.
2. Block wheels securely to prevent truck move-
ment during parking brake repair.
3. Open brake accumulator bleeddown valves
located on brake manifold inside the hydraulic
components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
completely.
4. Open the rear axle housing access door and
remove wing nuts retaining duct inside door.
Remove duct tube and open access covers
inside axle housing. Remove ducts as required
to setup a lifting device for brake removal.
5. Disconnect park brake apply supply hose (7,
Figure 7-1).
6. Remove capscrews and lockwashers (9). Install
guide studs in two of the mounting holes to sup-
port brake assembly when removed from wheel
motor frame.
7. Slide parking brake assembly out of wheel
motor frame and off inner gear (4). Remove
from axle housing.
Gear Removal:
If the rotor shaft gear (4, Figure 7-1) is worn, dam-
aged or otherwise requires removal, follow the proce-
dures below:
NOTE: The gear is a shrink fit on the splined motor
shaft.
1. Remove capscrew and hardened washer (6,
Figure 7-1) from shaft. Remove retainer plate
(5).
2. Install a gear puller using tapped holes provided
in gear (4).
3. Apply heat around gear hub area while tighten-
ing puller until gear is removed from shaft.
Installation - Parking Brake
Gear Installation:
If the wheel motor rotor shaft gear was removed,
install gear prior to parking brake installation.
1. Thoroughly clean gear (4, Figure 7-1) and
shaft. Inspect splines and remove burrs, etc.
that may interfere with installation.
2. Heat gear to 536F (280C). Install immediately
on shaft; gear must be fully seated against
shoulder on rotor shaft.
3. Install retainer plate (5), washer and capscrew
(6). Tighten capscrew to 440-495 ft. lbs. (595-
670 N.m) torque.
Park Brake Installation:
NOTE: Two oil supply ports are provided on the lower
half of the parking brake assembly. Install the O-ring
fitting for attaching the supply hose (7, Figure 7-1) to
the lowest port, depending on whether the brake is to
be installed on the right or left wheel motor. Install an
O-ring plug in the unused port.
1. Install two guide studs in wheel motor end
frame to guide brake assembly into position. Be
certain mating surfaces are clean and free of
burrs.
2. Lift parking brake into position for installation.
Note proper orientation depending on whether
brake is to be installed on a left or right wheel
motor. (Bleeder screw at top of brake will be
tilted toward front of truck.)
3. Slide assembly over guide studs and gear on
wheel motor rotor shaft.
4. Install capscrews and lockwashers (9, Figure 7-
1) Tighten evenly to be certain brake housing is
properly seated on the wheel motor. Tighten to
220 ft. lbs. (298 N.m) final torque.
5. Install brake oil supply hose (7). Remove lifting
equipment.
6. Refer to Park Brake Bleeding Procedure in this
chapter and bleed air from brake apply line and
housing.
7. Reinstall all ducts removed.
Disassembly - Parking Brake
1. Match mark housing (3, Figure 7-2), piston
housing (4), and cap structure (5).
The following procedure is necessary to properly
relieve the pressure exerted by the belleville
springs on the cap structure. Failure to follow
this procedure could result in capscrew failure
and personal injury during disassembly!
2. Loosen the 12-point capscrews (10, Figure 7-2)
evenly, in 20 ft. lbs. (27 N.m) increments.
a. Alternate the loosening procedure by select-
ing successive capscrews located approxi-
mately 180 from the previous.
b. Continue loosening procedure until spring
pressure is released and capscrews and
washers can be removed by hand.
3. Remove cap structure (5). Lift belleville springs
(7) out of piston (6) counterbore.
4. Lift piston/housing assembly off housing (3)
dowels.
5. Remove springs (1), separator discs (12), and
friction discs (13).
6. Remove piston (6) from piston housing (4).
Remove piston seals (8 & 9) and discard.
Cleaning and Inspection - Parking Brake
1. Clean all parts thoroughly.
2. Inspect dowel pins (2, Figure 7-2). If pins are
grooved from excessive wear or otherwise
damaged, press defective pin out of housing.
3. Inspect compression springs (1, Figure 7-2).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm)
Height @ 36.4 lb. (162N) working load:
0.350 in. (8.89 mm)
4. Inspect belleville springs for cracks or damage.
5. It is recommended the separator discs and fric-
tion discs be replaced if wear is indicated.
6. Check piston and piston housing bore for
scratches, nicks, pitting or other defects than
may cause seal leakage. Slight defects may be
repaired by polishing.
Assembly - Parking Brake
1. If dowel pins (2, Figure 7-2) have been
removed, press new dowel pins into holes in
housing until fully seated against shoulder.
2. Install a separator disc (12) over dowel pins.
Insert a spring (1) over each dowel pin. Insert a
friction disc (13). Insert springs (1) over dowels.
3. Install another separator disc, the 2nd friction
disc and the remaining separator disc.
NOTE: The internal teeth of the two friction discs
must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
enable the completed assembly to be installed
properly. If available, a mating gear as installed on
the wheel motor rotor shaft (4, Figure 7-1) should be
used to simplify alignment.
4. Assemble the seals (8 & 9) on the piston.
a. Install O-ring seal in bottom of each groove.
Be certain O-rings are not twisted.
b. If available, use an expander to expand the
O.D. of each seal enough to allow it to slide
onto piston.
NOTE: If an expander tool is not available, the seals
may be heated to 400F (204C) MAXIMUM. This
will allow ring to be manually expanded until it will fit
over piston.
c. When each seal is over the groove, re-size
by compressing the seal ring. Use a full cir-
cle clamp with any sharp edges or grooves
covered to prevent damage to the seal sur-
faces.
d. Install the quad ring in each seal.
5. Lubricate the piston seals and insert piston (6)
into piston housing (4).
6. Install piston/housing assembly over dowels on
housing (3).
7. Place belleville springs (7) in piston counterbore
as shown in Figure 7-2.
8. Place cap structure (5) on assembly and insert
capscrews (10) with hardened washer (11). Do
not tighten capscrews.
The following procedure is necessary to properly
compress the belleville springs. Failure to follow
this procedure could result in capscrew failure
and personal injury during assembly!
9. Select three capscrews 120 apart and mark
them.
a. Tighten the marked capscrews to 30 ft. lbs.
(41 N.m) torque. (Snug the remaining cap-
screws after each of the marked capscrews
are torqued in the following steps.)
b. Re-tighten the marked capscrews until the
gap between the cap structure and piston
housing is equalized.
c. Re-tighten the marked capscrews in 20 ft.
lbs. (27 N.m) increments until fully tight - 90
d. Tighten the remaining capscrews to 90 ft.
Pressure Test:
10. Install the O-ring plug and bleeder (17). Install a
fitting in one of the pressure supply ports and
attach a hydraulic power source. Install an O-
ring plug in the remaining port.
a. Slowly apply pressure and open the bleeder
valve to bleed air from the piston cavity.
Close the bleeder and apply 300 psi (2068
kPa) hydraulic pressure and hold for one (1)
minute.
b. Observe for oil leakage. NO leakage is per-
mitted.
c. If leakage occurs, the brake assembly must
be disassembled and repaired.
FIGURE 7-2. PARKING BRAKE ASSEMBLY
1. Compression Spring
2. Dowel Pin
3. Housing
4. Piston Housing
5. End Cap Structure
6. Piston
7. Belleville Springs
8. Piston Seal Assembly
10. Capscrew
11. Hardened Washer
12. Separator Disc
13. Friction Disc
14. Gear (Armature)
15. Plug
16. Oil Supply Port
17. Bleeder & O-Ring Plug
18. Piston Position Holes
PARKING BRAKE BLEEDING
PROCEDURE
wheels.
2. Block the truck wheels securely to prevent
movement when the parking brake is released.
3. Open the rear axle housing access door,
remove the cooling air duct tube and open
access covers.
4. Be certain the brake accumulator bleeddown
valves are closed.
5. Start the engine and allow the steering system
to fully charge (pump unloads). Turn the parking
brake to the OFF position.
6. Connect a clear plastic hose to the parking
brake bleeder screw. Place the other end of
hose in a container.
7. Slowly open bleeder valve and allow hydraulic
fluid to run until clear and free of bubbles. Close
bleeder screw securely.
8. Repeat Steps 6 & 7 for the other parking brake.
9. Shut down engine.
10. Remove brake bleed equipment, close axle
housing cooling air ducts and reinstall duct tube
at door.
L01033 Index L1-1
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HIGH PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L1-2 Index L01033
NOTES
L02034 Hydraulic System L2-1
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8
L2-2 Hydraulic System L02034
NOTES
HYDRAULIC SYSTEM
The following is a general description of the model
930E hydraulic system. Additional information con-
cerning individual component description and oper-
ation can be found under the different system
circuits such as the hoist circuit, steering circuit, and
hydraulic brake circuit.
HYDRAULIC PUMP MODULE
Hydraulic pumps (16 & 18, Figure 2-1) are mounted
on a modular structure behind the traction alterna-
tor. The pump module also contains the pilot oper-
ated hoist valve (3), used to control operation of the
hoist cylinders during body dumping operations. An
overcenter manifold (10) contains internal valves (8
& 9) used to ensure smooth operation and maxi-
mum service life from the hoist cylinders.
The overcenter manifold also provides quick discon-
nect fittings (12) to allow operation of the hoist cir-
cuit by an external hydraulic source or to utilize the
hoist circuit of the truck to dump the load from a dis-
abled truck.
1. Hoist Valve Tank Return (To
Brake/Hoist Return Manifold)
2. Supply to Pilot Valve
3. Hoist Valve
4. From Pilot Valve
5. To Brake/Hoist Return Manifold
6. Work Port Outlet
7. Supply From Hoist Pump & Filter
8. Counterbalance Valve
9. Needle Valve
10. Overcenter Manifold
11. Hoist Cylinder Supply Tubes
12. Hoist Quick Disconnects
13. Pump Case Drain Line
14. Steering Pump Inlet Port
15. Unloader Valve
16. Steering/Brake Pump
17. Hoist Pump Inlet Hoses
18. Hoist Pump
19. Pump Driveshaft
FIGURE 2-1. HYDRAULIC PUMP MODULE
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
starting truck.
immediately.
Always maintain complete cleanliness when
opening any hydraulic connection. Insure that all
system lines are capped while the component is
removed from the truck.
NOTE: It is highly recommended that any hydraulic
oil to be used for filling or adding to the hydraulic
system is routed through a 3 micron filter device prior
to use.
HOIST CIRCUIT OPERATION
The hoist, steering and brake circuits share a com-
mon hydraulic tank (7, Figure 2-2). The tank is
located on the left side of the frame, forward of the
rear wheels. Service capacity of the tank is 250 gal.
(947 l). Type C-4 hydraulic oil is recommended for
use in the hydraulic system. Oil used in the hoist,
steering and brake circuits flows from the bottom of
the tank through 100 mesh wire suction strainers.
Hydraulic oil from the tank is supplied to a gear type
hoist circuit pump (18, Figure 2-1), rated at 246 GPM
(931 l/min.) @ 1900 RPM and 2500 psi (17.2 MPa).
Oil from the pump outlet port is directed to high pres-
sure filters (4, Figure 2-2) and then enters the hoist
valve (5).
The hoist pump (and steering/brake pump) is driven
by a driveshaft (6) off the rear of the traction alterna-
tor.
Hoist valve (5) directs oil flow to hoist cylinders (1)
when the operator moves the body dump control
lever. The body dump lever is connected to the hoist
pilot valve located in the hydraulic components cabi-
net by a flexible control cable. If the control lever is in
the float position, oil is returned to the hydraulic tank
through brake/hoist return oil manifold (2) and also
flows through the disc brake circuit to cool the wet
disc brake system. Heat generated during service
brake application is removed by an oil-to-water heat
exchanger (1, Figure 2-5).
Hoist system pressure is limited to 2500 psi (17.2
MPa) maximum pressure.
1. Hoist Cylinders
2. Brake/Hoist Return Oil Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
FIGURE 2-2. HOIST PUMP PIPING (Top View)
STEERING CIRCUIT OPERATION
Hydraulic oil from the tank is supplied to a piston
type, pressure compensated steering and brake cir-
cuit pump (8, Figure 2-3), rated at 66 GPM (257 l/
min.) @ 1900 RPM. An unloader valve (15, Figure 2-
1) maintains system pressure between 2750 psi
(18.9 MPa) and 3025 psi (20.9 MPa).
Oil from the pump is directed to a high pressure filter
(9, Figure 2-3) before entering the bleeddown mani-
fold (5). The bleeddown manifold provides several
functions in the steering, brake, and hoist systems. It
is used to route oil flow to the steering system and
hydraulic brake system. (Refer to Section J for brake
system operation.)

Steering system oil is directed to accumulators (3),
used to store pressurized oil in the event of loss of
pump pressure. Oil is also directed to flow amplifier
valve (4) for use by the cab mounted steering control
unit and steering cylinders (1).
A relatively small volume of oil is supplied from the
flow amplifier to the steering control unit, mounted on
the steering column in the cab. When the operator
moves the steering wheel, oil is routed from the
steering control unit back to the flow amplifier based
on the direction and rate of speed of rotation of the
steering wheel.
The flow amplifier provides a large volume of oil to
the steering cylinders to turn the front wheels deter-
mined by input from the steering control unit.
1. Steering Cylinders
2. Manifold
3. Steering System Accumulators
4. Flow Amplifier Valve
5. Bleeddown Manifold
6. Hydraulic Tank
7. Pump Supply Shutoff Valve
8. Steering/Brake Circuit Pump
9. Steering/Brake Circuit Filter
10. Hoist Circuit Pump
FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View)
DISC BRAKE COOLING SYSTEM
When the hoist control valve is in the float or hold
position, oil is supplied by the hoist valve to the disc
brake assemblies located at each wheel to remove
heat generated during service brake application.
Oil supplied to the rear wheel brakes flows from the
hoist valve to the brake/hoist return oil manifold (11,
Figure 2-5), to the brake assemblies and is then
returned to the brake/hoist return oil manifold and the
hydraulic tank (12). Oil supplied to the front wheel
brakes is routed from the hoist valve to an oil/water
heat exchanger (1) before entering the brake assem-
blies. The front brake oil is then returned to the
brake/hoist return oil manifold and then the hydraulic
tank. In addition, the front brake cooling oil is used to
lubricate the front wheel hub bearings.
The brake cooling circuit pressure is limited by ori-
ficed regulator valves located in the brake/hoist
return oil manifold. Figure 2-4 shows the piping and
flow of oil through the brake/hoist return oil manifold.
The internal check valves crack open at 35 psi (241
kPa). Their opening pressure will be slightly higher
as flow through it increases.
Refer to Section J for information regarding operation
of the brake system.
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply Press.
4. Front Brake Supply Press.
5. Rear Brake Cooling Oil (From Hoist Valve)
6. Return From Hoist Valve
7. Return From Hoist Valve
8. Manifold
9. Front Brake Bypass
10. Rear Brake Return Pressure
11. Hoist Return Pressure
12. Front Brake Return Pressure
13. Rear Brake Oil Return
14. Rear Brake Oil Return
15. Hoist Return to Tank
16. Front Brake Oil Return
FIGURE 2-4. BRAKE/HOIST RETURN OIL
MANIFOLD
1. Heat Exchanger
2. Front Brake Cooling Oil Supply
From Hoist Valve
3. L. F. Brake Cooling Outlet Hose
4. R. F. Brake Cooling Inlet Hose
5. R. F. Brake Cooling Outlet Hose
6. L. F. Brake Cooling Inlet Hose
7. Hoist Pump
8. Filters
9. Rear Axle Housing
10. Rear Brake Cooling Supply &
Return Lines
12. Hydraulic Tank
FIGURE 2-4. DISC BRAKE COOLING CIRCUIT (Bottom View)
NOTES
L03030 Hydraulic Component Repair L3-1
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
INSPECTION OF PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
L3-2 Hydraulic Component Repair L03030
NOTES
HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
Removal
NOTE: The hoist pump can be removed without
removing the steering pump from the truck if
desired.
1. Turn keyswitch OFF and allow ample time
(approximately 90 seconds) for the accumula-
tors to bleed down.
2. If necessary, drain the hydraulic tank by use of
the drain valve located on the rear side of the
tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valves can be closed and
both pump inlet lines can be drained, eliminating the
need to completely drain the tank.
3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump mod-
ule mounting bracket for removal. Remove
duct support bracket.
4. Close the pump supply shut-off valves.
Always maintain complete cleanliness when
opening any hydraulic connection. Insure that
all system lines and components are capped
while the component is removed from the truck.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)
1. Hoist Cylinders
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
5. Loosen the capscrews securing the inlet and
outlet hoses (1, Figure 3-2) on the hoist pump
and allow oil to drain. Remove inlet and outlet
hoses. Cap or cover all lines and pump inlets
and outlets to prevent contamination.
6. Remove the capscrews securing the hoist
pump drive flange to the drive shaft.
The hoist pump weighs approximately 310 lbs
(140 kg). The hoist and steering pump together
weigh approximately 560 lbs (254 kg). Use a
suitable lifting or support device that can handle
the load safely.
1. Pump Outlet Hoses
2. Pump Mount
Capscrews
3. Hoist Pump
4. Pump Mount
Capscrews
6. Pump Mount Bracket
7. Outlet Hose
FIGURE 3-2. HYDRAULIC PUMP
1. Hoist Pump
2. Nut & Washer
3. Dowel
4. O-ring
5. Capscrew
6. Bearing Plate
7. O-ring
8. Transition Plate
9. Coupling
10. Capscrew
11. Steering & Brake Pump
12. Pump Case Return
Fitting (Pump Drain)
13. Inlet Port
14. Compensator Adju
ment
15. Unloader Adjustment
16. O-ring
17. Nut
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL
7. Attach a suitable lifting or support device to the
hoist pump. Attach a support to the front end of
the steering pump to hold it in place during
removal of the hoist pump.
8. Remove four capscrews (2, Figure 3-2) secur-
ing the hoist pump to the front support bracket.
Remove the six capscrews holding support
bracket (6) to the pump module support.
Remove support bracket.
9. Make sure the lifting and support devices are in
place on both pumps. Loosen (but do not
remove) the rear support bracket capscrews
holding the steering pump. Lower the pumps
allowing hoist pump to come down further than
steering pump.
10. Remove four steering/brake pump mounting
capscrews (4). Slide hoist pump forward to dis-
engage the splines of drive coupling (9, Figure
3-3) from the steering pump.
11. Move pump to a clean work area for disassem-
bly.
Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
1. Install O-ring (16, Figure 3-3) to steering pump
(11). Install coupler (9) to hoist pump.
The hoist pump weighs approximately 310 lbs
(140 kg). The hoist and steering pump together
weigh approximately 560 lbs (254 kg). Use a suit-
able lifting or support device that can handle the
load safely.
2. Attach a suitable lifting or support device to the
hoist pump. Move pump into position in truck.
3. Lubricate the steering pump spline shaft and
align with coupling (9). Install hoist pump to
steering pump and install capscrews (10) with
hardened washers and tighten to standard
torque. Raise pumps up into position.
4. Attach front support bracket to the pump mod-
ule support structure and to the pump with cap-
screws, lockwashers and nuts. Tighten
5. Connect hoist pump drive flange to drive shaft
with capscrews, lockwashers and nuts. Tighten
to standard torque.
6. Tighten the capscrews for steering pump sup-
port bracket (6, Figure 3-2) to standard torque.
7. Uncap inlet and outlet hoses and install to
pumps using new O-rings. Tighten capscrews
securely.
8. Service the hydraulic tank with C-4 type hydrau-
lic fluid. Refer to Hydraulic Tank this section for
filling instructions.
9. Open the three suction line shut-off valves.
Loosen capscrews (at the pump) on suction
hoses to bleed trapped air. Then loosen cap-
screws (at the pump) on pressure hoses to
bleed any trapped air. Tighten all capscrews
securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Reinstall blower duct and support bracket.
Disassembly
NOTE: As parts are removed they should be laid out
in a group in the same order in which they are
removed.
1. Clean the exterior of the pump assembly thor-
oughly. If the steering pump is attached,
remove capscrews (10, Figure 3-3) and pull
the steering pump free of transition plate (8).
Remove O-ring (16).
2. Remove coupling (9). Inspect the coupling.
Remove and discard internal snap ring, if
installed. Remove dowels (3) if damaged, or if
replacement of the bearing plate is necessary.
3. The pump may be supported by placing on
wood blocks with the input drive shaft pointing
down. Mark each section nearest the input
drive gear to facilitate reassembly
4. Remove nuts (17, Figure 3-3). Remove bear-
ing plate (20, Figure 3-4) with transition plate
(22) and O-ring (26). Remove capscrews
securing the bearing plate to the transition
plate and remove O-ring (23). Remove dowels
if damaged, or if replacement of the transition
plate is necessary.
FIGURE 3-4. HOIST PUMP
1. Drive Gear & Shaft
2. Seal
3. Idler Gear
4. Stud
5. Steel Ball
6. Flange
7. Dowel
8. Gear Plate
9. O-ring
10. Connector Plate
11. O-ring
12. Bearing Plate
13. Gear Plate
14. Connector Plate
15. Washer
16. Nut
17. Stud
18. Idler Gear
19. Dowel
20. Bearing Plate
21. Dowel
22. Transition Plate
23. O-ring
24. (Not Used)
25. Coupler
26. O-ring
27. Drive Gear (Rear)
28. Snap Ring
29. Coupler
30. Steel Ring
31. Backup Ring
32. O-ring
33. Pressure Plate
34. Isolation Plate
35. Plug
36. Snap Ring
5. Remove connector plate (9, Figure 3-5).
Remove O-ring (8) and steel rings (10) and
(14). Remove dowels (6) if damaged, or if con-
nector plate replacement is necessary.
NOTE: If the connector plate is stuck, tap lightly with
a plastic hammer to loosen.
6. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight
up and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
7. Remove gear plate (5) and pressure plate
(19). Remove steel rings, backup ring, O-ring
and retainer and isolation plate. Remove O-
ring (3) and stud O-ring (4).
8. Remove bearing plate (2, Figure 3-5). Remove
O-ring (23) and stud O-rings (1). Remove dow-
els (20) if damaged or replacement of the
bearing plate is necessary.
9. Remove coupling (21). Remove snap ring (22)
if damaged or replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove thru studs at this time as
the studs serve as guides for disassembly.
1. O-ring
2. Bearing Plate
3. O-ring
4. O-ring
5. Gear Plate
6. Dowel
7. Stud
8. O-ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-ring & retainer
17. Isolation plate
18. Pressure Plate
19. Pressure Plate
20. Dowels
21. Coupling
22. Snap Ring
23. O-ring
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)
10. Remove bearing plate (10, Figure 3-6). If the
bearing plate is stuck, tap lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
11. Remove steel rings (13), backup ring (14), O-
ring and retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace-
ment of the bearing plate (10) is necessary.
12. Unscrew thru studs (12) and remove. Remove
flange (5). If stuck, tap the flange lightly with a
plastic hammer to loosen. Remove O-ring (8).
Remove dowels (6) if damaged, or if replace-
ment of the flange (5) or gear plate (7) is nec-
essary.
13. Remove steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
8. O-ring
9. O-ring
10. Bearing Plate
11. O-ring
12. Thru Studs
13. Steel Rings
14. Backup Ring
15. O-ring & Retainer
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)
14. Remove outboard shaft seal (2), snap ring (21)
and inboard shaft seal (20).
NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks as shown in Figure 3-7.
15. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Fig-
ure 3-8.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).
1. Flange
2. Bearings
3. Wooden Blocks
FIGURE 3-7. PREPARATION FOR SEAL
REMOVAL
1. Flange
2. Punch
3. Bearings
FIGURE 3-8. SHAFT SEAL REMOVAL
INSPECTION OF PARTS
1. Examine the gear bores in both gear plates; ref-
erence Figure 3-9. During the initial break-in,
the gears cut into the aluminum gear plates.
The nominal depth of this cut is 0.008 in (0.203
mm) and should not exceed 0.015 in (0.381
mm). As the gear teeth cut into the gear plates,
metal is rolled against the pressure plates.
Using a knife or sharp pointed scraper, remove
the metal that was rolled against the pressure
plates. Remove all metal chips that were broken
loose.
When removing the rolled up metal, do not
attempt to remove the gear track-in grooves.
2. Examine the pressure plates. They should not
show excessive wear on the bronzed side. If
deep curved wear marks are visible, discard
and replace with new.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, discard and replace with new.
4. If any of the internal parts show excessive wear,
replace with new. Replace all O-rings and seals
with new.
5. Inspect the bearings, if they are worn beyond
the gray teflon into the bronze material, the
complete flange connector plates or bearing
plate should be replaced.
NOTE: Replacing new bearing in the flange,
connector plates or bearing plate is not
recommended due to close tolerances and special
tooling required for crimping the bearing in place to
prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are
outlined for use with a vise, but they can be
adapted for use with a press if one is available.
3. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
4. Place the wood blocks flat against the fixed jaw
of the vise. Place the flange plate against the
blocks in such a position that the bearing pro-
jections are between the blocks and clear of the
vise jaw, refer to Figure 3-10.
5. Lubricate the seals with hydraulic oil. Position
inboard shaft seal (3, Figure 3-11) with the
metal face toward the outboard end of the
flange.
1. Gear Track-In 2. Gear Plate
FIGURE 3-9. GEAR BORE INSPECTION FIGURE 3-10. SHAFT SEAL INSTALLATION
1. Flange
2. Wood Blocks
3. Bearing Projection
6. Position the press ring over the seal. Make sure
the seal stays centered and true with the bore,
and start applying pressure with the vise. Con-
tinue pressing the seal until it just clears the
snap ring groove in the bore.
7. Install snap ring (2, Figure 3-11) with the snap
ring opening over weep hole (10).
8. Install the outboard seal (metal face out), until it
just contacts the snap ring.
9. Lubricate thru stud threads (14, Figure 3-11)
with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short
studs. Reference Figure 3-12 for proper stud
location. Lubricate and install O-ring (7). Install
dowel pins (12), if removed. Install gear plate
(13). Make sure the recess in the gear plate will
be toward the connector plate, or facing up
when the gear plate is installed.
10. Install steel rings (5, Figure 3-12). Lubricate and
install backup ring (8), O-ring (7) and ring
retainer (6) as shown in Figure 3-12.
11. Install isolation plate (9) on the suction side of
the gear plate. The isolation plate has a relief
area milled on one side; turn that side up or
toward the pressure plate.
12. With the bronze side up and the milled slot fac-
ing toward the discharge side, slide pressure
plate (2, Figure 3-13) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
13. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
NOTE: To ensure the gear pump is correctly timed
during reassembly, place a mark on the end of the
input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 3-16
which illustrates gear timing.
14. With the extension end of the drive gear facing
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore as damage to the
bronze face of the pressure plate could result.
Use care when pushing the drive gear exten-
sion thru the shaft seals. Install the idler gear.
1. Outboard Shaft Seal
2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-ring
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Thru Studs
FIGURE 3-11. SHAFT SEAL INSTALLATION
1. Gear Plate
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
7. O-ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Thru Studs
FIGURE 3-12. PUMP REASSEMBLY
15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
16. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings
(17) and install connector plate (6). Install snap
ring (8) and coupling (9).
1. Gear Plate
2. Pressure Plate
3. Slot
FIGURE 3-13. PRESSURE PLATE INSTALLATION
2. Idler Gear
3. Gear Plate
4. Relief
5. O-ring
6. Connector Plate
7. O-ring
8. Snap Ring
9. Coupling
10. Thru Studs
11. Steel Ring
12. Backup Ring
13. O-ring & Retainer
14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearings
FIGURE 3-14. HOIST PUMP REASSEMBLY
18. Lubricate O-ring (3, Figure 3-15) and install in
bearing plate (7). Lubricate O-rings (4) and
install over studs (12). Replace dowel (2) if
removed. Install bearing plate (7).
19. Repeat Steps 10, 11 and 12 for installation of
the steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
20. Lubricate the I.D. of bearings (26). Install O-
rings (8 & 9) and dowel (25), if removed. Install
gear plate (10). Ensure the relief in gear plate
is toward bearing plate (7).
FIGURE 3-15. HOIST PUMP REASSEMBLY
2. Dowel
3. O-ring
4. O-ring
5. Coupling
6. Connector Plate
7. Bearing Plate
8. O-ring
9. O-ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Capscrew
15. Bearing Plate
16. Transition Plate
17. O-ring
18. (Not Used)
19. Coupling
20. Nut
21. O-ring
22. Dowel
23. Dowel
24. O-ring
25. Dowel
26. Bearings
21. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-16.
22. Repeat Steps 15 and 16 for installation of the
remaining pressure plate, steel rings, backup
ring, O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if
removed. Lubricate the I.D. of the bearing in
connector plate (11). Install connector plate (11)
with flat washers and nuts.
24. Install dowel (22), if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate
and install capscrews (14). Tighten the cap-
screws to standard torque.
25. Lubricate O-ring (21) and position on bearing
plate (15). Install the assembled bearing plate
and transition plate (15 & 16) to connector plate
(11) and secure in place with nuts (20). Tighten
the nuts to standard torque.
26. Install coupling (19).
A snap ring may have been installed previously
inside of coupling (19). This snap ring is not nec-
essary, and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.
27. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten the nuts to 240 to 250 ft. lbs. (325 to
339 N.m) torque.
28. Using an 18 inch (45 cm) adjustable wrench,
check pump drive shaft rotation. The drive shaft
will be tight but should turn freely with a maxi-
mum of 5 to 10 ft. lbs. (7 to 14 N.m) torque,
after the initial surge. (Figure 3-17.)
29. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or for-
eign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten
nuts to 240 to 250 ft. lbs. (325 to 339 N.m)
torque.
31. Install a new O-ring on steering pump flange
and install steering pump to the transition plate
(16, Figure 3-15). Install the capscrews and
tighten to standard torque.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench
2. Input Shaft
3. Pump
FIGURE 3-17.
TROUBLESHOOTING GUIDE
(Hoist Pump)
ACTION
1. Sandblasted band around pressure
plate bores
2. Angle groove on face of pressure
plate
3. Lube groove enlarged and edges
rounded
4. Dull area on shaft at root of tooth
5. Dull finish on shaft in bearing area
6. Sandblasted gear bore in housing
1. Abrasive wear caused by
fine particles.
a. Dirt (fine contaminants,
not visible to the eye)
1. Was clean oil used?
2. Was filter element change period
correct?
3. Were correct filter elements used?
4. Hoist cylinder rod wiper and seals
in good condition?
5. Cylinder rods dented or scored?
6. Was system flushed properly after
previous failure?
1. Scored pressure plates.
2. Scored shafts
3. Scored gear bore
2. Abrasive wear caused by
metal particles
a. Metal (coarse) contami-
nants, visible to the eye
1. Was system flushed properly after
previous failure?
2. Contaminants generated else-
where in hydraulic system?
3. Contaminants generated by wear-
ing pump components?
1. Any external damage to pump
2. Damage on rear of drive gear and
rear pressure plate only
3. Incorrect installation 1. Did shaft bottom in mating part?
2. Any interference between pump
and machine?
1. Eroded pump housing
2. Eroded pressure plates
4. Aeration-Cavitation
a. Restricted oil flow to
pump inlet
b. Aerated Oil
1. Tank oil level correct?
2. Oil viscosity as recommended?
3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Heavy wear on pressure plate
2. Heavy wear on end of gear
5. Lack of oil 1. Was oil level correct?
2. Any leaks in piping inside tank?
1. Housing scored heavily
2. Inlet peened and battered
3. Foreign object caught in gear teeth
6. Damage caused by metal
object
1. Metal object left in system during
initial assembly or previous repair?
2. Metal object generated by another
failure in system?
1. Pressure plate black
2. O-rings and seals brittle
3. Gear and journals black
7. Excessive Heat 1. Metal object left in system during
initial assembly or previous repair?
2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Broken shaft
2. Broken housing or flange
8. Over Pressure 1. Relief valve setting correct?
2. Did relief valve function?
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown and keyswitch OFF.
1. With the engine stopped, body down, and the
key switch OFF, wait for at least 90 seconds.
2. Remove fill cap (1, Figure 3-18) and add clean
type C-4 hydraulic oil until oil is visible at the top
sight gauge.
3. Install the fill cap.
4. Start the engine, and raise and lower the dump
body three times.
5. Continue to repeat Steps 1 thru 4 until the oil
level is maintained in the top sight gauge with
the engine stopped, key switch OFF, and body
down.
NOTE: With the engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, shut down engine and add oil per
Filling Instructions.
NOTE: Minor adjustments to the oil level can be
made by using drain cocks (5) next to the filler neck.
Should a component fail in the hydraulic system,
an oil analysis should be made before replacing
any component. If foreign particles are evident,
system must be flushed. Refer to Hydraulic Sys-
tem Flushing instructions.
Removal
1. Turn the keyswitch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 250
gal. (947 L) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a filtering (3
micron) system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by use of the drain
valve located on the rear side of the tank.
4. Disconnect hydraulic lines. Plug lines to prevent
possible contamination to the system. Tag each
line at removal for proper identification during
installation.
Use care to avoid contact with hot oil if truck has
been operating. Avoid spillage and contamina-
tion.
5. Attach a suitable lifting device to the hydraulic
tank. The weight of the hydraulic tank is
approximately 1300 lbs (590 kg).
6. Remove the capscrews and lockwashers
securing the hydraulic tank to the frame.
7. Move hydraulic tank to a clean work area for
disassembly or repair.
1. Fill Cap
2. Sight Gauges
3. Breather Filters (2)
4. Drain Valve
5. Drain Cocks
FIGURE 3-18. HYDRAULIC TANK
Installation
1. Lift the hydraulic tank into position and secure
with capscrews and lockwashers. Tighten to
459 ft. lbs. (622 N.m) torque.
2. Uncap the hydraulic lines and attach to the
proper connections.
3. Replace breather filters if required.
4. Fill the hydraulic tank with clean, filtered C-4
hydraulic oil. Refer to Filling Instructions.
5. Bleed all air from the hydraulic lines.
6. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleed-
ing procedure.
HYDRAULIC TANK STRAINERS
Removal
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulators to bleed down
after engine shutdown with the key switch OFF.
1. Shut down the engine and the key switch OFF
for at least 90 seconds.
NOTE: If the oil is to be reused, clean containers
must be used with a filtering (3-micron) system
available for refill.
2. Be prepared to contain approximately 250 gal.
(947 l) of hydraulic oil. Drain hydraulic oil from
tank.
3. Disconnect pump suction hoses. (5, Figure 3-
19).
4. Remove capscrews and lockwashers (3) secur-
ing cover (2) to the hydraulic tank. Remove and
discard gasket.
5. Remove capscrews and lockwashers securing
suction strainers. Remove suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers with fresh cleaning solvent
from the inside out.
2. Inspect the strainers for cracks or wear.
Replace, if necessary.
3. Clean any sediment from the bottom of the
hydraulic tank.
Installation
1. Install suction strainers and secure in place with
capscrews and lockwashers. Tighten cap-
2. Using new cover gasket, move cover (2, Figure
3-19) into position and install capscrews and
lockwashers (3). Tighten the capscrews to stan-
dard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank; refer to Hydraulic Tank
Filling Instructions. Open both suction line shut-
off valves (4).
5. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten the hose con-
nections.
6. Bleed trapped air inside steering pump. Refer to
Steering and Brake Pump Installation, this Sec-
tion, for air bleeding procedure.
1. Hydraulic Tank
2. Cover
3. Capscrews & Lock-
washers
4. Shutoff Valve
5. Pump Suction Hoses
FIGURE 3-19. STRAINER REMOVAL
HYDRAULIC TANK BREATHERS
There are two breather filters located on top of the
hydraulic tank to allow air in and out of the tank. The
filters should be replaced at the interval specified on
the lubrication chart.
Keep the area around the breather filters clean and
free of debris build up. If there is any sign that the
breather filters are oil soaked, replace the filters as
soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.
Plugged breather filters can cause pressure build
up inside the hydraulic tank and can cause the
service brakes to drag.
L04039 Steering Circuit L4-1
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L4-2 Steering Circuit L04039
NOTES
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The pump (8, Figure 4-1) supplies oil to the bleed-
down manifold (5) after passing through a high
pressure filter (9). This oil supply is then distributed
to the brake system and steering system.
System pressure is regulated to between 2750 psi
(19.0 MPa) and 3025 psi (20.9 MPa) by an unloader
valve located on the bottom of the steering pump
case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS (Bottom View)
1. Steering Cylinders
2. Manifold
3. Steering Accumulators
6. Hydraulic Tank
7. Shut-off Valve
9. Steering/Brake Circuit
Filter
10. Hoist Circuit Pump
Oil pressure from the bleeddown manifold is routed
back to the pump and sensed by the ACC port on
the unloader valve. A steering pressure switch,
mounted on the bleeddown manifold is connected
electrically to a Low Steering Pressure warning
lamp mounted in the cab and warns the operator if
system pressure drops below 2300 psi (15.9 MPa).
The bleeddown manifold performs many functions,
including distribution of the steering circuit oil supply
to the steering system accumulators (3) and the flow
amplifier valve (4). Oil is also provided to the service
brake apply system, the automatic lubrication system
grease pump motor, and the optional radiator shut-
ters if installed.
Two accumulators, pre-charged with nitrogen, are
mounted on the left frame rail behind the front tire.
They provide a sufficient oil supply to allow the oper-
ator to steer the truck off the haul road and park in a
safe area if a loss of steering circuit oil occurs. A
steering circuit bleeddown solenoid, mounted on the
bleeddown manifold, is electrically activated when
the key switch is turned OFF. This action bleeds the
pressurized hydraulic oil from inside the accumula-
tors back to the hydraulic tank whenever the key
switch it turned to the OFF position.
If a loss of steering pressure occurs during operation,
the truck must be stopped immediately. The pressure
in the accumulators allow the operator to steer the
truck for a short period. Do not attempt further opera-
tion until the problem is located and corrected.
The bleeddown manifold and accumulators supply oil
to the flow amplifier valve. The flow amplifier directs
oil flow to the appropriate ports on the steering cylin-
ders as determined by inputs from the steering con-
trol unit as the operator steers the truck (see Figure
4-2).
Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction.
The valve then directs oil to the flow amplifier which
in turn, provides a high volume of oil to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow ampli-
fier, and bleeddown manifold to the hydraulic tank.
Oil flow to the brake apply system flows through a
check valve which will prevent loss of oil in the brake
circuit if a loss of oil occurs in the steering circuit.
(Refer to Section J for a detailed description of the
brake apply system hydraulic circuit and compo-
nents.)
COMPONENT DESCRIPTION
Steering Control Unit
The steering control unit (Figure 4-2) is mounted
inside the cab and is directly coupled to the lower
end of the steering column.
Operation of the steering control unit is both manual
and hydraulic in effect. This component incorporates
a hydraulic control valve; steering effort applied to
the steering wheel by the operator actuates the
valve, which in turn directs hydraulic oil through the
flow amplifier valve to the steering cylinders to pro-
vide the operator with power steering.
T: Tank Port
L: Left Steer Port
P: Pressure (Supply)
Port
R: Right Steer Port
LS: Load Sense Port
1. Valve Assembly
FIGURE 4-2. STEERING CONTROL UNIT
Bleeddown Manifold Valve
Bleeddown manifold valve (5, Figure 4-1) is located
on the outside of the left hand frame rail just behind
the accumulators. The bleeddown manifold is
equipped with the following major circuit components
as shown in Figure 4-3:
Low Steering Pressure Switch 2300 psi (15.9
MPa) falling (7)
Steering accumulator bleeddown solenoid valve
(6)
600 psi (4.1 MPa) Relief Valve (12)
4000 psi (28.0 MPa) relief valve (13)
Body-Up Solenoid Valve (15)
Pilot operated check valve (23)
The bleeddown manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the accumulators, brake circuit, flow
amplifier and autolube system hydraulic pump. Oil
supply for the steering control unit and steering cylin-
ders is supplied via the flow amplifier. The manifold
also provides hoist circuit control when the body is
raised.
The relief valves, accumulator bleed down solenoid,
and body-up limit solenoid are factory preset and
cannot be individually rebuilt.
Bleeddown Solenoid
Each time the keyswitch is turned OFF, with the truck
stopped, it energizes the steering system bleed down
solenoid (6, Figure 4-3 & 27, Figure 4-5). When the
bleed down solenoid is energized, all hydraulic steer-
ing pressure, including the accumulators, is bled
back to the hydraulic tank. Brake pressure however,
will not bleed down due to internal check valves in
the brake manifold and bleeddown manifold check
valve (see schematic, Figure 4-5).
After approximately 90 seconds, the solenoid will de-
energize to close the return port to tank. By this time
all the oil in the accumulators should be returned to
tank. At start-up, the steering circuit will be charged,
including the brake circuit. The low steering pressure
light and buzzer will turn on until steering pressure
reaches 2300 psi (15.9 MPa). This is controlled by
the low steering pressure switch (7, Figure 4-3).
During operation, if steering pressure falls below
2300 psi (15.9 MPa), the low steering pressure warn-
ing light will illuminate until pressure returns to nor-
mal.
FIGURE 4-3. BLEEDDOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. Test Port (TP2)
5. To Brake System
6. Steering Accumulator Bleed Solenoid
7. Low Steering System Pressure Switch
8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 600 psi (4.1 MPa) (8)
13. Relief Valve, 4000 psi (28.0 MPa) (4)
14. Autolube Pump Supply Port
15. Hoist Up Limit Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Pilot Operated Check Valve
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port
1. Steering Accumulator Bleeddown Solenoid
2. Relief Valve, 600 psi (4.1 MPa)
4. Hoist Limit Solenoid
6. Return to Tank
7. Pressure Test Port (TP3)
8. From Hoist Pilot Valve, Power Down
9. From Hoist Pilot Valve, Power Up
10.Check Valve
11.Check Valve
12.Supply to Brake System
13.Pressure Test Port (TP2)
14.Steering System Pressure Switch
15.Check Valve
16.To Hoist Valve, Power Down
17.To Hoist Valve, Power Up
18.Auxiliary Power Supply Port
19.Inlet from Steering Pump
Relief Valves
The 4000 psi (28.0 MPa) relief valve (3, Figure 4-4) is
located in the bleeddown manifold. This relief valve
limits the hydraulic supply pressure to the steering
and brake circuits to 4000 psi (28.0 MPa).
The 600 psi (4.1 MPa) relief valve (2, Figure 4-4) pro-
vides maximum pressure protection for the oil return-
ing to the hydraulic tank.
Hoist Limit Solenoid
The body-up limit solenoid is a 3-way valve, activated
by the hoist limit switch (refer to Section D for addi-
tional information) when the hoist cylinders approach
the maximum extension limit. When activated, the
solenoid will close the power up pilot line to the hoist
valve from the hoist pilot valve mounted in the
hydraulic cabinet.
Pilot operated check valve (30, Figure 4-5) is opened
by the power down pilot pressure line (19) to allow oil
in the raise port to bypass the body-up limit solenoid
(24) for the initial power down operation while the
solenoid is activated by the hoist limit switch.
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switches.
Accumulators
The two steering accumulators (3, Figure 4-1) are a
bladder type accumulator with a capacity of 16.5 gal-
lons (62 liters) each. The accumulators are charged
to 1400 psi (9.7 MPa) with pure dry nitrogen using
the charging valve located on the top end.
Oil entering the accumulators compresses the nitro-
gen located inside the bladder. The nitrogen pres-
sure increases directly with steering circuit pressure.
When steering circuit pressure reaches 3025 psi
(20.9 MPa) the unloader valve will unload the pump.
The accumulators will contain a quantity of oil under
pressure and held by check valves in the bleeddown
manifold, available for steering the truck. When sys-
tem pressure drops to 2750 psi (19.0 MPa) the pump
output will again increase, to refill the accumulators
and increase steering system pressure. The accumu-
lators also provide oil, for a limited period of time, to
be used in case the pump becomes inoperative.
Low Precharge Warning Switch
Pressure switches located in the top of each accu-
mulator monitor nitrogen pressure and are used to
activate the accumulator precharge warning light if
the nitrogen pressure drops below 1100 psi (7.6
MPa).
The switches monitor nitrogen pressure when the
key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
lamp turns on - a latching circuit prevents the warn-
ing lamp from turning off when the engine is started
and steering system pressure compresses the nitro-
gen remaining in the accumulator.
Do not operate the truck with less than 1100 psi
(7.6 MPa) nitrogen precharge in the accumulator.
Low nitrogen pressure may not provide an ade-
quate supply of steering system oil in some
emergency conditions. If the low precharge warn-
ing light remains on, check accumulator pre-
charge pressure and recharge if necessary.
High Pressure Filter
The high pressure filter (9, Figure 4-1) filters oil for
the steering and brake circuits.
If the filter element becomes restricted, a warning
indicator is activated at 40 psi (276 kPa) differential
and oil will bypass the element at 50 psi (345 kPa)
differential.
Refer to Section L9 for further information regarding
hydraulic system filters and maintenance proce-
dures.
Quick Disconnect Ports
Ports on the bleeddown manifold allow service per-
sonnel to connect an external hydraulic supply to
allow operation of the truck steering and service
brake systems if the steering/brake pump, engine
etc. is not operational.
The external supply is connected to port 24, Figure
4-3 and the return is connected to port 25. This fea-
ture should only be used for emergency use to allow
operation of the truck to return to the shop for service
or move the truck out of haul road traffic.
Flow Amplifier
Flow amplifier (4, Figure 4-1, & Figure 4-6) is located
on the left frame rail forward of the accumulators and
is used in the steering circuit to provide the high vol-
ume of oil required for the steering cylinders.
The flow amplifier uses the amount of flow from the
steering control unit to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet (Pump)
2. Steering Pump Pressure Test Port (TP2)
3. Steering Accumulator
4. APU Port
5. Pressure Feedback (to Steering Pump)
6. Steering Pressure Switch
7. (Not Used)
8. Radiator Shutters (If installed)
10. Brake Circuit Supply
11. Steering Accumulator
12. Steering Circuit Supply to Flow Amplifier
13. Quick Disconnect, Supply Port
14. Steering Circuit Return From Flow Amplifier
15. Quick Disconnect, Return Port
16. Spare Return Port
17. Autolube Pump Supply
18. Hoist Pilot Return
19. Hoist Pilot Power Down
20. Hoist Pilot Power Up
21. Tank Return Port
22. Hoist Power Up
23. Hoist Power Down
24. Hoist Up Limit Solenoid
26. Cavity Plug
29. Pilot Operated Check Valve (7, 11)
31. Test Port (TP3)
FIGURE 4-6. FLOW AMPLIFIER VALVE
FLOW AMPLIFIER SYSTEM OPERATION
Refer to figures 4-7 through 4-10 for oil flow paths
during the following conditions:
Neutral
Steering Left
Steering Right
External shock load
No Steer
(Refer to Figure 4-7):
High pressure oil from the steering pump and steer-
ing accumulators is available through the steering
bleeddown manifold to the HP port on the flow
amplifier assembly.
Upon entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port
P through a hose to port P on the steering control
unit. In the steering control unit, it goes to a closed
area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 500 psi (3.5
MPa), the spool moves, compressing its spring and
closes off oil supply through area A resulting in high
pressure at PP, but only 500 psi (3.5 MPa) at the
amplifier spool and steering control unit.
FIGURE 4-7. FLOW AMPLIFIER - NO STEER
Steering Left
When the operator turns the steering wheel left, the
steering control unit is opened to allow oil coming in
port P to pass to the gerotor section of the control
unit to turn the rotor. Oil in the other side of the gero-
tor flows through other passages in the control unit
valve and out steering control unit port L. This oil
enters port L of the flow amplifier assembly and
goes to a closed area B in the directional valve.
As pressure in this area builds, it also passes into the
spool through orifice C to the spring area on the
end of the directional valve. The pressure then
moves the spool compressing the springs on the
opposite end. This movement allows the oil entering
area B to pass through the directional valve to area
D of the amplifier valve through sleeve E holes to
a passage between sleeve E and valve F, through
hole G in sleeve E where it initially is blocked by
the valve body.
As pressure builds up in this area, oil also flows from
area D, around the outside of sleeve E, around
pin H, through orifice J to build pressure on the
end of the amplifier valve and opens hole G only
enough to allow the flow of oil coming from the steer-
ing control unit to pass to the control area of the
directional valve.
At the same time, the movement of sleeve E
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
E.
This oil now inside sleeve E pushes valve F
against its spring to give the oil access to a series of
holes K, that are in the same plane as hole G. The
passage of oil through holes K past the valve body
is metered by holes K being opened the same pro-
portion as is hole G. The number of holes K (7) in
sleeve E determine the amount of additional oil that
is added to the steering control unit oil passing
through hole G.
This combined oil going to the center area Q of the
directional valve passes out port CL of the flow
amplifier assembly and travels to the steering cylin-
ders to steer the front wheels to the left. As the cylin-
ders move, oil is forced to return out the opposite
ends, enter port CR of the flow amplifier assembly,
pass through the directional valve to area M,
passes through the return check valve N, and exit
port HT to the hydraulic reservoir.
At the steering control unit, when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and
allow the necessary flow and pressure to pass
through the amplifier valve to operate the steering
cylinders.
The flow amplifier valve includes a relief valve in the
priority valve spring area that is used to control maxi-
mum steering working pressure to 2750 psi (19.0
MPa) even though supply pressure coming in to port
HP is higher. When 2750 psi (19.0 MPa) is
obtained, the relief valve prevents the LS pressure
from increasing and thereby allows the priority valve
to compress the spring enough to close off the area
A when 2750 psi (19.0 MPa) is present.
FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of
the steering control unit.
The oil enters the flow amplifier assembly at port R
and shifts the directional valve the opposite direction.
The oils flow through the amplifier valve exactly the
same. The combined oil from the amplifier valve
passes through the center area Q of the directional
valve to port CR where it goes to the opposite ends
of the steering cylinders to turn the wheels right.
The returning oil comes back through port CL to go
to the tank. The LS oil operates exactly the same as
steer left.
FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER
No Steer, External Shock Load
When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This
creates a hydraulic lock on the steering cylinders to
prevent their movement.
If the tires hit an obstruction to cause a large shock
load to force the wheels to the left, increased pres-
sure will occur in the ends of the cylinders connected
to port CR. The shock and suction relief valve
inside the flow amplifier assembly at port CR will
open at its adjusted setting (3100 psi (21.4 MPa) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
As the cylinders are allowed to move, the other ends
will have less than atmospheric pressure on port
CL. This low pressure permits oil that is escaping
through the CR port relief valve to flow through the
check valve portion of the shock and suction relief
valve connected to port CL. The oil then flows to the
low pressure ends of the cylinders to keep the cylin-
ders full of oil and prevent cavitation. A shock load in
the opposite direction merely reverses the above
procedure.
FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
STEERING PUMP
The steering/brake pump is mounted on the rear of
the hoist system pump. The drive shaft mates with an
internally splined coupling inside the hoist pump
when the pump is bolted in place.
The pump is a pressure compensated piston type
with system operating pressure controlled by an
unloader valve. The pressure compensator is
adjusted to 3325 psi (22.9 MPa). The pump mounted
unloader valve maintains system pressure between
2750 psi (19.0 MPa) and 3025 psi (20.9 MPa).
Oil flow from the pump is routed through a high pres-
sure filter then to the bleeddown manifold valve
where the flow is directed to the steering circuit
(accumulators, flow amplifier, etc.) and to the brake
apply system components mounted in the hydraulic
components cabinet behind the cab.
Operation
Driveshaft (35, Figure 4-11) runs through the center-
line of pump housing (37) and valve plate (48). Cylin-
der barrel (45) is splined to the drive shaft.
Ball bearing (33) supports the outboard end of the
driveshaft and a bushing type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Pumping pistons (44) in the cylinder bar-
rel are held against swashblock (28) by shoe retainer
(17). The shoe retainer is held in position by the ful-
crum ball (40) which is forced outward by retainer
springs (13). The springs act against the pump cylin-
der barrel (45) forcing it against the valve plate while
also forcing the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped sad-
dle bearings (21). The cradle is swiveled by the con-
trol piston (14).
High Altitude Operation
The steering pump on later model trucks incorpo-
rates an adjustable stroke control device (25, Figure
4-11). If the truck is operating at high altitude loca-
tions (10, 000 feet (3,050 meters) above sea level or
greater), it may be necessary to adjust the pump
stroke to reduce oil flow to eliminate pump cavitation
problems.
FIGURE 4-11. STEERING PUMP
1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop
Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assy.
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53. Cap
PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-12) controls the angle of
the swashblock (4). When control piston moves to
the full right position, the pump is at maximum pump-
ing capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes ride against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port A) and
right (port B) crescent shaped ports in the valve
plate. While connected to left side (suction) port A,
each piston moves outward, drawing fluid from port
A into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:
Figure 4-13 shows that the position of the control pis-
ton (1) is near the center of its travel. The swash-
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
Neutral Position:
Neutral position (Figure 4-14) results when the con-
trol piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the cres-
cents in the valve plate and subsequently no delivery
from pump ports.
FIGURE 4-12. PUMP AT FULL VOLUME
FIGURE 4-13. PUMP AT HALF VOLUME
FIGURE 4-14. PUMP IN NEUTRAL POSITION
Steering Pump
Figure 4-15 shows the steering pump and the loca-
tion of the pressure control adjustments and stroke
(flow) adjuster.
Note: Stroke adjuster (3, Figure 4-15) is set at the
factory to provide maximum pump flow and
adjustment is not normally required. If the truck is
operated at high elevations, 10,000 ft. (3,050 meters)
above sea level or more, it may be necessary to
readjust the stroke control to reduce pump flow to
prevent pump cavitation under certain conditions. If
the truck is operating at high altitude and problems
are experienced, consult your Komatsu service
representative for adjustment procedures.
Figure 4-16 shows the schematic of the pump and
the pressure control valves.
1. Outlet Port
2. Case Drain
3. Stroke Adjuster
4. Unloader Valve
Press. Adjust
5. Compensator Press.
Adjust
6. 4-Way Valve
7. GPA Test Port
8. GP2 Test Port
9. ACC Port
FIGURE 4-15. PUMP ASSEMBLY
FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC
1. 4-Way Valve
2. Unloader Control Block
3. ACC Port
4. Pressure Compensator
Control Block
5. Case Drain
6. GP2 Port
7. GP4 Port
8. GPA Test Port
NOTES
L05029 Steering Control Unit L5-1
SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
STEERING CONTROL UNIT REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Cleaning and Inspection - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Assembly - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L5-2 Steering Control Unit L05029
NOTES
STEERING CONTROL UNIT
Removal.
applying pressure. Hydraulic fluid escaping
under pressure can have sufficient force to enter
a person's body by penetrating the skin and
cause serious injury and possibly death if proper
medical treatment by a physician familiar with
this injury is not received immediately.
1. Turn keyswitch Off and allow 90 seconds for
the accumulators to bleed down. Turn steering
wheel to ensure no oil remains under pressure.
2. Remove capscrews and lockwashers securing
the steering control unit access cover in place
(Access cover is located on the front side of the
operator's cab.) Remove access cover.
NOTE: Clean the steering control unit and surround-
ing area carefully to help avoid contamination of
hydraulic oil when lines are opened..
3. Tag all hydraulic lines for proper identification
during installation. Disconnect hydraulic lines
(3, 4, 5, 6, & 7, Figure 5-2) at steering control
unit (2) ports and plug.
4. Remove the four mounting capscrews (10, Fig-
ure 5-1), flatwashers and lockwashers. Remove
the steering control unit (7).
5. Place the steering control unit in a clean work
area for disassembly.
Spline Inspection
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean splines on steering column
shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 0.950 in. (24.13 mm)
3. If splines are worn more than minimum diame-
ter specification, replace steering column.
(Refer to Section N.)
INSTALLATION
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lock Washer
7. Steering Control Unit
8. Bracket L.H.
9. Bracket R.H.
10. Capscrew
11. Lock Washer
1. Brake valve
3. "LS" Port Hose
4. "L" Port Hose
5. "T" Port Hose
6. "P" Port Hose
7. "R" Port Hose
Serious personal injury to the operator or to any-
one positioned near the front wheels may occur if
a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, hydrau-
lic steering lines should be checked for correct
hook-up before starting the engine.
Installation
1. Lubricate splines of steering column shaft with
a molybdenum disulphide or multi-purpose
NLGI grease.
2. Move steering control unit into position and
align with steering column shaft splines. Secure
the steering control unit in place using four cap-
screws, flatwashers and lockwashers.
3. Check for proper steering wheel rotation without
binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. If necessary,
adjust steering unit and/or steering column to
realign column and control unit.
After servicing the steering control unit, hydrau-
lic steering lines should be checked for correct
hook-up before starting the engine.
4. Tighten all capscrews to standard torque.
Unplug and attach hydraulic lines to their proper
ports. Refer to Figure 5-2 for port locations.
5. Start engine and check for proper steering func-
tion and any leaks.
6. Replace access cover and secure in place with
capscrews and lockwashers.
STEERING CONTROL UNIT REBUILD
Disassembly
The steering control unit is a precision unit
manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to insure initial lubrication.
1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
3. Remove end cover capscrews and washers.
Remove capscrew with rolled pin (3, Figure 5-
4). Mark hole location of capscrew with rolled
pin on end cover to facilitate reassembly.
FIGURE 5-3. VALVE PORT IDENTIFICATION
1. Steering Control
Valve
"T" - Return to Tank
"P" - Supply from Pump
"L" - Left Steering
"R" - Right Steering
"LS" - Load Sensing
FIGURE 5-4. MARKING VALVE COMPONENTS
1. Valve Assembly
2. Match Marks
3. Capscrew With
Rolled Pin
4. End Cover
4. Remove end cover (4) and O-ring (2, Figure 5-
5).
5. Remove outer gear of gear wheel set (1) and O-
ring between gear set and distribution plate.
6. Lift inner gear off cardan shaft.
7. Remove cardan shaft (11, Figure 5-7), distribu-
tion plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool
and sleeve vertical, carefully lift spool assembly
out of housing bore.
If housing is not vertical when spool and sleeve
are removed, pin (9) may slip out of position and
trap spools inside housing bore.
10. Remove O-ring (5), kin ring (6) and bearing
assembly (7).
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
12. Press the neutral position springs (10) out of
their slot in the inner spool.
13. Remove the dust seal (2, Figure 5-6) using a
screwdriver. Take care not to scratch or dam-
age the dust seal bore.
Cleaning and Inspection - Steering Control Unit
1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.
FIGURE 5-5. END COVER REMOVAL
1. Gear Wheel Set 2. O-Ring
FIGURE 5-6. DUST SEAL REMOVAL
1. Screwdriver
2. Dust Seal
3. Housing
FIGURE 5-7. STEERING CONTROL VALVE
1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral Position
Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O- ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
19. End Cover
20. Washers
21. Rolled Pin
22. Capscrew With Pin
23. Capscrews
Assembly - Steering Control Unit
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool
and three holes in the sleeve. These must be
opposite each other on assembly so that the holes
are partly visible through the slots in the spool, refer
to Figure 5-8.
1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Fig-
ure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver.
3. Push two curved neutral position springs in
between one side of the screwdriver blade and
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install the cross pin (9, Figure 5-7).
FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
1. Slots
2. Hole
3. Spool
4. Sleeve
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION
6. With neutral position springs (7, Figure 5-10)
centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer
on the rear bearing must be facing away from
the bearing.
7. Place the dust seal (1, Figure 5-7) in position.
Using a flat iron block over the seal, tap into
position.
8. Position the O-ring and kin ring on the spool.
9. Position the steering unit with the housing hori-
zontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-11.
Cross pin must remain horizontal when spool
and sleeve are pushed into bore to prevent pin
from dropping out of spool.
FIGURE 5-10. BEARING INSTALLATION
1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race (with
chamfer)
5. Thrust Bearing
6. Bearing race
7. Neutral Position
Springs
FIGURE 5-11. SPOOL INSTALLATION
1. Housing 2. Spool Assembly
10. Install the check ball in the hole shown in Figure
5-12. Install threaded bushing and lightly
tighten.
11. Grease the housing O-ring (3) with Vaseline
and install in the housing groove.
12. Install the distribution plate (15, Figure 5-7) with
plate holes matching the corresponding holes in
the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using capscrews (23) and
washers (20).
18. Install capscrew with pin (22) into proper hole.
19. Tighten cover capscrews in a criss-cross pat-
tern to 2 0.4 ft. lbs. (3 0.5 N.m) torque.
FIGURE 5-12. CHECK BALL INSTALLATION
1. Check Ball hole
2. Check Ball
3. O-Ring
4. Housing
NOTES
L06028 Steering Circuit Component Repair L6-1
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
FLOW AMPLIFIER REBUILD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Cylinder Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
L6-2 Steering Circuit Component Repair L06028
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-19
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-30
STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE
component connection until engine is stopped
and keyswitch has been off for at least 90 sec-
onds. Hydraulic fluid escaping under pressure
can have sufficient force to enter a person's body
by penetrating the skin and cause serious injury
and possibly death if proper medical treatment
by a physician familiar with this injury is not
received immediately.
Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace with
a new one.
1. Perform normal truck shutdown procedures.
Turn keyswitch OFF and allow 90 seconds for
the accumulators to bleed down. Manually
bleed brake system accumulators using the
needle valves located in the hydraulic compo-
nents cabinet.
2. Remove the protective cover from the manifold.
Disconnect wires at solenoids (6 & 15, Figure 6-
1) and pressure switch (7).
3. Disconnect, identify and plug each hydraulic
line to prevent contamination.
4. Remove mounting capscrews and remove the
bleed down manifold. Clean exterior of manifold
before starting disassembly. The weight of the
valve is 375 lbs (170 kg).
Installation
1. Position the bleeddown manifold on the truck.
The weight of the valve is 375 lbs (170 kg).
Tighten the capscrews to standard torque.
2. Unplug lines and attach. Tighten connections
securely. Install new O-rings at flange fittings.
3. Attach electrical leads to solenoids and pres-
sure switch. If check valves or relief valves were
removed, replace using new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check steering and brakes systems.
5. Reinstall protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset or repair if relief valves are defective.
Replace as a unit. The check valves are also
replaced only as units.
4. Test Port
5. To Brake System
7. Steering System Pressure Switch
8. Supply To Flow Amp
9. Return From Flow Amp
14. Auto Lube Pump Supply Port
15. Hoist Up Solenoid Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve (7,11)
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)
6. Return to Tank
8. From Hoist Pilot Valve, Power Down
9. From Hoist Pilot Valve, Power Up
10. Check Valves
11. Check Valves
12. Supply to Brake System
15. Check Valve
18. Auxiliary Power Supply Port
19. Inlet from Steering Pump
FLOW AMPLIFIER
Removal
applying pressure.
immediately.
1. Perform normal truck shutdown procedures.
Turn key switch OFF and allow 90 seconds for
the accumulators to bleed down.
2. Disconnect, plug, identify, and tag each hydrau-
lic line.
3. Support the flow amplifier valve and remove the
mounting capscrews. Remove the valve. The
weight of the valve is 64 lbs. (29 kg).
4. Move the valve to a clean work area for disas-
sembly.
Installation
1. Support the flow amplifier and move into posi-
tion. The weight of the valve is 64 lbs. (29 kg).
2. Install mounting capscrews and tighten to stan-
dard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings
securely. Use new O-rings on the flange fittings.
FLOW AMPLIFIER REBUILD
The flow amplifier valve is a precision unit manufac-
tured to close tolerances. Therefore complete cleanli-
ness is a must when handling the valve. Work in a
clean area and use lint free wiping materials or dry
compressed air. Use a wire brush to remove foreign
material and debris from around the exterior of the
valve before disassembly. Clean solvent and type C-
4 hydraulic oil should be used to insure cleanliness
and initial lubrication.
1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
9. (Not Used)
10. O-ring
11. O-ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing
15. Counterpressure Valve (Complete)
16. O-ring
17. Plug
18. Plug
19. Seal
20. Stop
21. Spring
22. Spring
23. Spring Control
24. Orifice Screw
25. O-ring
26. Shock/Suction Valve (Complete)
27. Main Spool
28. O-ring
29. Spring Control
30. Spring
31. Spring
32. Spring Stop
33. Orifice Screw
34. Capscrews
35. Capscrew
36. Lockwasher
37. Lockwasher
38. O-rings
39. Cover
40. O-rings
41. (Not Used)
42. Stop
43. Spring
44. Spool
45. Orifice Screw
46. Name Plate
47. Check Valve
48. Orifice Plug
49. Spring
50. Pins
51. O-ring
52. Spring
53. Amplifier Spool Assembly (Complete)
54. Relief Valve Assembly
55. Seal
Disassembly
1. Remove counterpressure valve plug (17, Figure
6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove plug (18) and seal (19). Using an 8
mm hex allen head wrench, remove the relief
valve assembly (54). Remove steel seal (55).
3. Remove capscrew (35) and capscrews (34)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (36 & 37).
Remove end cover (39).
4. Remove spring stop (42) and spring (43).
Remove spring stop (32) and springs (30 & 31).
Remove O-rings (38 & 40).
5. Remove spring control (29) and main spool
(27). Remove priority valve spool (44). Remove
spring control (23), springs (21 & 22) and spring
stop (20).
6. Remove amplifier valve spool assembly (53).
Set amplifier valve spool assembly aside for fur-
ther disassembly, if required.
7. Remove shock and suction valve (26). Set
shock and suction valve aside for further disas-
sembly, if required.
8. Remove capscrews (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8). Remove spring (52).
10. Remove shock and suction valve assembly
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (45). Remove check
valve (47).
NOTE: If further disassembly is required for the
shock and suction valves refer to Figure 6-4.
NOTE: The flow amplifier valve is equipped with two,
identical shock and suction valves. The shock and
suction valves are only serviced as complete valve
assemblies. O-rings 1 & 3, Figure 6-4 are
replaceable. Check valve (47, Figure 6-3) and
counterpressure valve (15) are also serviced only as
assemblies.
NOTE: Disassembly of the amplifier spool assembly
is only necessary should O-ring (2, Figure 6-5),
spring (9) or orifice plug (11) require replacement.
Otherwise, replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
Steps 12 & 13.
12. Remove retaining ring (7, Figure 6-5), remove
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unscrew check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements necessary.
1. O-Ring
2. Pilot Section
3. O-Ring
FIGURE 6-4. SHOCK & SUCTION VALVE
ASSEMBLY
Assembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to Steps 12 & 13, and Fig-
ure 6-5 under disassembly.
3. Install orifice screw (13, Figure 6-3). Tighten ori-
fice screw to 4 in. lbs. (.5 N.m) torque.
4. Install check valve (47). Tighten check valve to
8 in. lbs. (1 N.m) torque.
5. Install orifice screw (45). Tighten orifice screw
to 8 in. lbs. (1 N.m) torque.
6. Install seal (55) and relief valve assembly (54).
Install seal (19), and plug (18). Tighten plug to
22 in. lbs. (2.5 N.m) torque.
7. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 26)
as complete units. Install spring stop (20)
springs (21 & 22) and spring control (23). Install
orifice screws (24 & 33) if removed from main
spool (27). Install main spool (27).
9. Install amplifier spool assembly (53). Install pri-
ority valve spool (44) and spring (43). Install
spring (52).
10. Install spring control (29), springs (30 & 31) and
spring stop (32).
11. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5). Install end
cover (5). Install capscrews (3) with lockwash-
ers (4). Tighten capscrews to 2 ft. lbs. (2.7
N.m) torque. Install capscrew (1) and lock-
washer (2). Tighten capscrew to 6 ft. lbs. (8
N.m) torque.
12. Lubricate O-rings (38 & 40) with molycote
grease and install on cover (39). Install end
cover (39). Install capscrews (34) with lock-
washers (37). Tighten capscrews to 2 ft. lbs.
(2.7 N.m) torque. Install capscrew (35) with
lockwasher (36). Tighten capscrew to 6 ft. lbs.
(8 N.m) torque.
13. To prevent contamination, fit plastic plugs to
each open valve port.
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Plug
STEERING CYLINDERS
Figure 6-6 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and instal-
lation instructions.
applying pressure.
immediately.
1. Steering Cylinder
2. Tie Rod
3. Capscrew
4. Locknut
5. Bearing Retainer
6. Capscrew
7. Lockwashers
8. Retainer
9. Mount Bracket
(Frame)
10. Bearing Spacer
11. Bearing
12. Pin
13. Hardened Washer
FIGURE 6-6. STEERING CYLINDER MOUNTING
Disassembly
1. Remove capscrews (9, Figure 6-7) and pull rod
(10) and gland (8) out of cylinder housing (1).
2. Remove locknut (2) and piston (3). Remove pis-
ton bearing (4) and piston seal (5) from piston.
3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove rod seal (12)
and rod wiper (11). Remove Bearing (13).
4. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
Clean all parts with fresh cleaning solvent and
lubricate with clean Type C-4 hydraulic oil.
Piston Seal & Bearing Installation
1. Install new piston seal (5, Figure 6-7) on piston
(3) as follows:
a. Heat piston seal assembly (5) in boiling
water for 3 to 4 minutes.
b. Remove piston seal from water and assem-
ble on piston. DO NOT take longer than 5
seconds to complete as seal will take a per-
manent set. The piston bearing (4) may be
used to position seal assembly in groove.
Apply pressure evenly to avoid cocking seal.
c. If the seal has taken a slightly larger set
(loose on piston) a belt type wrench or simi-
lar tool can be used to compress the O.D. of
the seal until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.
Cylinder Assembly
1. Install new bearing (13, Figure 6-7), rod seal
(12), rod wiper (11), backup ring (7) and O-ring
(6) in gland (8).
2. Push rod (10) through top of gland, slowly
advancing rod over rod seal and rod wiper.
3. Install piston assembly (3) on rod. Secure pis-
ton to rod with locknut (2). Tighten locknut to
4. Carefully install rod and gland assembly into
cylinder (1). Insure backup ring and O-ring are
not damaged during installation of gland.
5. Install capscrews (9). Tighten capscrews evenly
Test
After cylinder assembly rebuild, perform the following
tests to verify performance is within acceptable limits.
1. Piston leakage must not exceed 1 in
3
/min. (1.6
cm
3
/min.) at 2500 psi (17.5 MPa), port to port.
2. Rod seal leakage must not exceed 1 drop of oil
in 8 cycles of operation.
3. Piston break-away force should not exceed 100
psi. (69 kPa).
1. Housing
2. Locknut
3. Piston
4. Piston Bearing
6. O-Ring
7. Backup Ring
8. Gland
9. Capscrew
10. Rod Structure
11. Rod Wiper
12. Rod Seal
13. Bearing
FIGURE 6-7. STEERING CYLINDER ASSEMBLY
STEERING AND BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
applying pressure.
immediately.
1. Perform normal truck shutdown procedure.
Turn keyswitch Off and allow 90 seconds for
the accumulators to bleed down. Turn the steer-
ing wheel to be sure no oil remains under pres-
sure.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valve between the tank
and steering pump can be closed, eliminating the
need to completely drain the tank.
2. Drain the hydraulic tank by use of the drain
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 250
gal. (947 L) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3 micron
filtering system available for refill.
3. Disconnect the suction line and outlet (7, Figure
6-8) at the steering pump (5). Disconnect and
cap pump case drain line from fitting at top of
pump housing. Plug all lines to prevent oil con-
tamination.
The steering pump weighs approximately 250 lbs
(113 kg). Use a suitable lifting device capable of
handling the load safely.
4. Support the steering pump and the rear section
of the hoist pump. Remove mounting cap-
screws and rear support bracket (6). Remove
the four pump mounting capscrews (4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
(3) and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
Installation
1. Install a new O-ring on pump mounting flange.
2. Make certain the steering pump splined coupler
is in place (inside hoist pump) prior to steering
pump installation.
The steering pump weighs approximately 250 lbs
1. Hoist Pump Outlet
Hoses
2. Pump Mount
Capscrews
3. Hoist Pump
4. Pump Mount
Capscrews
5. Steering/Brake
Pump
6. Pump Mount Bracket
7. Outlet To Filter
FIGURE 6-8. STEERING PUMP REMOVAL
3. Move the steering pump into position. Engage
steering pump shaft with hoist pump spline cou-
pler.
4. Install rear support bracket (6, Figure 6-8) with
capscrews. Do not tighten capscrews at this
time.
5. Align capscrew holes and install steering pump
mounting capscrews (4). Tighten mounting cap-
screws to standard torque. Tighten rear support
6. Remove plugs from pump inlet and outlet ports.
Remove caps from inlet and outlet lines and
install to steering pump using new O-rings.
Tighten capscrews securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7).
7. Remove case drain fitting from top of pump
housing and add clean C-4 oil to pump through
opening until steering pump housing is full. This
may require 2 - 3 qt. (2 - 3 L) of oil.
8. Uncap the case drain line, connect to steering
pump fitting and tighten case drain line.
9. Replace hydraulic filter elements. Refer to
Hydraulic Filters, Section L9.
NOTE: Use only Komatsu filter elements, or ele-
ments that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. Open shut-off valve in steering pump suction
line completely.
11. With the body down and the engine shut-off, fill
the hydraulic tank with clean C-4 hydraulic fluid
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
12. With suction line shut-off valve open, loosen
suction (inlet) hose capscrews (at the pump) to
bleed any trapped air. Tighten hose connection
If trapped air is not bled from steering pump,
possible pump damage and no output may
result.
13. If required, top-off the oil level in the hydraulic
tank, to the level of the upper sight glass.
14. In the hydraulic components cabinet, open both
brake accumulator needle valves completely to
allow the steering pump to start under a
reduced load.
15. Move the hoist pilot control valve to the Float
position.
16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
Do not allow the engine to run with the needle
valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
DO NOT start any hydraulic pump for the first
time after an oil change, or pump replacement,
with the truck dump body raised. Oil level in the
hydraulic tank may be below the level of the
pump(s) causing extreme pump wear during this
initial pump start-up.
17. Shutdown the engine. Fully close both brake
accumulator needle valves in the hydraulic
components cabinet.
18. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not at the upper sight glass, follow
service manual instructions for filling/adding oil.
19. Start engine and check for proper pump opera-
tion. If necessary, refer to Steering Circuit
Checkout Procedure in Section L10, or Trouble
Shooting Chart at the end of this section.
Disassembly
When disassembling or assembling pump,
choose a work area where no traces of dust,
sand or other abrasive particles which could
damage the unit are in the air. Do not work near
welding, sand-blasting, grinding benches and the
like. Place all parts on a CLEAN surface. To clean
parts which have been disassembled, it is impor-
tant CLEAN solvents are used. All tools and
gauges should be clean prior to working with
these units and new, CLEAN and threadless rags
used to handle and dry parts.
1. Drain off excess hydraulic oil from pump inlet
and discharge ports. It may be necessary to
loosen the four valve plate capscrews (8, Figure
6-11) pull back on valve plate to allow fluid to
seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
disassemble all components.
Control Piston Group
3. Remove the two large plugs (24, Figure 6-9)
with O-rings (25) from both sides of pump.
4. Control piston (11, Figure 6-10) must be in the
neutral position. Control link pin (16) should be
centered in the plug opening.
5. Using appropriate snap ring pliers, remove
retaining rings (14) from both sides of the pin
and remove control link washers (15).
6. For handling purposes, insert a 1/4-20 UNC
capscrew into the threaded end of the control
link pin (16).
7. Using a brass rod and hammer, tap on end
opposite the capscrew to remove control link
pin.
Stroke adjuster assembly (items 12, 13, 14, 15
and 16, Figure 6-9) MUST be removed BEFORE
further disassembly of control piston.
8. Without disturbing jam nut (16, Figure 6-9),
unscrew gland (15) and remove stroke adjuster
as a complete assembly.
9. Back out capscrews (1, Figure 6-11), then
remove cap (4).
10. Remove bias control spring (1, Figure 6-10).
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist
(lifting lug holes are provided) and remove four
capscrews (8) from valve plate.
12. Remove valve plate from pump housing by tap-
ping away from the housing with a mallet until
valve plate pilot diameter disengages from the
case 0.25 in (6.35 mm).
13. With the weight of the valve plate still sus-
pended from the overhead hoist, slide valve
plate back until it disengages from driveshaft
and set valve plate aside. Care must be taken
not to damage the wear face of the valve
plate.
14. To further disassemble control piston assembly,
move control piston (11, Figure 6-10) into
sleeve (4) until control piston maximum stop pin
(8) contacts the sleeve. Use a large mallet to
drive piston and sleeve assembly outward from
the valve plate.
15. When all sleeve seals (5, 6, & 7, Figure 6-10)
are clear of the valve plate, re-extend control
piston. While tipping the assembly enough to
clear the hole, pull the assembly from the valve
plate.
16. Remove pin (18) from control piston by pressing
or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-12) and
remove compensator block (10).
18. Remove capscrews (7, Figure 6-11 ) and cover
plate (9).
1. Shaft
2. Bearing
3. Snap Ring
4. Retainer Ring
5. Lifting Eyes
6. Name Plate
7. Screw, Drive
8. Name Plate
9. Plug
10. O-Ring
11. Plate
12. O-Ring
13. Stem
14. O-Ring
15. Gland
16. Jam Nut
17. Pin
18. O-Ring
19. Pin
20. O-Ring
21. Housing
22. Seal Retainer
23. Elbow Fitting
24. Plug
25. O-Ring
26. Seal
FIGURE 6-9. PUMP, FRONT HOUSING
1. Spring
2. Seal
3. Piston Ring
4. Sleeve
5. Back-Up Ring
6. O-Ring
7. O-Ring
8. Pin
9. Back-Up Ring
10. Cylinder Barrel
11. Control Piston
12. Ball
13. Piston Shoe Assembly
14. Retainer Ring
15. Washer
16. Pin
17. Link
18. Pin
19. Dowel Pin
20. Saddle
21. O-Ring
22. Roll Pin
23. Roll Pin
24. Saddle Bearing
25. Swash Block
26. Cylinder Bearing
27. Retainer
28. Spring
FIGURE 6-10. PUMP, ROTATING GROUP
Rotating Group
The rotating group weighs approximately 30 lbs.
Extreme care must be taken not to damage cylin-
der wear face or cylinder wear plate face, bearing
diameters or piston shoes. Assistance from oth-
ers and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
19. To remove rotating group, firmly grasp the cylin-
der barrel (10, Figure 6-10) and pull assembly
outward until cylinder spline disengages from
driveshaft spline about 2.5 in. (63.5 mm). Once
clear, rotate cylinder barrel a revolution or two
to break any contact between piston/shoe
assemblies (13) and swashblock (25) wear
face.
20. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, pro-
tective surface with piston shoes facing upward.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
22. Piston/shoe assemblies can be removed indi-
vidually or as a group by pulling upward on
shoe retainer (27).
23. Remove fulcrum ball (12).
24. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they
must be returned to that individual bore on
assembly.
25. Remove the two pins (17, Figure 6-9) and pull
the cylinder bearing (26, Figure 6-10) straight
out of the pump housing.
Swashblock Group
26. Remove the two swashblock retaining pins (19,
Figure 6-9), tilt the bottom of the swashblock
(25, Figure 6-10) outward and remove the
swashblock from the pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose; or continue to the next step for fur-
ther disassembly which will make their removal
easier.
Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-9).
Use a mallet on the tail shaft and tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from pump housing.
Use a mallet and tap saddle (20, Figure 6-10)
out from the inside of the pump housing. Saddle
bearings (24) can then be easily removed and
saddle O-ring (21) may also be removed at this
time.
Inspection
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
4. Control piston (11, Figure 6-10) must slide
smoothly in sleeve (4).
5. Linkage to cradle should operate smoothly but
not loosely (with slop). Check piston and bore in
sleeve for signs of scratching or galling. Polish
with fine emery if needed.
Valve Plate Group
6. Closely examine mating faces of valve plate
(11, Figure 6-11) and cylinder barrel (10, Figure
6-10) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will lift
off from the port plate (valve plate) resulting in
delivery loss and damage to the pump. Replace
if necessary.
Rotating Group
7. Check all pump piston assemblies (13, Figure
6-10) for smooth action in their bores.
8. Check piston walls and bores for scratches or
other signs of excessive wear (pistons should
not have more than a few thousandths clear-
ance). Replace if necessary.
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.003 in (0.076 mm).
10. Check end play as follows:
a. Place square end of piston on bench and
hold down firmly. Pull on end of shoe with
other hand and note end play. A good piston/
shoe fit will have no end play, but the shoe
may rotate and pivot on the piston ball.
Inspect each shoe face for nicks or
scratches.
b. Measure shoe thickness (the part held
between retainer (27, Figure 6-10) and cra-
dle. All shoes must be equal within 0.0001 in.
(0.003 mm). If one or more piston/shoe
assemblies (13) needs to be replaced, all
piston/shoes assemblies must be replaced.
c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if nec-
essary.
1. Capscrew
2. O-Ring
3. Plug
4. Cap
5. Back-Up Ring
6. O-Ring
7. Capscrew
8. Capscrew
9. Cover Plate
10. O-Ring
11. Valve Plate
12. Gasket
13. Bearing
FIGURE 6-11. PUMP, REAR HOUSING
Swashblock Group
11. Inspect swashblock (25, Figure 6-10) for
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: The wear face is coated with a gray colored
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental
as long as the metal surface underneath the coating
is not scored or picked-up.
12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace
the saddle bearings if the difference is greater
than 0.004 in (0.102 mm).
13. Check mating surface of swashblock for cracks
or excessive wear. Replace if necessary.
14. Swashblock movement in the saddle and sad-
dle bearing must be smooth.
1. Valve Plate
2. O-Ring
3. O-Ring
4. O-Ring
5. Plug
6. O-Ring
7. Plug
8. O-Ring
9. Orifice (0.062 in.)
10. Compensator Control Block
11. 4-Way Valve
12. Screw
13. Plug
14. O-Ring
15. Orifice (0.032 in.)
16. Compensator
17. Screw
18. Unloader Module
19. O-Ring
FIGURE 6-12. UNLOADER & COMPENSATOR CONTROLS
Driveshaft Group
15. Remove shaft seal (26, Figure 6-9).
16. Check shaft bearing (2) for galling, pitting, bind-
ing or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace
any parts necessary.
Compensator Block and Unloader Module
18. Remove screws (17, Figure 6-12) and separate
unloader module (18) from compensator block
(10).
19. Remove 4-way valve (11) and compensator
(16) from compensator block. Remove all plugs
and orifices (9 & 15). Clean block in solvent;
inspect all passages and orifices for obstruc-
tions.
20. Remove unloader valve from block (18).
Remove plugs and clean block passages. If
unloader is inoperative, replace entire module.
Stroke Adjuster Assembly
21. Measure and record dimension A on stroke
adjuster assembly as shown in Figure 6-13.
22. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
24. Install new O-ring on stem and reassemble to
gland. Adjust stem to gland to dimension A
recorded in Step 21. Tighten jam nut.
Assembly
The procedures for assembling the pump are basi-
cally the reverse order of disassembly procedures.
During assembly, install new gaskets, seals, and O-
rings.
1. Apply a thin film of CLEAN grease or hydraulic
fluid to sealing components to ease assembly. If
a new rotating group is used, lubricate thor-
oughly with CLEAN hydraulic fluid. Apply fluid
generously to all wear surfaces.
Swashblock Group
2. Press or tap roll pin (22, Figure 6-10) into pump
housing (18, Figure 6-9).
3. Press new shaft seal (26) into saddle (20, Fig-
ure 6-10) using an arbor press. Install O-ring
(21) into the groove in the saddle.
4. Press four roll pins (23) into saddle (20) until
they bottom, then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Extreme care should be used not to damage sad-
dle bearing surfaces while installing the saddle
into the pump housing.
5. Use a long brass bar and a mallet (or an arbor
press), to install saddle and bearing assembly
into pump housing. Tap or press ONLY on the
area of the saddle that is exposed between the
saddle bearings (DO NOT tap on bearing sur-
faces). Saddle is fully seated when a distinct
metallic sound is heard when installing saddle
into pump housing.
6. Fasten control link (17, Figure 6-10) to swash-
block (25) using link pin (16) and two retaining
rings (14).
7. Be sure the two dowel pins (19), are pressed
into swashblock (25).
8. Insert swashblock into pump housing until it
engages in saddle bearing and allow swash-
block to settle to its lowest natural position.
9. Retain by installing two swashblock retaining
pins (19, Figure 6-9) and O-rings (20). Once
pinned, make certain swashblock strokes
smoothly in the saddle by pulling firmly on the
free end of control link. 1. Stem
2. O-Ring
3. Gland
4. Jam Nut
FIGURE 6-13. STROKE ADJUSTER ASSEMBLY
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 6-10) will face toward shaft end of pump.
10. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bear-
ing retainer pins (17, Figure 6-9) can be
inserted in the case and into the bearing.
11. Install O-rings (18) on pins (17) and install pins.
12. An arbor press is required to install shaft bear-
ing (2, Figure 6-9) onto driveshaft (1). IMPOR-
TANT - press ONLY on the inner race of the
bearing. Press bearing until it contacts the
shoulder on driveshaft.
13. Use a long 6 in (153 mm) sleeve with an I.D.
slightly larger than the retaining ring I.D. and
press retaining ring (4) towards bearing until it
seats in the groove.
14. Place seal retainer (22) over seal (26) inside the
pump housing (21). Lubricate shaft seal with
clean hydraulic oil.
15. Install entire driveshaft assembly through front
of pump housing. A mallet will be required to
install the driveshaft through shaft seal.
16. Once the driveshaft assembly is fully seated in
the pump housing, install snap ring (3).
Rotating Group
17. Mating surfaces should be greased. Place cylin-
der assembly on clean table with the valve plate
side down.
18. During disassembly, shoe retainer springs were
referenced to individual bores. Assemble rotat-
ing group by inserting shoe retainer springs (28,
Figure 6-10) into the same spring bores located
in cylinder barrel (10) that they came from.
19. Slide fulcrum ball (12) over the nose of the cylin-
der barrel (10).
20. Place shoe retainer (27) over fulcrum ball and
align holes in retainer with corresponding holes
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assem-
blies (13) into corresponding (marked during
disassembly) holes completing the rotating
group.
The assembled rotating group weighs approxi-
mately (30 lbs.). Assistance from others and use
of proper lifting techniques is strongly recom-
mended to prevent personal injury.
21. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing.
22. When installing the rotating group, support the
weight of the cylinder barrel (10, Figure 6-10) as
cylinder spline is passed over the end of drive-
shaft to avoid scratching or damage.
23. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
24. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26). Lifting the
driveshaft slightly helps cylinder barrel and cyl-
inder bearing engagement. Continue pushing
cylinder forward until the piston shoes contact
swashblock (25).
25. At this point, the back of the cylinder barrel
should be located approximately 0.25 in (6.3
mm) inside the back of the pump housing.
26. Install seal and piston ring (2 & 3, Figure 6-10)
into their respective grooves on control piston
(11) using care to assure they are in proper
location.
27. Insert control piston assembly into sleeve (4).
28. While supporting the control piston, press or slip
in pin (8) and secure with cotter or roll pin (18).
29. Order of piston sleeve seal installation starts at
widest end of sleeve.
30. Install backup ring (1, Figure 6-14) and O-ring
(2) and back-up ring (3) in rear most groove on
piston sleeve. Install O-ring (4) and back-up ring
(5) in remaining groove.
NOTE: Be certain that the grooves in Sleeve (4,
Figure 6-10) are at the 12:00 and 6:00 O-clock
positions when inserted into the valve plate.
31. Insert piston and sleeve assembly into valve
plate (11, Figure 6-11). Install O-ring (6) with
back-up ring (5) in seal groove of control cover
cap (4).
32. Insert bias control piston springs (1, Figure 6-
10) into control piston (11). Use four capscrews
(1, Figure 6-11) to fasten control cover cap to
back of valve plate. Tighten capscrews evenly
to 138 ft.lbs. (187 N.m) torque.
33. Install O-ring (10) in rear of valve plate. Use four
capscrews (7) to fasten cover plate (9) over
opening in valve plate.
34. Pull free end of control link (17, Figure 6-10)
toward back of pump housing until the open
hole in the link lines up with open ports on sides
of pump case.
35. Install stroke adjuster assembly (Figure 6-13) to
hold swashblock in place.
Valve Plate Group
36. Be sure driveshaft bearing (13, Figure 6-11) is
in place. Using assembly grease (to hold
desired position), place valve plate gasket (12)
in position on valve plate (11).
37. Support valve plate assembly from an overhead
hoist (lifting lug holes are provided) in prepara-
tion for mating to the pump housing.
38. Assemble one control link retainer ring (14, Fig-
ure 6-10) and one control link washer (15) onto
the threaded hole side of the control link pin
(16). Then thread a 1/4 in - 20 UNC capscrew
into pin to ease holding.
39. Carefully maneuver valve plate assembly, sup-
ported by overhead hoist, over driveshaft and
into pump housing so slot on control piston (11)
engages control link (17).
40. With hole in control piston lined up with hole in
the link, carefully insert control link pin (16).
Care should be taken during this next step to pre-
vent the washer and retaining ring from falling
into pump housing.
41. Install second control link washer (15) and con-
trol link retaining ring (14) onto pin.
42. Once assembled, remove capscrew from pin.
NOTE: The valve plate is a slight press fit into pump
housing. Make sure pilot diameter on valve plate is
aligned with mating diameter on the pump housing
prior to assembly.
43. Insert four capscrews (8, Figure 6-11) and alter-
nately tighten until valve plate is drawn up to the
pump housing. Tighten capscrews evenly to
244 ft.lbs. (330 N.m) torque.
44. Install cover plate (9) with new O-ring (10) and
capscrews (7).
45. Install O-rings (2, 3 and 4, Figure 6-12) in
proper location on top of valve plate. Install
block (10) to valve plate with socket head cap-
screws (12) and tighten to 183 in lbs (20.7
N.m) torque.
46. Install 4-way valve (11), and compensator valve
(16).
47. Install 0.062 in (1.575 mm) diameter orifice (9)
and plug (7) with new O-ring (8) in side of com-
pensator block as shown in Figure 6-11. Install
0.032 in (0.813 mm) diameter orifice (15), plug
(7) and O-ring (8) in top of block.
48. Install remaining plugs with new O-rings.
49. Install unloader module (18) on compensator
block with new O-rings (19) and socket head
capscrews (17). Tighten capscrews to 87 in.
50. Install plugs (9 & 24, Figure 6-9) and O-rings
(10 & 25) in pump housing.
51. Measure pump rotation torque. Rotation torque
should be approximately 15 ft. lbs. (20.4 N.m).
1. Back-Up Ring
2. O-Ring
3. Back-Up Ring
4. O-Ring
5. Back-Up Ring
FIGURE 6-14. O-RING LOCATION ON PISTON
SLEEVE
STEERING ACCUMULATORS
Removal
1. Insure key switch has been OFF for at least 90
seconds to allow accumulator oil to drain back
to tank. Move steering wheel to be certain all
pressurized oil is released.
2. Remove cover (1, Figure 6-15). Disconnect wir-
ing from nitrogen pre-charge pressure switch
(10).
3. Remove charging valve guard and loosen small
hex on charging valve (9) three complete turns.
Depress the valve core until all nitrogen pres-
sure has been relieved.
Make certain only the small swivel hex nut turns.
Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when dis-
charging nitrogen gas.
4. Remove oil line (8) from bottom of the accumu-
lator to be serviced. Plug hoses and cover
opening (non-screw in type) on accumulator to
prevent possible contamination of the system.
The accumulator weighs approximately 380 lbs
5. Attach a lifting device to the accumulator to be
removed.
6. Loosen the mounting clamp (4) capscrews and
remove the mounting clamps.
7. Raise the accumulator until clear of mounting
bracket (7) and move to a clean work area for
disassembly.
Installation
The accumulator weighs approximately 380 lbs
1. Lift accumulator into position on the mounting
bracket (7, Figure 6-15). Accumulator should be
positioned to allow access to charging valve (9).
2. Secure the accumulator to the mounting
bracket using mounting clamps (4), capscrews,
lockwashers and nuts. Tighten capscrews to
standard torque.
3. Connect electrical wiring to pressure switch and
reconnect oil line (8) to the bottom of the accu-
mulator.
4. Precharge both accumulators with pure dry
nitrogen as outlined in Steering Accumulator
Charging Procedure.
5. Check charging valve (9), pre-charge switch
(10) and check valve assembly (11) for leaks
using a soap solution.
1. Cover
2. Front Steering
Accumulator
3. Rear Steering
Accumulator
4. Mounting Clamp
Valve
7. Mounting Bracket
8. Oil Line
9. Charging Valve
10. Nitrogen Pre-charge
Switch
11. Check Valve
FIGURE 6-15. STEERING ACCUMULATORS
Disassembly
1. Once the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only when
using a jaw vise to prevent accumulator from
turning.
2. Remove bleed plug (12, Figure 6-18) on
hydraulic port assembly. Using a spanner
wrench, remove locking ring (10) from the
hydraulic port assembly. Use an adjustable
wrench on the flats located on the port assem-
bly to prevent port assembly from rotating.
3. Remove spacer (9), then push the hydraulic
port assembly into the shell prior to Step 4.
4. Insert hand into the accumulator shell and
remove the O-Ring backup (8), O-Ring (7), and
metal backup washer (6). Separate the anti-
extrusion ring from the hydraulic port. Fold anti-
extrusion ring to enable removal of anti-extru-
sion ring from shell (Figure 6-16).
5. Remove hydraulic port from accumulator shell.
6. Secure bladder valve stem from twisting with an
appropriate wrench applied to the valve stem
flats and remove gas valve manifold (14, Figure
6-18). Then remove nut (5) while still holding
bladder valve stem from turning.
7. Fold bladder and pull out of accumulator shell.
A slight twisting motion while pulling on the
bladder reduces effort required to remove blad-
der from shell (Figure 6-17). If bladder is slip-
pery, hold with a cloth.
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect hydraulic port assembly for damage;
check the poppet plunger to see that it spins
freely and functions properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals.
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager.
Repair of the housing by welding, machining or
plating to salvage a worn area is NOT
APPROVED. These procedures may weaken the
housing and result in serious injury to personnel
when pressurized.
FIGURE 6-16. ANTI-EXTRUSION RING
FIGURE 6-17. BLADDER REMOVAL
Assembly
Assemble the accumulator(s) in a dust and lint
free area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell (4, Figure 6-18) has been cleaned
and inspected, place accumulator shell in vise
or on table.
2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean C-4 hydrau-
lic oil to lubricate and cushion the bladder.
Make sure the entire internal of the shell is lubri-
cated.
3. With all gas completely exhausted from blad-
der, collapse bladder and fold longitudinally in a
compact roll.
4. Insert the bladder pull rod into the valve stem
opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. Slight twisting of bladder will assist in this
insertion.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the valve stem nut (5) by hand. Once the
valve stem nut is in place, remove the bladder
pull rod.
7. Hold bladder valve stem on the flats with a
wrench and tighten nut (5) securely.
8. If removed, install pressure switch (15) into
valve assembly (11) and tighten to 30 4 ft.
lbs. (41 5 N.m) torque. Then install valve
assembly (11) onto gas valve manifold (14) and
tighten to 13 3 ft. lbs. (18 4 N.m) torque.
FIGURE 6-18. ACCUMULATOR ASSEMBLY
1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti-Extrusion Ring
4. Shell
5. Nut
6. Metal Backup Washer
7. O-Ring
8. O-Ring Backup
9. Spacer
10. Locking Ring
11. Valve Assembly
12. Bleed Plug
13. Warning Plate
14. Gas Valve Manifold
15. Pressure Switch
16. O-Ring
9. If removed, install charging valve onto gas man-
ifold (14). Then tighten small hex nut (4, Figure
6-20) on charging valve to 4 ft. lbs. (5.4 N.m)
torque
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut (4, Figure 6-20)
to 10.5 ft. lbs. (14.2 N.m) torque.
b. Loosen small hex swivel nut.
c. Retighten small hex swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque.
d. Again, loosen small hex swivel nut.
e. Finally, tighten small hex swivel nut to 4 ft.
10. Install charging valve cap (1) and tighten finger
tight. Install charging valve cover and tighten
11. Install new O-Ring (16, Figure 6-18) on gas
valve manifold (14). Hold bladder valve stem
with wrench and install gas valve manifold (14)
and tighten securely.
12. Holding the hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay complete assembly inside
the shell.
13. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has
cleared the fluid port opening, place the anti-
extrusion ring on the hydraulic port assembly
with the steel collar facing toward the shell fluid
port.
14. Pull the threaded end of the port assembly
through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
15. Connect nitrogen charging kit to charging valve.
With hydraulic port assembly firmly in place,
slowly pressurize the bladder using dry nitrogen
with sufficient pressure of approximately 40-50
psi (275 - 345 kPa) to hold port assembly in
place so both hands are free to continue with
assembly.
16. Install the metal O-Ring backup washer (6) over
hydraulic port assembly and push into the shell
fluid port to bottom it out on anti-extrusion ring.
17. Install O-ring (7) over hydraulic port assembly
and push it into the shell fluid port until it has
bottomed out against the metal O-Ring backup
washer (6).
Do not twist O-ring.
18. Install O-ring back-up (8) over hydraulic port
assembly an push until it bottoms against O-
ring
19. Insert spacer (9) with the smaller diameter of
the shoulder facing the accumulator shell.
20. Install the locking ring (10) on the hydraulic port
assembly and tighten securely. This will
squeeze the O-ring into position. Use appropri-
ate wrench on flats on port assembly to insure
the unit does not turn.
21. Install bleed plug (12) into the hydraulic port
assembly.
22. Verify all warning labels are attached to shell
and that they are legible. Order and install new
labels as required.
23. Precharge accumulator to 100 - 120 psi (690 -
827 kPa). Refer to Steering Accumulator
Charging Procedure for details. After precharg-
ing, install plastic cover over hydraulic port to
prevent contamination. Do not use a screw-in
type plug.
NOTE: Bladder accumulators should be stored with
100 - 120 psi (690 - 827 kPa) precharge, which fully
expands the bladder, and holds oil against the inner
walls for lubrication and to prevent rust formation.
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 3500 psi (24132 kPa) hydraulic
pressure and nitrogen pressure of 1400 psi (9653
kPa) will be required. A small water tank will be nec-
essary for a portion of the test.
1. Remove charging valve guard (5, Figure 6-19)
and charging valve cap (6).
2. Close bleed valve.
3. Attach gauging assembly to charging valve and
tighten swivel nut (10-15 in.lb) (11.5 -17 cm kg).
4. Hold valve body (6, Figure 6-20) with one
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
open the poppet inside the gas valve.
5. SLOWLY charge accumulator to 100 psi (690
kPa). After 100 psi (690 kPa) is obtained,
charging rate can be increased until fully
charged at 1400 psi (9653 kPa).
6. Tighten swivel nut (4) to close internal poppet
(10-15 in. lb.) (11.5 -17 cm kg).
7. Submerge accumulator assembly under water
and observe for 20 minutes. No leakage (bub-
bles) is permitted. If leakage is present, go to
Step 14.
8. Hold charging valve (6) with a wrench and
remove swivel nut assembly.
9. Replace cap on charging valve (10-15 in. lb.)
(11.5-17 cm kg) and install gas valve guard.
10. Connect a hydraulic power supply to the oil port
on the accumulator. Be sure bleed plug (12,
Figure 6-18) is installed.
11. Pressurize accumulator with oil to 3,500 psi
(24132 kPa). This may take 6-8 gallons of oil.
12. No external oil leakage is permitted.
13. Slowly relieve oil pressure and remove hydrau-
lic power supply. Install plastic cover over
hydraulic port to prevent contamination.
14. If any gas or oil leakage was present, discharge
all nitrogen gas using the charging equipment
and repair as necessary. If there were no leaks
of any kind, then use the nitrogen charging
equipment and adjust nitrogen precharge pres-
sure to 100 - 120 psi (690 - 827 kPa).
15. Verify all warning and caution labels are attached
and legible. Refer to parts book if replacements
are required.
1. Gas Manifold Valve
2. O-Ring
3. Capscrew
4. Lockwasher
5. Guard
6. Cap
7. Flat Gasket
8. Charging Valve
Assembly
9. Pressure Switch
FIGURE 6-19. GAS END COMPONENTS
STEERING ACCUMULATOR CHARGING
PROCEDURE
component until engine is stopped and key
switch has been Off for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulator.
When charging or discharging nitrogen gas in
the accumulator, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and under-
stood.
Only precharge accumulators to 1400 psi (9653
kPa) while installed on the truck. Never handle
accumulator with lifting equipment with a nitro-
gen precharge of 1400 psi (9653 kPa). Always set
precharge to 100 - 120 psi (690 - 827 kPa) before
handling (removing or installing) accumulators.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked/
charged at the same time.
1. With engine shut down and key switch in the
OFF position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to be certain no oil remains in accumula-
tor under pressure.
2. Remove charging valve cover. Open both brake
accumulator bleed down needle valves in the
hydraulic cabinet to bleed off any oil pressure in
the accumulators.
3. Carefully remove bleed plugs (12, Figure 6-18)
from both accumulators.
NOTE: This is done to insure there is no trapped oil
or air inside the accumulator which will affect the
nitrogen precharge pressures.
Nitrogen pressure is present in the accumulator.
Make certain only the small swivel hex nut is
turned during the next step. Turning the com-
plete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
4. Remove charging valve cap (1, Figure 6-20).
Turn small swivel hex nut (4) three complete
turns counterclockwise.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and
accumulator for damage. Replace or repair
items, as necessary, before charging proce-
dure.
6. Connect the nitrogen charging kit to the charg-
ing valves.
a. If the nitrogen precharge is to be bled off,
open the needle valve and slowly bleed off
the pressure.
b. If the precharge is 0 psi, open the regulator
and SLOWLY charge until the bladder is fully
expanded (approximately 100 psi, 690 kPa).
Once the bladder is fully expanded, the
charging rate can be increased.
NOTE: The bladder could be permanently damaged
if it is charged too quickly before it is fully expanded.
c. If the precharge is already above 100 psi
(690 kPa), open the regulator and charge the
accumulator to 1400 psi (9653 kPa).
NOTE: When charging the accumulators, allow
adequate time for the system to fully charge and for
the nitrogen gas temperature to stabilize (10-15
minutes).
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1400 psi
(9653 kPa) continue charging procedure until
pressure is stabilized.
8. Install bleed plugs (12, Figure 6-18). If opened,
close brake accumulator bleed down valves.
9. Remove the charging kit and tighten small hex
nut (4, Figure 6-20) on charging valve to 4 ft.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut (4, Figure 6-20)
to 10.5 ft. lbs. (14.2 N.m) torque.
b. Loosen small hex swivel nut.
c. Retighten small hex swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque.
d. Again, loosen small hex swivel nut.
e. Finally, tighten small hex swivel nut to 4 ft.
10. Install charging valve cap (1) and tighten finger
tight. Install charging valve cover and tighten
11. Operate truck and check steering for normal
operation.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
TROUBLESHOOTING CHART
ACTION
STEERING CIRCUIT
Slow steering, hard steer-
ing or loss of power assist
1. Overloaded Steering Axle
2. Malfunctioning relief valve preventing
adequate system pressure build-up
3. Worn or malfunctioning pump
4. Restricted high pressure filter or suction
strainer
1. Reduce Axle Loading
2. Check system pressure. Adjust
or replace relief valve
3. Replace pump
4. Replace filter element or clean
strainer
Drift - truck veers slowly in
one direction.
1. Rod end of cylinder slowly extends
without turning the steering wheel
2. Worn or damaged steering linkage
1. A small rate of extension may be
normal on a closed center system
2. Inspect and replace linkage if
necessary. Check alignment or
toe-in of the front wheels.
Wander - truck will not stay
in straight line
1. Air in system due to low oil level, pump
cavitation, leaking fitting, pinched
hoses, etc.
2. Loose cylinder piston
3. Broken centering springs (spool valve,
steering valve)
4. Worn mechanical linkage
5. Bent linkage or cylinder rod
6. Severe wear in steering control unit
1. Correct oil supply problem or
bleed air
2. Repair or replace steering cylin-
der
3. Repair or replace steering control
unit
4. Repair or replace
5. Repair or replace defective com-
ponents
unit
Slip - a slow movement of
steering wheel fails to steer
front wheels
1. Leakage of steering cylinder piston
seals
2. Worn steering control unit meter
1. Repair or replace steering cylin-
der
2. Replace steering control unit
Spongy or soft steering
1. Low oil level
2. Air in hydraulic system. Probably air
trapped in cylinders or lines.
1. Service hydraulic tank and check
for leakage
2. Bleed air from system
Erratic steering
1. Air in system due to low oil level, cavi-
tating pump, leaky fittings, pinched
hose, etc.
2. Loose steering cylinder piston
1. Correct condition and add oil as
necessary
2. Repair or Replace steering cylin-
der
Free wheeling - steering
wheel turns freely with no
back pressure. Front
wheels do not steer.
1. Splines of steering column/steering
control unit coupling may be disen-
gaged or damaged
2. No flow to steering control unit;
a. Low oil level
b. Ruptured hose
c. Broken steering control unit gerotor
drive pin
1. Repair or replace steering col-
umn or coupling.
2. Repair as required:
a. Add oil and check for leakage
b. Replace hose
c. Repair or replace steering control
unit
Excessive free play at
steered wheels
1. Broken or worn linkage between steer-
ing cylinder and steered wheels

2. Leaky steering cylinder seals
1. Check for loose fitting bearings at
anchor points in steering linkage
between cylinder and steered
wheels
2. Repair or Replace steering cylin-
der
Binding or poor centering of
steered wheels
1. Binding or misalignment in steering col-
umn or splined coupling and steering
control unit
2. High back pressure in tank can cause
slow return to center. Should not
exceed 300 psi (2068 kPa)
3. Large particles can cause binding
between the spool and sleeve in the
steering control unit
1. Align column to steering control
unit
2. Remove restriction in the lines or
circuit. Check for obstruction or
pinched lines, etc.
3. Clean the steering control unit
and filter the oil. If another com-
ponent has malfunctioned gener-
ating contaminating materials,
flush the entire hydraulic system.
Steering control unit locks
up
1. Large particles in meter section
2. Insufficient hydraulic power
3. Severe wear and/or broken pin
1. Clean the steering control unit.
2. Check hydraulic system pressure
unit
Steering wheel oscillates or
turns by itself
1. Lines connected to wrong ports
2. Parts assembled wrong; steering con-
trol unit improperly timed
1. Check line routing and connec-
tions
2. Reassemble correctly and re-
time control valve
Steered wheels turn in
opposite direction when
operator turns steering
wheel
1. Lines connected to wrong cylinder ports 1. Inspect and correct line connec-
tions
STEERING PUMP
No pump output
1. Air trapped inside steering pump
2. Broken pump drive shaft
3. Excessive circuit leakage
4. No oil to pump inlet
1. Bleed air from pump and/or sys-
tem
2. Inspect hoist and steering pump,
replace drive shaft
3. Check for external leaks, internal
system pressure loss
4. Check hydraulic tank oil level.
Make certain pump inlet shut-off
valve is open.
ACTION
Low pump output
1. Low pump pressure

2. Internal pump wear
3. Restricted inlet

4. Insufficient oil supply

5. High pressure filter restricted
1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves
2. Repair or replace steering pump
3. Make certain shut-off valve is
open. Check suction hose. Clean
tank strainers.
Make certain shut-off valve is
open.
5. Replace filter element
Loss of pressure
1. Defective pressure control

2. Internal steering pump wear
3. Excessive leakage in brake system
valves.
2. Repair or replace pump
3. Inspect brake system and check
pressures
Excessive or high peak
pressure
1. Defective or improperly adjusted pres-
sure control(s)
valves and replace if necessary.
Noise or squeal
1. Low compensator or unloader valve
setting
2. Fluid too cold or viscosity too high
3. Air leak at pump inlet
4. Insufficient inlet oil supply

5. Internal pump damage
1. Check pressure and adjust pres-
sure controls
2. Warm oil before starting or install
proper viscosity oil
3. Inspect inlet hose, connections
and shut-off valve
4. Check hydraulic tank level. Clean
suction strainer. Make certain
shut-off valve is open
5. Repair or replace pump
Erratic pump (load/unload)
cycle
1. Pressure compensator adjusted incor-
rectly or defective
2. Excessive internal leakage in steering
circuit
3. Unloader valve pilot seat damaged
1. Adjust pressure compensator or
repair if necessary.Check
unloader pressure settings.
2. Measure component leakage
rates and replace defective com-
ponents
3. Replace unloader valve module
Excessive heat
1. Excessive system pressure
2. Low hydraulic fluid level
3. Worn steering or hoist pump
1. Adjust system pressures
2. Service hydraulic tank
3. Repair or replace pump(s).
ACTION
FLOW AMPLIFIER
Slow or hard steer
1. Stuck amplifier spool

2. Obstruction in orifice, directional spool

3. Incorrect relief valve pressure setting
1. Disassemble valve, check ampli-
fier spool for damage or obstruc-
tion
2. Disassemble valve, check direc-
tional spool and orifices for dam-
age or obstruction
3. Check and correct relief valve
setting
Free wheeling (no end
stop)
1. Leaking shock and suction relief valve

2. Pressure setting of shock valve too low
1. Disassemble valve, check and
clean shock and suction valves.
Replace valves if necessary.\
2. Adjust pressure settings
Inability to steer (no pres-
sure build-up)
1. Defective steering control unit 1. Repair or replace steering control
unit
Resistance when initially
turning steering wheel
1. Air in LS line
2. Priority valve spring compression weak
3. Obstruction in orifice in LS or PP
port
1. Bleed air from LS line
2. Disassemble flow amplifier.
Replace priority valve spring.
3. Disassemble flow amplifier.
Inspect and clean orifice.
ACTION
NOTES
L07029 Hoist Circuit L7-1
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Inlet Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Spool Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L7-2 Hoist Circuit L07029
NOTES
HOIST CIRCUIT
The following information describes the basic hoist
system circuit as shown in Figure 7-1. Detailed com-
ponent operation is outlined under the individual
component descriptions.
Hydraulic fluid is supplied by a tank (1) located on
the left frame rail. The tanks service capacity is
approximately 250 gal. (947 l). Hydraulic oil is
routed to a tandem gear type pump (2). A second
pump, coupled to the rear of the hoist pump, sup-
plies oil for the steering and brake systems. The
pumps are driven by an accessory drive at the end
of the traction alternator.
Hoist pump output is directed to a pair of high pres-
sure filters (3), mounted to the inboard side of the
fuel tank.
Hydraulic oil from the hoist filters is directed to the
hoist valve (7), mounted above the pumps The hoist
valve directs oil to the body hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
lever connected to the hoist pilot valve (4) located in
the hydraulic components cabinet. A hoist limit sole-
noid (5) located in the bleeddown manifold shifts the
hoist valve out of POWER UP before the hoist cylin-
ders extend to their maximum physical limit.
When the hoist valve is in the HOLD or FLOAT posi-
tion, hoist circuit oil flows to the front (8) and rear (9)
service brakes, cooling the wet disc brakes during
truck operation.
Hydraulic hoses deteriorate with age
and use. Prevent possible malfunc-
tions by inspecting all hoses periodi-
cally. Replace any hose showing
wear, damage or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
11. Quick Disconnect
13. Check Valve
Hydraulic Tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity of the tank is 250 gal. (947 l).
Type C-4 hydraulic oil is recommended for use in the
hydraulic system. Oil used in the hoist circuit flows
through 100 mesh wire suction strainers to the inlet
hoses of the pump. Air drawn into the tank during
operation is filtered by air filters located on the top of
the tank. Oil level can be checked visually at sight
glasses located on the face of the tank.
Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
246 gpm (931 l/m) at 1900 rpm and 2500 psi (17, 235
kPa).
A smaller, piston type, pressure compensated pump
rated at 66 gpm (250 l/m) @ 1900 rpm, coupled to
the hoist pump, supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 2500 psi (17,235 kPa) by
internal relief valves located in the hoist control valve
inlet sections.
High Pressure Filters
Hoist pump output oil is directed to the high pressure
filters, mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted. Flow restriction
through the filter element is sensed by an indicator
switch. This switch will turn on a cab mounted red
warning light to indicate filter service is required. The
indicator light will illuminate when restriction reaches
approximately 40 psi (276 kPa). Actual filter bypass
will result when the filter element restriction reaches
approximately 50 psi (345 kPa).
Hoist Valve
The hoist valve (Figure 7-2) is mounted on a modular
assembly containing the hoist valve, overcenter man-
ifold, and both hydraulic pumps. This assembly is
bolted to brackets attached to the frame rails behind
the main alternator. The hoist valve is a split spool
design. (The term split spool describes the spool
section of the valve.) The hoist valve precisely fol-
lows differential pressure input signals generated by
the hoist pilot valve as the operator moves the hoist
control lever while raising and lowering the dump
body.
Inlet Sections - Hoist Valve
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
Flow control valve and main relief valve
Secondary Low pressure relief valve
Anti-void check valve
Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
cooling circuit unless the body is being raised or low-
ered. The relief portion of the valve is direct acting
and has the capacity to limit the working pressure at
full pump flow.
FIGURE 7-2. HOIST VALVE
1. Inlet Section
2. Work Ports Spool
Section
3. Tank Ports Spool
Section
4. Inlet Section
5. Inlet Port
6. Outlet Port
7. Spool Section Cover
8. Separator Plate
The secondary low pressure relief is located between
the low pressure core and the outlet to the brake
cooling circuit. It provides for pressure relief if pres-
sure spikes occur in the low pressure passage area.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre-
vents flow from the high pressure core to the low
pressure core.
Spool Sections - Hoist Valve
Work Ports (Rear) Spool Section
The rear spool section of the hoist valve consists of
the following components:
Pilot ports
Main spools
Work ports
Check poppets
The pilot ports are located in the spool section cover.
These ports provide connections for a pilot line to the
hoist pilot valve. Each work port has a corresponding
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both end
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive dif-
ferential pressure at the bottom of the spool will over-
come the top spring bias and the spool will shift to
connect the work port to the low pressure core.
The check poppets located in the spool section per-
mit free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements during void conditions.
Tank Ports (Front) Spool Section
The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
Hoist Pilot Valve
The hoist pilot valve (Figure 7-3) is mounted in the
hydraulic components cabinet behind the operators
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
valve in the hydraulic components cabinet.
When the operator moves the lever, the pilot valve
spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve. The pilot flow causes the
main spool to direct oil flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The valve also contains the power down relief valve
(2), used to limit power down pressure to 1500 psi
(10.4 MPa).
FIGURE 7-3. HOIST PILOT VALVE
2. Relief Valve
3. Supply Port
4. To Hoist Valve
(Rod End)
5. To Hoist Valve
(Base End)
Bleeddown Manifold
The pilot valve/hoist valve hydraulic circuit is routed
through the bleeddown manifold, located on the left
frame rail. The hoist-up solenoid and pilot operated
check valve described below are contained in the
manifold. Refer to Section L4 for additional informa-
tion concerning these components.
Hoist-up Limit Solenoid
The hoist-up limit solenoid (5, Figure 7-1), located on
the bottom of the bleeddown manifold, is used in the
hydraulic circuit to prevent maximum hoist cylinder
extension.
The solenoid valve is a 3-way valve, and is controlled
by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body acti-
vates the magnetic proximity switch, signalling the
solenoid to open the raise pilot line to tank, and
close the raise pilot line to the hoist valve, stopping
further oil flow to the hoist cylinders.
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switches
Pilot Operated Check Valve
The pilot operated check valve (6, Figure 7-1),
located in the bleeddown manifold, is opened by
power down pilot pressure to allow oil in the raise
port to by-pass the hoist up limit solenoid for initial
power down operation while the solenoid is activated
by the hoist limit switch.
Overcenter Manifold
The overcenter manifold (4, Figure 7-4), located on
the pump module at the rear of the hoist valve (1)
contains the counterbalance valve (2). This valve
controls the pressure of the cushion of oil in the
annulus area of the hoist cylinder when the body
approaches the maximum dump angle. The valve
limits the maximum pressure build-up by relieving
pressure in excess of 3000 psi (20, 400 kPa), pre-
venting possible seal damage.
Quick disconnect fittings (5) mounted on the bottom
of the manifold allow service personnel to dump the
load in a disabled truck by connecting jumper hoses
from an operational truck, utilizing its hydraulic sys-
tem.
FIGURE 7-4. PUMP MODULE
1. Hoist Valve
2. Counterbalance
Valve
3. Needle Valve
4. Overcenter Valve
5. Quick Disconnects
7. Hoist Pump
The following pages describe the hoist circuit operation in the FLOAT, POWER UP,
HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)
Float Position Of Pilot Valve With Truck Body On
Frame
Figure 7-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame. How-
ever, the hoist valve internal valves and spools will
be in the position shown in Figure 7-7.
Oil from the hoist pump enters the inlet sections of
the hoist valve in port (11), passes through check
valve (18), and stops at the closed high pressure
passage (19) at the two main spools (7 & 8) as
shown in Figure 7-5.
Pressure builds to approximately 60 psi (414 kPa) on
the pilot of the flow control valve (2) causing the
valve to compress the spring and open, allowing the
oil to flow the through hoist valve port (23) to the ser-
vice brakes for brake disc cooling and eventually
back to the tank. Between the hoist valve port (23)
and the brakes or heat exchanger, the cooling supply
tees to orificed regulator valves. If supply pressure
attempts to increase above 35 psi (240 kPa), the reg-
ulator valve opens and dumps to tank.
Oil also flows out hoist valve port (12) to port (12) on
the pilot valve, through the hoist pilot valve spool,
and out pilot valve port (10) to the tank. This oil flow
is limited by orifices in the inlet sections of the hoist
valve and therefore has no pressure buildup.
1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
11. Supply Port
12. Pilot Supply Port
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
22. Primary Low Pressure Valve
(26 psi)
23. Brake Cooling Circuit Port
FIGURE 7-5. FLOAT POSITION
Power Up Operation
(Figure 7-6)
The hoist pilot valve spool is moved to the power up
position when the operator moves the lever rearward
in the cab. The pilot supply oil coming in port (12) is
prevented from returning to the tank and, instead, is
directed out port (14) through hoist limit solenoid (13)
in the bleeddown manifold and into port (14) of the
hoist valve.
From there it goes to the top of the head end spool
(8), builds pressure on the end of the spool, causes
the spool to move down compressing the bottom
spring, and connects the high pressure passage (19)
to head end port (9). Working oil flow in the high
pressure passage is now allowed to flow through the
spool (8) and out port (9) to extend the hoist cylin-
ders.
Even though a small amount of oil flows through the
check poppet in the top of spool (8), raise pilot pres-
sure at ports (14) increases to slightly higher pres-
sure than the required hoist cylinder pressure. As a
result, the pilot supply pressure in ports (12) also
increases causing back pressure to occur in the
spring area of the flow control valve (2). This over-
comes the pilot pressure on the other end of the flow
control valve causing it to close and direct the incom-
ing pump oil through the head end spool (8) to the
hoist cylinders to extend them. At this time, oil flow to
the brake cooling circuit is stopped.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 2500 psi (17,238 kPa), the pilot pres-
sure against hoist relief valve (1) causes it to open
and allow flow to exit out port (23) to the brake cool-
ing circuit and to return to the tank.
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the cyl-
inders. Initially, the rod end spool (7) ports are
closed. As the returning oil entering port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through ports (15), through the pilot
valve spool, and out port (10) of the pilot valve to the
bleeddown manifold and to the tank.
No pressure is present on the top of spool (7). Cylin-
der return pressure passes through the check-poppet
in the bottom of spool (7) to build pressure under the
spool which moves the spool upward compressing
the top spring. This movement allows the returning
cylinder oil to flow into the low pressure passage (20)
to the primary low pressure relief valve (22). Approxi-
mately 26 psi (179 kPa) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
If the load passing over the tail of the body during
dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the counterbalance valve manifold
controls how fast the hoist cylinders can extend due
to the external force of the load. The speed is con-
trolled by counterbalance valve.
During the normal raise process, the raise pilot pres-
sure supplied to the counterbalance valve (24) will
open the cylinder return ports fully any time raise
pressure is above 666 psi (4,600 kPa). As the load
shifts toward the tail of the body, the raise pressure
decreases. As it drops below 666 psi (4,600 kPa),
the valve starts restricting oil flow causing a back-
pressure to the annulus area. If raise pressure were
to drop to 0 psi (kPa), return pressure would increase
to 3000 psi (20,400 kPa) maximum.
When the operator releases the hoist lever, the
valves change to the HOLD position. If the body
raises to the position that activates the hoist limit
switch located above the right rear suspension
before the operator releases the lever, the hoist limit
solenoid (13) is energized. The solenoid valve closes
the raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to
tank, allowing the head end spool (8) to center and
shut off supply of oil to the hoist cylinders. This pre-
vents maximum extension of the hoist cylinders.
(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1500 psi)
(26 psi)
FIGURE 7-6. POWER UP POSITION
Hold Operation
(Figure 7-7)
The pilot valve spool is positioned to allow the pilot
supply oil entering port (12) to return to the tank
through port (10). Pilot supply pressure in ports (12)
then decreases to no pressure allowing flow control
valve (2) to open and route the incoming pump oil to
the brake cooling circuit through port (23) and back
to the tank.
Both pilot ports (14 & 15) in the pilot valve are closed
by the pilot valve spool. In this condition pressure is
equalized on each end of each main spool (7 & 8)
allowing the springs to center the spools and close all
ports to trap the oil in the cylinders and hold the body
in its current position.
(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1500 psi)
(26 psi)
FIGURE 7-7. HOLD POSITION
Power Down Operation
(Figure 7-8)
When the operator moves the lever to lower the
body, the hoist pilot valve is positioned to direct the
pilot supply oil in ports (12) through ports (15) to the
top of the rod end spool (7).
Pilot pressure increases to move the spool down
compressing the bottom spring. Movement of the
spool connects the high pressure passage (19) to the
rod end (annulus area) of the hoist cylinders. At the
same time, the flow control valve (2) is forced to
close as pilot pressure increases thus directing the
incoming pump oil to the hoist cylinders through
spool (7) and check valve in the overcenter manifold
rather than back to the tank. Oil flow to the brake
cooling circuit ceases when the flow control valve
closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
therefore closing the raise port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open the pilot operated check valve (21)
located in the bleeddown manifold so the pilot pres-
sure in ports (14) is open to tank through the Pilot
valve spool.
As oil attempts to return from the head end of the
hoist cylinders, it initially encounters the closed head
end spool (8). Pressure increases on the bottom end
of the spool causing it to move upward. This allows
the returning oil to go into the low pressure passage
(20), build up 26 psi (179 kPa) to open the primary
low pressure relief (3), and exit the hoist valve
through port (10) to the tank.
As the body descends and the hoist limit solenoid is
no longer activated, the pilot operated check valve is
no longer necessary.
(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1500 psi)
(26 psi)
FIGURE 7-8. POWER DOWN POSITION
Float Operation
(Figure 7-9)
When the operator releases the lever as the body
travels down, the hoist pilot valve spool returns to the
FLOAT position. In this position all ports (10, 12, 14,
& 15) are common with each other. Therefore, the
pilot supply oil is returning to tank with no pressure
build-up thus allowing the flow control valve (2) to
remain open to allow the pump oil to flow through
hoist valve port (23) to the brake cooling circuit and
eventually returning to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14 & 15) in the pilot valve, there is no pressure
on the top of either main spool. The oil returning from
the head end of the hoist cylinders builds pressure
on the bottom of the head end spool (8) exactly like
in POWER DOWN allowing the returning oil to trans-
fer to the low pressure passage (20). The back pres-
sure in the low pressure passage created by the
primary low pressure relief valve (22) causes pres-
sure under the rod end spool (7) to move the spool
upward. This connects the low pressure passage to
the rod end of the hoist cylinders.
The 26 psi (179 kPa) in the low pressure passage
causes oil to flow to the rod end of the cylinders to
keep them full of oil as they retract. When the body
reaches the frame and there is no more oil flow from
the cylinders, the main spools center themselves and
close the cylinder ports and the high and low pres-
sure passages.
(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1500 psi)
(26 psi)
FIGURE 7-9. FLOAT POSITION
NOTES
L08032 Hoist Circuit Component Repair L8-1
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8
FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
L8-2 Hoist Circuit Component Repair L08032
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-17
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18
Assembly - Quill and Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21
OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22
DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
Relieve pressure before disconnecting hydrau-
lic lines. Tighten all connections securely before
applying pressure.
penetrating the skin and cause serious injury
and possibly death if proper medical treatment
1. Ensure adequate overhead clearance and
raise truck body. Secure body in raised posi-
tion with safety cable.
2. Using standard procedures, shut down engine
and turn key switch to the off position. Slowly
move hoist lever to LOWER position to allow
body to lower against safety cable and relieve
hoist cylinder pressure.
3. Thoroughly clean the exterior of the hoist
valve.
4. Mark, disconnect and cap or plug all line con-
nections to help prevent hydraulic oil contami-
nation. Refer to Figure 8-1.
5. Remove capscrews and lockwashers secur-
ing the hoist valve (5, Figure 8-1).
The hoist valve weighs approximately 425 lbs.
(193 Kg). Use a suitable lifting device that can
6. Attach a lifting device to the hoist valve and
remove valve from truck.
7. Move the hoist valve to a clean work area for
disassembly.
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
FIGURE 8-1. HOIST VALVE & PIPING
Installation
1. Attach a suitable lifting device that can handle
the load safely to the hoist valve. Move the hoist
valve into position and secure in place with cap-
screws, nuts and lockwashers. Tighten cap-
Note: Valve should be positioned with separator
plate (8, Figure 8-2) toward front of truck.
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydrau-
lic line location.
3. Connect pilot supply lines, tighten fittings
securely.
4. Start the engine. Raise body and remove safety
cable. Lower and raise body to check for proper
operation. Observe for leaks.
5. Service hydraulic tank if necessary.
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove the four tie rod nuts and washers (5,
Figure 8-2) from one end of the valve. Slide the
tie rods from the valve and separate the sec-
tions.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sec-
tions. Stack the sections together making sure
O-rings between the sections are properly posi-
tioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
5. A torque wrench should be used to tighten the
nuts in the pattern shown in Figure 8-4. The tie
rods should be tightened evenly to 105 ft. lbs.
(142 N.m) torque in the following sequence:
a. Tighten nuts evenly to 15 ft. lbs. (20 N.m)
torque in order 1, 4, 2, 3.
b. Tighten nuts evenly to 32 ft. lbs. (43 N.m)
c. Tighten nuts evenly to 105 ft. lbs. (142 N.m)
1. Inlet Section (Rear)
2. Spool Section
(Work Ports)
3. Spool Section
(Tank Ports)
4. Inlet Section (Front)
5. Nuts and Washers
6. Tie Rods
7. Tube
8. Separator Plate
FIGURE 8-1. HOIST VALVE ASSEMBLY
FIGURE 8-2. TIE ROD INSTALLATION
FIGURE 8-3. TIGHTENING SEQUENCE
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube (7, Figure 8-2) at
the cover end and remove. Remove capscrews
(14, Figure 8-5), remove cover (13). Remove
springs (12), check valves (11) and O-rings
(10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and flow control/main relief valve
(4). Remove sleeve (6), low pressure relief (7)
and O-rings (8).
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) is required, refer to Step 4 and Figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
FIGURE 8-4. INLET SECTION DISASSEMBLY
1. Capscrew
2. Inlet Cover
3. Spring (Orange)
4. Flow Control & Main
Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Relief
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Check Valves
12. Springs
13. Cover
14. Capscrews
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
FIGURE 8-5. RESTRICTOR POPPET REMOVAL
(Inlet Cover)
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, through a com-
plete revolution, without binding.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Assembly
1. Coat all parts including housing bores with
clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install check valves (11, Figure 8-5) in their
respective bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install cap-
screws (14). Tighten capscrews to 60 ft. lbs.
(81 N.m) torque.
5. Install secondary low pressure relief (7) in
sleeve (6) and install assembly in housing (9).
Install flow control/main relief valve (4). Install
springs (3 & 5). Install cover (2). Install cap-
screws (1). Tighten capscrews to 60 ft. lbs. (81
N.m) torque. Connect external tube, tighten
nuts to 25 ft. lbs. (34 N.m) torque.
REAR SPOOL SECTION (Work Ports)
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 or 4, Figure 8-2) to accomplish spool
section (2 or 3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove capscrews and lift spool section cover
(1, Figure 8-9) from housing.
3. Remove poppet (1, Figure 8-7) from spool
cover. Remove and discard O-ring (3).
NOTE: The poppet (1) contains a small steel ball. Do
not misplace.
4. Remove and discard O-rings (4 & 5, Figure 8-
8).
5. Remove restrictor poppet (1). Remove and dis-
card O-ring (2) and backup ring (3), if used.
Note the position of the restrictor when removed
to insure correct reassembly.
6. Remove spool assembly (20, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note
the V groove on top end of spool.
FIGURE 8-6. POPPET AND BALL
1. Poppet
2. Steel Ball
3. O-Ring
2. O-ring *
3. Backup Ring *
4. O-Ring
5. O-Ring
*Note: Items 2 and 3 not used on all valves.
FIGURE 8-7. RESTRICTOR POPPET REMOVAL
1. Spool Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
10. O-Ring
11. Spring
12. Restrictor Poppet (Red)
13. Spool Housing
14. Spool Assembly
15. Spool End
16. Spring (Blue)
17. O-Ring
18. Poppet
19. Spool Cover
20. Spool Assembly
21. Restrictor Poppet (Green)
22. Restrictor Poppet (White)
FIGURE 8-8. WORK PORTS SPOOL SECTION ASEMBLY
7. Remove plug (3) from end of spool. Remove
spring seat (2) and spring (11). Remove poppet
(21) and spool end (15).
NOTE: Pay special attention to poppets (12, 21 and
22 Figure 8-9) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot (Red, Green or white). If
poppets are not color coded, use the chart in Figure
8-10 and the specified drill bit to measure orifice
diameter for identification.
8. Repeat step 7 to disassemble opposite end of
spool (20). Note there is no plug or restrictor
poppet in opposite end and the spring is blue.
9. Remove spool assembly (14). At top end of
spool, remove plug (3). Remove spring seat (2)
and spring (11). Remove poppet (12) and spool
end (15).
10. At opposite end, remove plug (3), spring seat
(2) and spring (16). Remove restrictor poppet
(22) and spool end (15).
11. Remove cover (19), remove O-rings (4, 5 & 10).
Remove poppet (18).
1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely through a com-
plete revolution without binding.
Assembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with
clean hydraulic oil. Install O-rings in spool hous-
ing. Install poppet (18). Install cover (19) and
secure in place with capscrews. Tighten cap-
screws to 60 ft. lbs. (81 N.m) torque.
2. Install spring (11, Figure 8-9) in spool (20).
Install spring seat (2). Apply Loctite to the
threads of spool end (15). Install spool end and
tighten to 25 ft. lbs. (34 N.m) torque. Install
Green poppet (21). Apply Dri-loc #204 to the
threads of plug (3). Install plug and tighten to 15
NOTE: Poppets 12, 21 and 22 may be color coded
and must be installed in their original location.
3. Repeat step 2 for the opposite end of spool (20)
to install spring, spring seat, and spool end.
Make certain spring (16) is blue in color. (A pop-
pet and plug are not installed in lower end.)
4. Lubricate spool assembly and carefully install in
spool housing as shown in Figure 8-11. Make
certain the V groove (1) in spool assembly (2)
is positioned up as noted.
5. Install spring (11, Figure 8-9) in top (grooved)
end of remaining spool (14). Install spring seat
(2). Apply Loctite to the threads of spool end
(15). Install spool end and tighten to 25 ft. lbs.
(34 N.m) torque. Install Red poppet (12). Apply
Dri-loc #204 to the threads of plug (3). Install
plug and tighten to 15 ft. lbs. (20 N.m) torque.
6. Repeat step 5 for the bottom end of spool (14).
Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 25 ft. lbs. (34 N.m) torque. Install
White poppet (22). Apply Dri-loc #204 to the
threads of plug (3). Install plug and tighten to 15
7. Lubricate the assembled spool and install in
spool housing as shown in Figure 8-11. Make
certain the V groove is in the up position.
NOTE: Spools (14, Figure 8-9) and (20) are
physically interchangeable. Make sure spool (14) is
installed toward the base port of the spool housing.
POPPET
COLOR
ORIFICE
DIAMETER DRILL SIZE
Red .140 in. (3.556 mm) #28
Green .093 in. (2.362 mm) #42
White .063 in. (1.6 mm) #52
FIGURE 8-9. POPPET IDENTIFICATION
8. If used, install O-ring (2, Figure 8-8) and backup
ring (3) on restrictor poppet (1). Install poppet in
spool housing as shown in Figure 8-9.
9. Install new O-rings (4, 5 & 10).
10. Install new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make certain the small
steel ball (7) is installed in poppet. Install poppet
in cover (1).
11. With new O-rings (4, 5 & 10) installed, position
cover (1) over spool housing. Secure cover in
place with capscrews. Tighten capscrews to 60
Note: Cover must be positioned according to match
marks made during disassembly. Do not reverse
cover position.
FRONT SPOOL SECTION (Tank Ports)
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 or 4, Figure 8-2) to accomplish spool
section disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove capscrews and lift spool section cover
(4, Figure 8-12) from housing.
3. Remove and discard O-rings (5 & 6).
4. Remove capscrews and remove bottom cover
(9) from spool housing. Remove and discard O-
rings.
5. Remove springs (8). Push spools (7) out of
housing bores.
1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect springs for breaks or distortion.
3. Inspect housing bores and surfaces of spools
for nicks, scoring or excessive wear.
Assembly
1. Lubricate spools (7, Figure 8-12) with clean
hydraulic oil and re-install in their original bores.
Install springs (8).
2. Lubricate O-rings (5 & 6) with clean hydraulic
oil. Install O-rings in bottom of spool housing.
Install bottom cover (9) and secure in place with
capscrews. Tighten capscrews to 60 ft. lbs. (81
N.m) torque.
3. Lubricate O-rings (5 & 6) and install in top of
spool housing. Install top cover (4) and secure
in place with capscrews. Tighten capscrews to
4. If removed, install plugs (2) with new O-rings
(3).
1. V Groove
2. Spool Assembly
3. Work Ports Spool
Section
FIGURE 8-10. SPOOL INSTALLATION
1. Spool Housing
2. Plug
3. O-Ring
4. Spool Cover
5. O-Ring
6. O-Ring
7. Spool
8. Spring
9. Spool Cover
FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY
HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Make certain the body is in the full
down position and resting on the frame.
Release the hoist control lever to return the
hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines (3, Figure 8-13) at
the hoist pilot valve (1) located in the hydraulic
components cabinet at the rear of the cab.
Remove capscrews (5).
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove the hoist pilot valve mounting hard-
ware (2) and remove valve from cabinet. Refer
to hoist pilot valve disassembly for repair
instructions.
Installation
1. Place the hoist pilot valve (1, Figure 8-13) into
position on the mounting bracket. Secure valve
in place with mounting hardware (2).
2. Position hydraulic lines (3) over valve ports
and assemble fittings. Tighten hydraulic line
connections securely.
3. Place hoist control lever in spring-centered
position. Adjust pilot valve spool until the cen-
terline of the cable attachment hole extends
1.16 in. (29.5 mm) from the face of the valve
body.
4. Align control cable eye with pilot valve spool
hole and insert pin (10). Secure pin in place
with cotter pin (6).
5. Thread sleeve (9) upward until contact is
made with valve body. Move flange (4) into
position and secure in place with capscrews
(5).
6. Thread jam nut (8) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
FIGURE 8-12. HOIST PILOT VALVE & PIPING
(Located in Hydraulic Components Cabinet)
3. Hydraulic Tubes
4. Flange
5. Capscrew
6. Cotter Pin
7. Control Cable
8. Jam Nut
9. Sleeve
10. Pin
Disassembly
1. Thoroughly clean the exterior of the valve.
Match mark components to assure proper reas-
sembly.
2. Remove machine screw (15, Figure 8-14) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent
Balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-15) from the
spool housing (1).
8. Match mark the inlet and outlet housings in rela-
tionship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8 &10, Figure 8-14) and remove
tie rods (9). Separate the valve housings.
Remove O-ring (11). Remove the poppet check
and spring located on the outlet housing side of
the spool housing, from the spool housing.
1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Machine Screw
16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
FIGURE 8-13. HOIST PILOT VALVE
1. Spool Housing
2. Relief Valve
3. Supply Port
4. To Hoist Valve
(Rod End)
5. To Hoist Valve
(Base End)
FIGURE 8-14. RELIEF VALVE
1. Clean all parts including housings in solvent
and blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-14). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely and rotate through a complete
revolution without binding.
NOTE: The spool housing (17), spool (14), inlet
housing (18) and outlet housing (7) are not serviced
separately. Should any of these parts require
replacement, the entire control valve must be
replaced.
Assembly
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed
follow steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-16) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Place
the inlet and outlet housings on the spool hous-
ing.
5. Install tie rods. Install tie rod nuts. Tighten tie
rod nuts to the torques shown in Figure 8-16.
6. Install a new O-ring (27, Figure 8-14) and wiper
(26). Install seal retainer (25).
7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten detent pin to 84-96 in.
lbs. (9-11 N.m) torque. Install spring (20). Care-
fully install spool into spool housing.
8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
sleeve (22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to 5 ft. lbs. (7 N.m)
torque. Install spacer (23) and snap ring (1).
12. Install a new O-ring (12) and wiper (13). Install
seal plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-15) in spool housing.
1. Spool Housing
2. Check Poppet
3. Spring
4. O-ring
5. Outlet Housing
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY
1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
FIGURE 8-16. TIE ROD NUT TORQUE
HOIST CYLINDERS
Removal
lines. Tighten all connections securely before
applying pressure.
physician familiar with this type of injury is not
received immediately.
1. Insure engine and key switch have been Off
for at least 90 seconds to allow accumulator to
bleed down. Be certain the park brake is
applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove capscrew and lockwashers from
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement.
The hoist cylinder weighs approximately 2500
lbs. (1135 kg). Some means of support is neces-
sary to prevent it from falling or causing injury
when removing from the truck. Use a suitable lift-
ing device that can handle the load safely.
4. At the upper mount, remove self-locking nut (4,
Figure 8-18) from pin retaining capscrew.
Remove capscrew (5). Use a brass drift and
hammer to drive pin (1) from bore of mounting
bracket.
5. Carefully lower cylinder until it lays against the
inside dual tire. The hoist cylinder weighs
approximately 2500 lbs. (1135 kgs). Attach a
suitable lifting device that can handle the load
safely to the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
7. At the lower mount, straighten lock plate tabs to
allow capscrew removal. Remove all capscrews
(1, Figure 8-19), locking plate (2) and retainer
plate (3).
8. Carefully remove cylinder from frame pivot by
pulling outward. Move cylinder to a clean area
for disassembly.
NOTE: Do not lose spacer (6, Figure 8-19) between
cylinder bearing and frame.
9. Clean exterior of the cylinder thoroughly.
1. Pin
2. Retainer Ring
3. Bearing
4. Locknut
5. Capscrew
FIGURE 8-17. HOIST CYLINDER UPPER MOUNT
Installation
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 2500 lbs.
(1135 kg). Use a suitable lifting device that can
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug on top,
toward the front of the truck. Install spacer (6,
Figure 8-19). Align bearing eye with pivot point
and push cylinder into place.
2. Install retaining plate (3), locking plate (2),and
capscrews. Tighten capscrews to 220 ft. lbs.
(298 N.m) torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-18.
4. Align retaining capscrew hole in pin with hole in
mounting bracket and install pin. Install cap-
screw (5) and self-locking nut (4) and tighten to
standard torque.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports
and install flange clamps. Secure clamps with
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
7. Start engine, raise and lower body several
times to bleed air from cylinder. Check for
proper operation and inspect for leaks.
8. Service hydraulic tank if necessary.
1. Capscrew
2. Lock Plate
3. Retainer
4. Retainer Ring
5. Bearing
6. Spacer
FIGURE 8-18. HOIST CYLINDER LOWER MOUNT
FIGURE 8-19. HOIST CYLINDER ASSEMBLY
1. Rod & Third Stage
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Seal
25. Cushion
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-19)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180.
3. Position cylinder with the cover (10, Figure 8-
20) mounting eye at the top. Remove cap-
screws (11) and lockwashers retaining the
cover to the housing (4).
4. Install two 0.88 in. dia. x 9 in. long, threaded
capscrews into the two threaded holes in the
cover (10). Screw the capscrews in evenly until
the cover can be removed. Lift cover straight up
until quill assembly (22) is clear. Remove O-ring
(12) and backup ring (23).
5. Remove capscrews (7) and plate (5) attaching
the rod bearing retainer (6) to the rod (1).
Remove the seal (8).
6. Fabricate a retainer bar using a 1/4" x 1" x 18"
(6 x 25 x 460 mm) steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180 apart in the housing. Attach bar to housing
using capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180, to position
the lower mounting eye at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the cyl-
inder housing. Remove cushioin (25).
NOTE: As internal parts are exposed during
disassembly, protect machined surfaces from
scratches or nicks.
8. Rotate the cylinder housing 180. Remove the
retainer installed in step 6.
9. Fabricate a round disc 12.5 in. (318 mm) in
diameter 0.38 in. (10 mm) thick with a 0.56 in.
(14 mm) hole in the center. Align the disc over
the second (2) and first (3) stage cylinders at
the bottom of the cylinder housing.
10. Insert a 0.50 in. (13 mm) dia. x 53 in. (1350 mm)
threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. The quill (2, Figure 8-21) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-21) and applying a
tightening torque of 1000 ft. lbs. (1356 N.m).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in Quill Instal-
lation.
5. When a cylinder assembly is dismantled, the
capscrews (7, Figure 8-20) should be checked
carefully for distress and, if in doubt, replace
them.
1. Cap Assembly 2. Quill Assembly
NOTE: SS1143 Tightening Tool can be made
locally. Request the following drawings from your
Area or Regional Service Manager:
SS1143 Tightening Tool - Assembly Drawing
SS1144 - Square Tube (3.50" x 3.50" x 0.19"
wall x 2.0" long)
SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall x 15.50" long)
SS1147 - Tube, Brass (1.75"O.D. x 1.50"
I.D.x 13.50" long)
SS1148 - Square Cut (2.50" x 2.50" x 0.75"
thick)
SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
All materials are 1020 Steel except SS1147.
FIGURE 8-20. QUILL INSTALLATION
Assembly - Quill and Cylinder
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-22) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to Installa-
tion of Check Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite LOCQUIC
Primer T (Komatsu
part number TL8753, or equivalent), spray mat-
ing threads of both cap assembly (1) and quill
assembly (2). Allow primer to dry 3 to 5 min-
utes.
4. Apply Loctite Sealant #277 (Komatsu part num-
ber VJ6863, or equivalent) to mating threads of
both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1000 ft. lbs. (1356 N.m) torque. Allow parts
to cure for 2* hours before exposing threaded
areas to oil.
* Note: If LOCQUIC
Primer T (TL8753) was not

used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure
8-22.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2000 ft. lbs. (2712 N.m)
torque after the tack welds are ground off.
1. Cap Assembly
2. Quill Assembly
3. Plug
4. Check Ball
FIGURE 8-21. PLUG & CHECK BALL
INSTALLATION
Installation Of Check Balls And Plugs In Quill
The check balls (4, Figure 8-22) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be exam-
ined for damage. The hoist valve itself should also
be checked to see if the ball or plug has caused
internal damage to the spool. Peening of the necked
down sections of the spool may result. Spool stick-
ing may also occur under these circumstances.
Refer to Figure 8-23 for SS1158 tool that can be
made for installing or removing the check ball plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any move-
ment, they should be removed and the ball seat in
the quill checked to see if it is deformed.
If deformation of the ball seat has occurred,
the quill should be replaced.
If the ball seat area is not deformed, measure
the plug thickness as shown in Figure 8-21:
Older Plug is 0.25 0.02 in. thick. Newer plug is
0.38 0.02 in. thick.
1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
(free of oil and solvent).
2. Use Loctite LOCQUIC
Primer T (TL8753,
or equivalent), and spray mating threads of
both plugs (3, Figure 8-22) and quill assembly
(2). Allow primer to dry 3 to 5 minutes.
3. Apply Loctite Sealant #277 (VJ6863, or equiv-
alent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and
install plugs (3) with concave side facing ball.
Using SS1158 tool, tighten plugs to 70 ft.lbs.
(95 N.m) torque. Allow parts to cure for 2*
hours before exposing threaded areas to oil.
* Note: If LOCQUIC
Primer T (TL8753) was not

used, the cure time will require 24 hours instead of 2
hours.
5. Stake plug threads in two places (between
holes) as shown in Figure 8-22 to prevent
loosening of plug.
If removal of the plug is necessary in a later rebuild,
it will be necessary to carefully drill out the stake
marks and destroy the plug. A new plug should be
installed and staked as previously detailed.
FIGURE 8-22. SS1158 PLUG INSTALLATION & REMOVAL TOOL
Assembly of Cylinder
1. Install seals (15, Figure 8-20) and bearing (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil (Type C-4).
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the sec-
ond stage to protrude far enough to install the
snap ring (9) on the inside of the first stage cyl-
inder.
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13 & 24) on the first stage cyl-
inder (3). Lift and align this assembly over the
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180 to position the lower mounting eye at the
top.
7. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). Install cushion (25)
on rod with chamfered corner towards rod eye.
Lower the rod into the housing. Lubricate the
rod with hydraulic oil.
9. Rotate housing 180 to position the cover end
at the top. Remove retainer installed in Step 5.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts 4 in. (100 mm) long in
the end of the rod (1). Install seal (8) on the end
of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
NOTE: Check capscrews (1, Figure 8-24) carefully
for distress and, if in doubt, replace them with new
parts.
12. Lubricate capscrews (1, Figure 8-24) with a lith-
ium base grease. Install capscrews and plate
(2) and tighten to 575 ft. lbs. (780 N.m) torque.
13. Install O-ring (12, Figure 8-20) and backup ring
(23) on cover (10). Align and lower cover onto
housing (4). Lubricate capscrews (11), install
screws to 500 ft. lbs. (678 N.m) torque.
14. Install hoist cylinder eye bearing (5, Figure 8-
19) and retainer rings (4) if removed.
1. 12 Pt. Capscrew
2. Plate
3. Piston
FIGURE 8-23. 3rd STAGE PISTON
OVERCENTER VALVE MANIFOLD
The overcenter valve manifold is located to the rear
of the hoist valve. The internal counterbalance valve
relieves excessive pressure that can develop in the
annulus area of the hoist cylinders if the load sticks to
the tail of the body as the body goes overcenter while
dumping.
Figures 8-24 through 8-26 show the proper place-
ment of the O-rings and backup-rings on the needle
valve, counterbalance valve and the cavity plug.
For information on how the overcenter valve func-
tions, see Hoist Circuit Operation, this section. For
adjusting of the counterbalance valve, refer to the
Hydraulic Checkout Procedure in this Section.
FIGURE 8-24. NEEDLE VALVE
1. O-Rings 2. Backup-Rings
FIGURE 8-25. COUNTERBALANCE VALVE
FIGURE 8-26. CAVITY PLUG
DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to raise the body of the "disabled" truck to dump the
load.
In the example below, Figure 8-27 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 930E, or a different Komatsu
model.
Hookup
Be certain there is an adequate, clear area to dump
the loaded box. When the good truck is in position,
shut down the engine and allow the hydraulic system
to bleed down. Be certain pressure has bled off
before connecting hoses.
1. With the good truck parked as close as possi-
ble to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 8-27) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 2500 psi (17
MPa) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a model 930E, the hoses
will be installed at the quick disconnects shown in
Figure 8-27 and will be crossed when connected.
DUMPING PROCEDURE
Raising the Body
3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine rpm to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Shut down engine and allow the hydraulic
system to bleed down.
b. Remove the cap from the hoist pilot valve
relief valve (2, Figure 8-14) located in the
hydraulics components cabinet behind the
cab. While counting the number of turns,
slowly screw the relief valve adjustment
screw clockwise until it bottoms.
5. Repeat step 4 to dump the disabled truck.
Lowering the Body
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not
accelerate the engine.
7. After body is lowered, shut down the truck,
bleed the hydraulic system and disconnect the
hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in Step 4 b.
9. Check power down relief pressure per instruc-
tions in Section L, Hydraulic Check-Out Proce-
dure.
FIGURE 8-27. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect; Connect to
power up circuit of disabled truck
4. Power Up Quick Disconnect; Connect to power
down circuit of disabled truck
NOTES:
L09008 Hydraulic System Filters L9-1
SECTION L9
HYDRAULIC SYSTEM FILTERS
INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
L9-2 Hydraulic System Filters L09008
NOTES
HYDRAULIC SYSTEM FILTERS
HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the
back of the fuel tank below the right frame rail. The
filter provides secondary filtering protection for
hydraulic oil flowing to the hoist valve and hoist cir-
cuit components.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 psid (240 kPa) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 50 psid (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may illuminate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service, for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement
and lines. Tighten all connections before apply-
ing starting the machine.
immediately.
FIGURE 9-1. HOIST CIRCUIT FILTER
1. O-Ring
2. Pressure Tap
3. Filter Head
4. O-Ring
5. Indicator Switch
6. O-Ring
7. Backup Ring
8. Set Screw
9. Filter Element
10. Bowl
11. Drain Plug
12. O-Ring
13. Bottom Plug
Removal - Hoist Circuit Filter
1. With the key switch OFF allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove drain plug (11, Figure 9-1). Remove
bottom plug (13) and drain oil from the housing
into a suitable container.
Take care to avoid contact with hot oil if truck
has been operating. Avoid spillage and contami-
nation!
3. Loosen setscrew (8). Remove bowl (10).
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
Installation - Hoist Circuit Filter
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl on filter head and tighten. Lock in
place with setscrew (8).
3. Install bottom plug (13), and drain plug (11).
Indicator Switch - Hoist Circuit Filter
The indicator switch (5, Figure 9-1) is factory preset
to actuate at 35 psid (240 kPa). The switch and warn-
ing light should be routinely tested as a part of the
regular vehicle maintenance program. Refer to Indi-
cator Switch Test Procedure in this section.
STEERING CIRCUIT FILTER
The steering circuit filter (Figure 9-2) is located on
the inboard side of the fuel tank. The filter provides
secondary filtering protection for hydraulic oil flowing
to the bleeddown manifold valve for the steering and
brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 5 psid (240 35
kPa) to actuate a warning lamp on the overhead dis-
play panel. Actual filter bypass occurs at 50 psi (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
applying pressure.
immediately.
FIGURE 9-2. STEERING CIRCUIT FILTER
1. Indicator Switch
2. Setscrew
3. Head
4. Pressure Tap
5. O-Ring
6. Filter Element
7. Bowl
8. O-Ring
9. Drain Plug
Removal - Steering Circuit Filter
2. Remove drain plug (9, Figure 9-2) and drain oil
from the housing into a suitable container.
Use care to avoid contact with hot oil if the truck
has been operating. Avoid spillage and contami-
nation!
3. Remove bowl (7) and element (6).
4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation - Steering Circuit Filter
1. Install new element (6). Install new O-ring (5)
on bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8).
Indicator Switch - Steering Circuit Filter
The indicator switch (1, Figure 9-2) is factory preset
to actuate at 35 5 psid (240 35 kPa). The switch
and warning light should be routinely tested as a part
of the regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
INDICATOR SWITCH
The hydraulic filter indicator switch is factory preset
to actuate at 35 5 psid (240 35 kPa). Switch
adjustment is not necessary or recommended, how-
ever the switch and warning lamp should be tested
periodically for proper operation. The indicator switch
is not repairable and if inoperative, replace switch
assembly.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.
Test Procedure
2. Disconnect wiring harness and remove switch
from filter head.
3. Install switch in test block. Connect pressure
tester to pipe nipple. Reconnect wires to switch.
4. Turn key switch on. Pump up pressure to test
block while observing tester gauge and hydrau-
lic oil filter warning light in cab. Light should turn
on at 35 5 psi (240 34.5 kPa). If not, test
bulb and switch as follows:
a. If lamp fails to light, remove wire (circuit #39)
from switch and short to ground. If warning
lamp does not light, replace bulb.
b. If lamp lights when wire #39 is grounded in
previous step, use an ohmeter to verify
switch contacts close at 35 5 psid (240
35 kPa).
5. If switch contacts fail to close, replace switch
assembly.
NOTE: The hydraulic filter warning lamp may be
activated by either the hoist or steering/brake circuit
filter indicator switches.
The indicator switch tester may be ordered from:
Kent-Moore Heavy Duty Division
Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984
Phone: (313) 774-9500
FIGURE 9-3. INDICATOR SWITCH TESTER
Kent-Moore Part No. J-33884-4
FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK
NOTES
L10018 Hydraulic Check-out Procedure L10-1
SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . L10-3
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Steering Control Unit and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8
Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10
Hoist Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
L10-2 Hydraulic Check-out Procedure L010018
NOTES
HYDRAULIC CHECK-OUT PROCEDURE
GENERAL INFORMATION
The hydraulic check-out procedure is intended to
help the technician check, adjust, and diagnose
problems in the steering and hoist circuits. The tech-
nician should read the entire check-out procedure
prior to performing any steps to become familiar with
the procedures and all the warnings and cautions.
The check-out procedure begins by checking the
basic system before checking individual compo-
nents.
Included on the last page is a data sheet to record
the information observed during the hydraulic system
check-out procedure. The data sheet is designed to
be removed, copied, and used during the check-out
procedure.
* Steps indicated in this manner should be
recorded on the data sheet for reference.
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
ing test gauges, ALWAYS bleed down hydraulic
steering accumulator.
The steering accumulators can be bled down by
shutting down the engine, turning key switch
Off, and waiting 90 seconds. Confirm the steer-
ing pressure is released by turning the steering
wheel; no front wheel movement should occur.
Bleed down brake system accumulators prior to
removing any hoses supplying oil to the brake
system.
The AC drive system rest switch, located on the
instrument panel, must be in the ON position and
the GF cutout switch in the CUTOUT position
during test procedures. (See Figure 3-1, page E3-
4, Propulsion System, for GF switch location.)
STEERING CIRCUIT CHECK-OUT &
ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied
from the piston pump and steering accumulators.
Some steering system problems, such as spongy or
slow steering or abnormal operation of the low steer-
ing pressure warning light can sometimes be traced
to internal leakage of steering components. If internal
leakage is suspected, refer to Steering Circuit Com-
ponent Leakage Test.
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Be certain that brake circuit leakage is not
excessive before troubleshooting steering circuit. For
Brake Circuit Test Procedure, refer to Section J,
Brake System.
The steering circuit can be isolated from the brake
circuit by releasing all steering system pressure and
then releasing all pressure from the brake accumula-
tors and removing the brake system supply line (4,
Figure 10-2) from the bleeddown manifold (see
WARNING). Plug the brake supply hose and cap the
fitting at the bleeddown manifold to prevent high
pressure leakage.
Prior to checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be up to normal operat-
ing temperatures. Refer to Steering Circuit Compo-
nent Repair - Steering Accumulator Charging
Procedure in this section of the manual for accumula-
tor charging instructions.
If the steering and brake pump has just been
installed, it is essential that the steering pump
case is full of oil prior to starting the engine.
Refer to Steering Circuit Component Repair -
Steering and Brake Pump, Section L6 for instruc-
tions.
Equipment Requirements
erly check-out the hydraulic steering circuit
Hydraulic schematic, refer to Section R.
Two 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
A graduated container marked to measure liquid
volume in cubic inches or milliliters.
Pump Pressure Control Adjustments
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place selector switch in NEUTRAL, apply the
parking brake and place the rest switch in the
ON position and the GF cutout switch in the
CUTOUT position. Shut down engine and turn
key switch off. Wait 90 seconds for the steering
accumulators to completely bleed down before
opening circuits to take leakage measurements,
to make repairs, or to install or remove a gauge.
Be sure steering accumulator oil pressure has
been bled down. Turn the steering wheel; the
wheels should not move if all oil pressure has
been relieved.
2. Check hydraulic oil level in tank and add oil if
required. Be certain suction line shut-off valves
are open.
3. Install an accurate 5000 psi (35,000 kPa) pres-
sure gauge at the steering pressure GPA test
port (4, Figure 10-1) located on the suction side
of the pump. Install a second 5000 psi (35,000
kPa) gauge in the bleeddown manifold test port
TP2 (3, Figure 10-2).
4. Turn unloader valve adjustment screw (2, Fig-
ure 10-1) clockwise until it bottoms out.
5. Back out the pressure compensator adjustment
screw (3), by turning counterclockwise.
1. Stroke Adjustment
2. Unloader Adjustment
3. Compensator Adjust-
ment
4. GPA Port
FIGURE 10-1.
4. To Brake System
8. Supply to Flow Amplifier
9. Return from Flow Amplifier
14. Hoist Pilot Valve return
15. Return to Tank
17. Supply from Pump
6. Start engine and adjust pressure compensator
(3) to obtain 3325 psi (22,923 kPa) on the pres-
sure gauge at the GPA pump port. Tighten
compensator jam nut.
* Record on Data Sheet
7. Shut down the engine and allow the accumula-
tors to bleed down.
8. Back out unloader valve adjustment screw (2,
Figure 10-1) completely.
9. Start engine and allow pump pressure to build
until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the GPA pressure test port will
drop to approximately 200 to 400 psi (1380 to 2760
kPa).
10. Steer the truck to cause the accumulator pres-
sure to drop until the pump loads.
11. Observe increasing pressure readings on the
gauge installed at the bleeddown manifold test
port TP2 (3, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw
clockwise until the pump unloads and
pressure begins to decrease.
12. Steer the truck slowly again while observing
TP2 steering pressure gauge.
The pump must reload when pressure
drops to 2750 psi (18,960 kPa) minimum.
13. If minimum reloading pressure in step 12 is not
correct, repeat unloader valve adjustment,
steps 11 and 12.
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 3025 psi (20,855
kPa).
14. Tighten jam nut to lock pressure adjustment.
15. Steer truck to cause system to cycle several
times to verify system pressure begins to
increase (pump cycles from unload to load)
once pressure has dropped to 2750 psi (18,960
kPa).
16. Shut down engine and allow accumulators to
bleed down completely. Turn the steering wheel
to verify no pressure remains.
17. Remove gauges and cap test ports.
Steering Control Unit and Flow Amplifier Leakage
Test
1. Disconnect the flow amplifier return line (9, Fig-
ure 10-2) at the bleeddown manifold. Plug the
port on the bleeddown manifold.
2. Disconnect steering control unit return line at
the flow amplifier. Install a plug in the open flow
amplifier port. Do not turn steering wheel with
hoses disconnected!
3. Start engine and allow steering system to reach
normal operating pressure.
4. Measure leakage from flow amplifier return
hose removed in step 1:
Maximum permissible leakage is 50 cubic
inches (820 ml) per minute.
If leakage is excessive, the flow amplifier
should be repaired or replaced.
5. Measure leakage from steering control unit
return hose removed in step 2:
Maximum permissible leakage is 10 cubic
inches (164 ml) per minute.
If leakage is excessive, the steering control
valve should be repaired or replaced.
6. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify
all pressure has bled off.
Bleeddown Manifold Leakage Test
1. With hydraulic lines still disconnected from
Steering Control Unit and Flow Amplifier Leak-
age Test, disconnect the hoist pilot valve return
hose (14, Figure 10-2) located on the side of the
bleeddown manifold. Plug the open port on the
bleeddown manifold.
2. Before performing the next step, it will be nec-
essary to draw a vacuum on the hydraulic tank
to prevent oil loss when the bleeddown manifold
tank return line is disconnected.
Hydraulic tank oil level is above the level of this
return line. It is necessary to draw a vacuum on
the hydraulic tank to prevent a large amount of
oil draining from the tank with the return line dis-
connected from the bleeddown manifold.
3. Disconnect tank return line (15, Figure 10-2)
from bleeddown manifold. Connect hoist pilot
valve return hose removed in step 1 to the tank
return line.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure leakage at the open tank
return port on the bleeddown manifold.
Maximum permissible leakage is 33.0
cubic inches (541 ml) per minute.
If leakage is excessive, the bleeddown
solenoid (6, Figure 10-2), the steering
system relief valve (13), or the piloted
check valve (located on top of bleeddown
manifold) is defective and should be
replaced.
In the next step, DO NOT use the key switch to
shut down the engine and allow accumulators to
bleed down during the next operation. If the
instrument panel key switch is turned off, all
accumulator oil will be discharged through the
open port on the bleeddown manifold!
6. After test is complete, shut down the engine
using the shutdown switch located on the con-
sole.
7. Re-attach vacuum source to hydraulic tank and
draw a vacuum before disconnecting tank
return hose from pilot valve return hose. Attach
tank return hose to bleeddown manifold. Attach
hoist pilot return hose to fitting on manifold.
8. Remove vacuum source. Remove test equip-
ment and reinstall all remaining hoses to their
proper location.
9. Turn key switch to OFF position to allow steer-
ing accumulators to bleed down.
STEERING/BRAKE PUMP STROKE
ADJUSTMENT
Later model trucks are equipped with an adjustable
pump stroke control (1, Figure 10-1) to control the
volume of oil produced by the steering/brake pump.
Use of this feature is required only if the truck is oper-
ated at high altitude locations (greater than 10,000 ft.
(3,050 meters) above sea level). If the truck is oper-
ating at high altitudes, contact the Komatsu Area
Service Representative for instructions regarding
stroke control adjustment procedures.
For trucks operating at lower altitudes, this adjust-
ment should not be changed from the factory setting
(adjusted fully counterclockwise). The factory setting
provides full pump flow for maximum performance.
FIGURE 10-3. STEERING RELIEF VALVE
ADJUSTMENT
2. Plug
3. O-Ring
4. Relief Valve
Adjustment
SHOCK AND SUCTION VALVES
erly test the steering circuit shock and suction valves:
Hydraulic schematic, refer to Section R.
Three 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
Before the shock and suction valves in the steering
circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing.
In addition, the steering relief valve pressure must be
raised above the pressure required to actuate the
shock and suction valves.
1. Install a 5000 psi (0-35,000 kPa) pressure
gauge at TP2 (3, Figure 10-2) in the steering
bleeddown manifold.
2. Install a 5000 psi (0-35,000 kPa) gauge in each
steering cylinder manifold test port. (Located on
frame cross member, under engine.)
3. Raise steering relief valve pressure as follows:
a. Remove external plug (2, Figure 10-3) on
flow amplifier valve, using an 8 mm allen
wrench.
b. Insert a 5 mm allen wrench into opening and
gently bottom out adjustment (4) by turning
clockwise.
4. Start the engine and allow steering system to
build pressure.
5. While observing gauge at the TP2 steering
pressure test port, turn unloader valve adjust-
ment (2, Figure 10-1) clockwise until approxi-
mately 3300 psi (22,750 kPa) is obtained.
NOTE: This pressure is near the pump compensator
pressure setting and the pump may not unload,
however it is not necessary for the pump to unload
during this test.
6. While observing the two gauges installed on the
steering manifold, steer the truck against the left
stop.
Pressure on one of the gauges should read
3100 psi (21,370 kPa).
7. Steer the truck to the opposite stop.
The other gauge should read 3100 psi
(21,370 kPa).
8. If pressure is incorrect during step 6 or 7, the
shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units, and cannot be adjusted
while installed in the flow amplifier valve.
9. After the above test is complete, lower the
steering relief pressure to 2750 psi (18,960
kPa) as follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Adjust steering relief valve, using the 5 mm
allen wrench to obtain 2750 psi (18,960 kPa)
on the gauge showing pressure.
10. After adjustment is complete, install plug (2, Fig-
ure 10-3) with O-ring (3) on valve body.
11. Reset unloader valve to specified unload pres-
sure; back out the unloader valve adjustment
screw completely counterclockwise.
12. Steer the truck to reduce pressure in the steer-
ing circuit and cause the pump to load.
a. Observe increasing pressure readings on
the gauge installed at the steering pressure,
TP2 test port (3, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw
clockwise until the pump unloads and
feedback pressure begins to decrease.
b. Steer the truck again while observing the
steering pressure feedback gauge.
The pump must reload when pressure
drops to 2750 psi (18,960 kPa) minimum.
13. If minimum reloading pressure in step 12 is not
correct, repeat unloader valve adjustment.
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 3025 psi (20,855
kPa).
HOIST SYSTEM RELIEF VALVE AND
BRAKE COOLING CIRCUIT PRESSURES
NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist valve power up
pressure should be checked. Also, check the brake
cooling circuit for correct pressures.
Check hoist system power down relief pressure if
the hoist pilot valve has been replaced or rebuilt.
lines. Tighten all connections securely before
applying pressure.
erly check-out the hoist relief and brake cooling cir-
cuit pressures:
Hydraulic schematics, refer to Section R.
Three 0-3500 psi (0-25,000 kPa) range calibrated
pressure gauges and hoses for hoist circuit
pressure readings.
Two 0-100 psi (0-1000 kPa) low pressure gauges
and hoses for brake cooling circuit pressure
readings.
Note: Hydraulic oil temperature should be
approximately 70F (21C) during test.
Pressure Gauge Locations
1. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the brake cooling circuit manifold
block (1, Figure 10-4) at the front of the hoist
valve to monitor front brake cooling oil pressure.
2. Install a 0-3500 PSI (0-25,000 kPa) gauge in
the overcenter manifold power down test port
marked TPD (3, Figure 10-9) located on front
face of manifold.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in
each hoist pump filter pressure test ports (2,
Figure 10-4).
4. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the upper left test port (3, Figure 10-7)
in the brake/hoist return manifold to monitor
rear brake cooling supply pressure.
Brake Cooling Circuit Test
1. Start engine and run at low idle. Place hoist
control lever in the FLOAT position.
Hoist pump outlet pressures at the filters
should be approximately 80 psi (550 kPa).
Pressure at front (1, Figure 10-4) and rear
(3, Figure 10-7) brake cooling circuits
should be approximately 25 psi (172 kPa)
or less.
2. With engine at low idle, move the hoist control
lever to POWER UP.
Pressure at front and rear brake cooling
circuits should drop to 0 psi (0 kPa) while
body raises.
3. Increase engine speed to 1500 RPM. Place
hoist control lever in HOLD or FLOAT.
circuits should be approximately 50 psi
(344 kPa) or less.
FIGURE 10-4. PRESSURE TAPS
1. Test Port - Front Brake Cooling
2. Test Port - Hoist Pump Pressure at Filter
4. With engine at 1500 RPM, move the hoist con-
trol lever to POWER UP.
circuits should drop to 0 psi (0 kPa) while
body raises.
Power Up Relief Pressure Test
The hoist valve contains two relief valves. The rear
inlet section (toward rear of truck) contains the relief
valve for the rear section of the hoist pump. The front
inlet section (toward front of truck) contains the relief
valve for the front section of the hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid, located
on the bottom of the bleeddown manifold from
the wiring harness.
Be sure there is adequate (safe) overhead clear-
ance before raising body to full up position.
2. With engine at low-idle, place hoist lever in
POWER UP position and hold until body is in
the full raised position. (Be certain gauges are
identified as to the front or rear section of the
pump when pressures are read.)
Pressure at both hoist pump filter test ports
should be 2500 100 psi (17,237 690
kPa).
Adjustment
If hoist relief pressure is incorrect on either gauge,
the corresponding relief valve should be readjusted.
Adjust relief valve in rear hoist valve inlet section if
the rear pump section pressure was incorrect and/or
adjust the relief valve in front hoist valve inlet section
if the front pump section pressure was incorrect.
1. If power up relief pressure is incorrect in either
the front or rear inlet section, adjust pressure as
follows:
a. Lower body until it is resting on frame rails
and shut down engine. Wait at least 90 sec-
onds until accumulators bleed down.
b. Relieve all hydraulic pressure from hoist sys-
tem.
c. Move hoist control lever to the power down
position and allow body to completely rest on
frame rails.
d. Disconnect tube from inlet section cover (2,
Figure 10-5). Disconnect hose(s) at top port.
e. Remove capscrews (1) from cover (2).
Remove cover (1) and spring (3) from relief
valve (4).
f. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure
or out (counter-clockwise) to decrease
pressure.
NOTE: Each 1/4 turn of the adjustment screw will
cause approximately 150 psi (1,034 kPa) change in
pressure.
g. Install spring (3) and cover (2) with new O-
rings (8). Install and tighten capscrews (1).
Install tube to cover fitting. Install hose(s) at
top port.
2. Check pressure again, repeating step 2. If nec-
essary, repeat adjustment procedure until cor-
rect pressure is attained.
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
FIGURE 10-5. INLET SECTION
(Front & Rear Inlet Sections are Identical)
Power Down Relief Pressure Test
NOTE: The hoist system power down relief valve is
located on the hoist pilot valve, located in the
hydraulic components cabinet, behind the cab.
1. If not installed previously, Install a 0-3500 psi
(0-25,000 kPa) pressure gauge at power down
circuit test port TPD (3, Figure 10-9) on the
overcenter manifold.
2. Start engine and run at low idle. Allow the accu-
mulators to fill and the steering pump to unload.
3. With the body resting on the frame and engine
at low idle, place hoist lever in the power down
position.
Pressure at the test port TPD on the
overcenter manifold should be 1500 75 psi
(10,340 517 kPa).
Adjustment
1. If power down relief pressure is not within spec-
ifications, adjust as follows:
a. Remove cap from power down relief valve
(2, Figure 10-6).
1.) To increase power down relief pressure,
turn adjusting screw in (clockwise).
2.) To decrease power down relief pressure,
turn adjusting screw counter-clockwise.
2. Recheck power down relief pressure (step 3)
after valve adjustment. Install cap on relief
valve.
3. Shut down engine, allow accumulators to bleed
down. Remove gauges, hoses etc.
1. Spool Housing 2. Relief Valve
FIGURE 10-6. POWER DOWN RELIEF VALVE
Pressure
4. Front Brake Supply
Pressure
5. Rear Brake Cooling
Oil (From Hoist
Valve)
6. Return From Hoist
Valve
7. Return From Hoist
Valve
8. Brake/Hoist Return
Oil Manifold
9. Front Brake Bypass
Pressure
11. Hoist Return
Pressure
12. Front Brake Return
Pressure
15. Hoist Return to Tank
FIGURE 10-7. BRAKE/HOIST RETURN OIL
MANIFOLD
Hoist Counterbalance Valve Adjustment
Preparation:
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down,
loosen locknut on adjustment stem of needle
valve (9, Figure 10-9) on overcenter manifold.
Turn adjustment stem fully clockwise.
2. Remove plug from PILOT VENT port (8) on
overcenter manifold. This port will remain open
to atmosphere during adjustment; do not allow
dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 5000 psi (35,000 kPa) gauge at test
port TR (7) on overcenter manifold. Use a
hose that is long enough to read the pressure
gauge in the cab of the truck. Do not read the
gauge near the overcenter manifold or make
adjustments while the engine is running.
(Gauge will measure rod end pressure; the
pressure controlled by the counterbalance
valve.)
a.
Counterbalance Valve Pressure Check Only:
Start the engine. At low idle, raise the body and as it
extends to the third stage, read the pressure on the
gauge connected to the TR port. (All counterbal-
ance valve pressures are read/adjusted while hoist
cylinders are in third stage.)
a. If pressure is 3000 psi (20.7 MPa) or above,
stop hoisting immediately.
Pressure is adjusted too high and must be
lowered. Refer to Counterbalance Valve
Adjustment and perform the adjustment
procedure.
b. If pressure is below 3000 psi (20.7 MPa),
increase engine speed by approximately 300
rpm and observe pressure on gauge.
1. Hoist Valve
3. Needle Valve
4. Pilot Vent Port Plug
5. TPD Pressure Test
Port
FIGURE 10-8. COUNTERBALANCE VALVE
ADJUSTMENT
FIGURE 10-9. OVERCENTER MANIFOLDVALVE
1. Check Valves
2. Overcenter Valve Manifold
3. Power Down Test Port (TPD)
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
9. Needle Valve
10. Counterbalance Valve Port (TCBV)
1.) If pressure is still below 3000 psi (20.7
MPa), continue increasing engine speed in
steps of 300 rpm, while in third stage and
observing pressure gauge.
2.) Continue monitoring pressure gauge until
engine high idle is attained.
c. If gauge indicates 3000 psi (20.7 MPa) while
at high idle, in POWER UP and in third
stage, counterbalance valve adjustment is
correct.
d. If gauge does not indicate 3000 psi (20.7
MPa) while in third stage and at high idle (or
a lesser rpm during step 1b, 1.) adjust the
counterbalance valve.
Counterbalance Valve Adjustment
1. Loosen locknut on adjustment stem of counter-
balance valve (4, Figure 10-9) (Labeled CBV
on manifold). Turn adjustment stem fully clock-
wise to start adjustment procedure so counter-
balance valve pressure is as low as possible.
Note: Turning adjustment stem in (clockwise)
decreases the pressure. Turning the stem out (coun-
terclockwise) increases the pressure. Complete
valve adjustment range is 3 turns.
2. Start the engine and operate at high idle. Raise
the body while observing the pressure gauge.
Slowly adjust counterbalance valve to
obtain 3000 psi (20.7 MPa) as the hoist
cylinder 3rd stage extends while in POWER
UP. When adjustment is complete, secure
locknut on adjustment stem.
3. Repeat Counterbalance Valve Pressure Check,
step 1 to verify proper adjustment.
4. Replace plug in PILOT VENT port (8).
Remove pressure gauge.
5. Turn needle valve adjustment stem (9) fully out
and secure locknut.
HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
Preparation
1. Verify and correct if necessary, the various
relief valves and adjustable hydraulic system
components. (Refer to Hydraulic Checkout Pro-
cedure.)
2. Place selector switch in NEUTRAL, apply the
parking brake and place the rest switch in the
ON position. (Leave rest switch ON for all the
following procedures.)
a. Shut down engine and turn key switch OFF.
Be certain the Link Voltage warning
lamps turn off.
b. Allow at least 90 seconds for the steering
accumulators to bleed down.
c. Open the brake accumulator bleed down
valves on the brake manifold. (This will
return contaminants in the brake accumula-
tors to the hydraulic tank.)
3. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank and flush the inte-
rior with a cleaning solvent. Inspect all hydraulic
hoses for deterioration or damage.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be
trapped inside the hose.
4. Remove, clean and reinstall the hydraulic tank
strainers. Change all high pressure filter ele-
ments.
5. Fill hydraulic tank with clean, Type C-4 hydrau-
lic oil.
6. Be certain suction line shut-off valves are open.
7. Bleed trapped air inside steering pump. (Refer
to Steering and Brake Pump, Section L.)
Flushing Procedure
1. Set all controls in the NEUTRAL position. Do
not steer the truck or operate controls until the
next step is completed.
2. Start the engine and run at 1000 RPM for five
minutes. This will circulate oil with all valves in
the neutral position.
3. To increase flow and turbulence in the system,
increase engine speed to full throttle and main-
tain for four minutes. This will carry contami-
nates to the hydraulic tank.
4. Shut down engine and turn key switch OFF.
Allow at least 90 seconds for the accumulators
to bleed down.
5. Close the brake accumulator bleed down
valves on the brake manifold (opened in step
2.c. of Preparation)
6. To enable full extension of the hoist cylinders,
disconnect hoist limit solenoid on bottom of
bleeddown manifold.
7. Start engine and run at 1000 RPM while per-
forming the following:
a. Steer truck full left then full right - repeat ten
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
NOTE: Hydraulic tank oil temperature should be 110
- 130F (43 - 54C) after accomplishing Step 6. If
not, repeat Step 3 to increase oil temperature to the
proper operating range.
8. Increase engine speed to full throttle and steer
full left and full right.
9. Return all controls to NEUTRAL.
The following procedures involve raising and
lowering the dump body. Be certain adequate
clearance is available before raising body to the
full UP position.
10. Reduce engine speed to 1000 RPM and per-
form the following:
In all of the following UP exercises, as the sec-
ond stage starts out of the hoist cylinder in the
POWER UP mode, slowly decrease engine speed
to prevent sudden bottoming of the cylinders.
Severe damage to the hoist cylinders may occur
if this precaution is not followed.
a. Extend hoist cylinders fully and FLOAT
down - repeat ten times.
b. Extend hoist cylinders to full extension and
hold hoist lever in UP position for 10 sec-
onds.
c. Lower hoist cylinders and hold lever in
DOWN position for 10 seconds after cylin-
ders are fully retracted.
11. Increase engine speed to full throttle and per-
form the following:
a. Hoist up to full extension, then allow cylin-
ders to float down.
b. Return hoist control to FLOAT.
12. Operate the truck (on a typical haul cycle if pos-
sible) to exercise the braking functions a mini-
mum of 30 times. Insure the braking is also
exercised in reverse, as would be seen in a typ-
ical haul cycle.
13. If the truck is equipped with any hydraulically
operated attachment, the attachment must also
be cycled in a similar manner, following the
checkout procedure or operational instructions
for the device.
14. Shut down engine and turn key switch OFF.
15. Allow at least 90 seconds for the accumulators
to bleed down. Turn the steering wheel to be
certain all pressure has been released.
16. Reconnect hoist limit solenoid on bleeddown
manifold.
After the hydraulic system flushing procedure has
been completed, all system high pressure filter ele-
ments must be replaced.
1. Close both hoist pump suction line shut-off
valves. Close the steering pump suction line
shut-off valve.
2. Remove hoist, steering, and brake circuit
hydraulic filters, clean housings and install new
filter elements. (Detailed instructions may be
found in Section L9.)
3. Check hydraulic tank oil level and refill if neces-
sary.
4. Open all (three) suction line shut-off valves.
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
__________ Steering Accumulators charged to 1400 psi (9650 kPa).
Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 6___________ Steering pump compensator pressure
STEP 11__________ Steering pump unload pressure.
STEP 12__________ Steering pump load pressure.
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________ Flow amplifier return hose leakage.
STEP 5___________ Steering control unit return hose leakage.
BLEEDDOWN MANIFOLD LEAKAGE TEST
STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage.
SHOCK AND SUCTION VALVES TEST
STEP 6___________ Shock and suction valve pressure, left steer.
STEP 7___________ Shock and suction valve pressure, right steer.
STEP 9___________ Steering relief valve pressure setting.
STEP 12__________ Steering pump reload pressure.
Date__________________________
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM
DATA SHEET
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Proce-
dures.
BRAKE COOLING CIRCUIT TEST
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position.
___________ Brake cooling circuit pressure, low idle, FLOAT position.
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position.
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position.
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position.
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section.
________________ Hoist relief pressure, rear pump section.
POWER DOWN RELIEF PRESSURE TEST
STEP 3 __________ Power down relief pressure.
HOIST COUNTERBALANCE VALVE PRESSURE TEST
STEP 3 __________ Counterbalance valve pressure.
DATE _________________________
M01043 Index M1-1
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M1-2 Index M01043
NOTES
M02005 Fire Control Systems M2-1
SECTION M2
FIRE CONTROL SYSTEMS
INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M2-2 Fire Control Systems M02005
NOTES
FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
Actuators
Pneumatic Actuator/Cartridge Receivers
Pressure Relief Valve
Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extin-
guish the flames.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
ture near the bumper.
NOTE: Operating either actuator will activate fire
control system.
Inspection and Maintenance
It is imperative that the fire control system is
inspected at least every six months. To insure that it
will operate effectively:
1. Check the system for general appearance,
mechanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if neces-
sary. Install cartridge hand tight.
FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechani-
cal damage and cuts.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown
in Figure 2-3 are not to be packed with grease.
Only the protective caps shown are to be used
on this type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire
seals.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
1. Relieve the pressure from the lines by pulling
the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If nec-
essary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chem-
ical tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully
retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechani-
cal damage. Replace all hose that has been
exposed to fire areas.
17. Clean the nozzles and repack the openings with
silicone grease or install blow-off caps. Use
caps for new designed nozzles shown in Figure
2.1-2.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221F (105C) the insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.
Components of the checkfire electric detection and
actuation system are shown in Figure 2-5.
Control Module
(Figure 2-4):
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system.
FIGURE 2-4. CONTROL MODULE
FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM
1. Control Module
2. Manual/Automatic Actuator
3. Linear Detection Wire
4. Power Wire
5. Test Kit (Not Shown)
Actuator
(Figure 2-6)
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
Linear Detection Wire
(Figure 2-7):
Consists of a two conductor heat rated thermo cable.
The temperature rating of the cable is 221F 105C)
black wire or 356F (180C) using red wire. When the
cable is subjected to temperatures in excess of this
rating the insulating coating melts allowing the con-
ductors to short together, closing the actuating circuit
to fire the squib.
Power Wire
(Figure 2-8):
Consists of a battery connector and conductor lead
wires to connect the actuation system to the truck
electrical system (battery circuit). The battery con-
nector is equipped with a 5 ampere in line fuse
(replaceable).
Test Kit
(Figure 2-9):
Provides for checking of electrical continuity and con-
sists of an indicator light assembly and an End-of-
Line linear detection wire jumper assembly.
Squib
(Figure 2-10)
Is an electrically detonated component containing a
small exact charge of powder. When the actuation
circuit is closed by the linear detection wire melting,
an internal wiring bridge in the squib heats up caus-
ing the power charge to detonate, forcing the punc-
ture pin to rupture the cartridge disc to release the
nitrogen gas charge.
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
FIGURE 2-7. LINEAR DETECTION WIRE
FIGURE 2-8. POWER WIRE
FIGURE 2-9. TEST KIT
1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
FIGURE 2-10. SQUIB
Securing the Detection Wire
After the linear detection wire has been loosely
installed, secure it to the equipment being protected
as follows:
1. Begin at the control module with the first sec-
tion of detection wire. If this section is sufficient
to cover the total hazard area, no additional
lengths are required. If additional lengths are
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and recep-
tacles are keyed to allow insertion only in one direc-
tion. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.
2. Secure the wire every 12-18 in. (30-45 cm)
throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up
All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should
be on. This indicates the power wire is
installed correctly to the control module. If
light does not appear, check all connections
to insure they are snapped together. Retest
by depressing button. If light is not on, refer
to Troubleshooting The Electric Detection
System covered in this section.
b. If battery power is correct, proceed to check-
ing total system power.
Do Not install squib to power lead at this time
(Figure 2-13).
FIGURE 2-11. LINEAR DETECTION WIRE
CONNECTOR
FIGURE 2-12. POWER CHECK
FIGURE 2-13. DO NOT CONNECT SQUIB
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec-
tion.
c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper to prevent fire suppression sys-
tem from discharging when squib is installed in
electric detection and actuation system.
FIGURE 2-14. INSTALL JUMPER
FIGURE 2-15. INSTALL TEST MODULE
ASSEMBLY
FIGURE 2-16. REMOVE JUMPER ASSEMBLY
FIGURE 2-17. REMOVE INDICATOR LIGHT
ASSEMBLY
Installation Procedure for Squib
After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2-18).
After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2-19).
Always install squib into actuator body first,
before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.
Placing the Electric Detection & Actuation
System Into Service
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push man-
ual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).
4. Insert LT-5-R cartridge (PB0674) into lower
actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2-18.
FIGURE 2-19.
FIGURE 2-20.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
INSPECTION AND MAINTENANCE
SCHEDULES
Proper inspection and maintenance procedures
must be performed at the specified intervals to
be sure that the electric detection and actuation
system will operate as intended.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper
assembly to end of linear detection wire assembly.
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service.
Record date of installation of new squib.
1. Check all mounting bolts for tightness.
2. Check all wiring connectors for tightness and
possible evidence of corrosion.
3. Inspect detection and power wire as follows:
a. Check for wear due to abrasion (at wall pen-
etrations, around corners, etc.).
b. Check for damage from direct impact or
other abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come
loose or been broken, either of which would
allow the wire to sag.
4. Weigh the actuation cartridge on the electric
detection and actuation system. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of electric detection and actuation sys-
tem for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
Do Not reinstall cartridge at this time.
5. Test system power by depressing button on
control module. Note illumination of light while
button is depressed.
6. Remove squib connector before proceeding
with next series of checks (Figure 2-22).
7. Using the furnished test kit assembly, proceed
to the end of the last length of detection wire.
Remove the plugged blank connector and
install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
completed).
8. With jumper in place, screw the squib connector
into receptacle on test module (Figure 2-23).
Light on the test module should immediately
illuminate. This test confirms that the detection
wire is properly installed and will function as
intended.
FIGURE 2-22. REMOVE CARTRIDGE AND
DISCONNECT SQUIB
If test module light does not illuminate, refer to Trou-
bleshooting The Electric Detection System, covered
in this section.
9. Proceed to the end of the last length of detec-
tion wire and remove the jumper assembly. Put
original plugged blank connector back on detec-
tion wire. Test module light should immediately
go out. If light does not go out, refer to Trouble-
shooting The Electric Detection System,cov-
ered in this section.
10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2-24).
Failure to remove jumper assembly will cause
system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actua-
tor body and tighten firmly by hand.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine off.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
FIGURE 2-23. ATTACH INDICATOR LIGHT
ASSEMBLY (Test Module)
FIGURE 2-24. REMOVE TEST MODULE
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the elec-
tric detection and actuation system cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the electric detection and actuation
system is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).
FIGURE 2-25. ACTUATOR ASSEMBLY
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES
Blown fuse in battery connector assembly
Battery connection loose
Connector between power wiring unsnapped or wire
broken
Dead battery
Bulb burned out
SUGGESTED CORRECTIVE ACTION
Look for possible short in external power wiring and
change fuse
Clean and tighten
Reconnect/install new length
Charge battery or install new one
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.
POSSIBLE CAUSES
Jumper assembly not in place on end of detection
zone wiring
Connector apart on either power or detection zone
wiring
Bulb burned out
Blown fuse in battery connector assembly
Wire broken
Dead battery
Battery connection loose
Install jumper assembly
Reconnect
Loosen green lens, install new bulb
Look for possible short in external power wiring and
change fuse
Install new length
Charge battery or install new one
Clean and tighten
TROUBLE: Test Module Light Will Not Go Out
POSSIBLE CAUSES
Jumper assembly left in place on end of detection wire
Damaged section at detection wire
Remove jumper. Reinstall plugged blank connector
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib
POSSIBLE CAUSES
Check for previous fire condition
Detection wire too close to heat source
Test jumper assembly left in place after testing
Replace length(s) of detection zone wire. Replace
squib and recharge
Check for broken points of security, move away from
heat source, and recharge
Remove jumper, reinstall plugged end of line connector
and recharge
NOTES
M08018 Special Tools M8-1
SPECIAL TOOLS
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from
illustration shown, depending on Charging Kit P/N.
Part Num-
ber
Description Use
EB1759 Nitrogen
Charging Kit
Suspension &
Accumulator
Nitrogen Charg-
ing
Part Number Description Use
EJ2626
(No longer
available as
complete unit)
Roller Assy. Power Module
Remove & Install
EJ2271 Roller Mount
PC0706 Bearing
TH9449 Bearing
Retainer
Ring
TG1680 Roller
Retainer
Ring
C1645 Capscrew
0.75 -10 NC
x 2 1/4 in.
C1542 Lockwasher
0.75 in.
EH8686 Roller Ring
M8-2 Special Tools M08018
PB8326 Offset Box End
Wrench,
1 7/16 in.
Miscellaneous &
Cab Mounting
TZ2734 3/4 in. Torque
Adapter
Miscellaneous
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
BF4117 Seal Installation
Tool
Front & Rear
Disc Brake
Floating Ring
Seal Installation
ED3347 Seal Installation
Tool
Rear Axle/Hub
Adaptor Float-
ing Ring Seal
Installation
EH4638 Sleeve Align-
ment Tool
Steering Link-
age and Tie Rod
Assembly, Refer
to Section G
EF9302 Wear Indicator Brake Disc
Wear, Refer to
Section J
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-ring, Indica-
tor Pin
TL3995 O-ring, Indica-
tor Cap
EB4813 Housing, Indi-
cator
SV9812 O-ring, Housing
EF9160 Harness Payload Meter
Download, Refer
to Section M,
Payload Meter
EH7817 Alignment Tool Upper Hoist Pin
PB4684 Hydraulic Cou-
pling
Miscellaneous
PB9067 Bulkhead Con-
nector
Battery Jumper
Dimension "A" - Bolt Hole Diameter
Dimension "B" - Plate Outside Diameter
Dimension "C" - Bolt Circle Diameter
Dimension "D" - Plate Inside Diameter
Dimension "E" - Plate Thickness
Dimension "F" - Cylinder Height
Dimension "G" - Cylinder Outer Diameter
Dimension "H" - Cylinder Inner Diameter
Dimension "I" - Cylinder Wall Thickness
NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.
930E-3 SPINDLE REMOVAL TOOL
Refer to Section G, Drive Axle, Spindles, and
Wheels, for information on using the spindle tool to
properly remove the spindles from the machine.
TABLE 1. PUSHER TOOL DIMENSIONS
Dimension Description 930E-3
"A"
Plate Bolt
Hole Diameter
1.37 in.
(34.8 mm)
"B" Plate O.D.
22.75 in.
(577.9 mm)
"C"
Bolt Circle
Diameter
20.38 in.
(517.7 mm)
"D" Plate I.D.
2.00 in.
(50.8 mm)
"E" Plate Thickness
1.37 in.
(34.8 mm)
"F"
Pusher
Cylinder Height
5.25 in.
(133.4 mm)
"G"
Pusher
Cylinder O.D.
12.62 in.
(320.6 mm)
"H"
Pusher
Cylinder I.D.
9.00 in.
(228.6 mm)
"I"
Cylinder Wall
Thickness
1.81 in.
(46.0 mm)
M20008 11/03 Payload Meter III M20-1
SECTION M20
PAYLOAD METER III
INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Keyswitch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATORS DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
M20-2 Payload Meter III 11/03 M20008
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Periodic Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
No Payload Display When Keyswitch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
Load Lights Dont Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-42
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 15 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 24 - System Key-On Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
PAYLOAD METER III COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
OPERATION SECTION
INTRODUCTION
Payload Meter III (PLMIII) measures, displays and
records the weight of material being carried by an off-
highway truck. The system generally consists of a
payload meter, a gauge display, deck-mounted
lights, and sensors. The primary sensors are four
suspension pressures and an inclinometer. Other
inputs include a body up signal, brake lock signal,
and speed.
Data Summary
5208 haul cycles can be stored in memory. The fol-
lowing information is recorded for each haul cycle:
Payload
Operator ID number (0000-9999)
Distance traveled loaded and empty
The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
Maximum speed loaded and empty with time of
day
Average speed loaded and empty
Empty carry-back load
Haul-cycle, loading, dumping start time of day.
Peak positive and peak negative frame torque
with time of day
Peak sprung load with time of day
Tire ton-mph for each front and average per rear
tires
The payload meter stores lifetime data that cannot be
erased. This data includes:
Top 5 maximum payloads and time stamps.
Top 5 positive and negative frame torque and
time stamps
Top 5 maximum speeds and time stamps
Data Gathering
Windows 95/98/NT software is available to down-
load, store and view payload and fault information.
The PC software will download an entire truck fleet
into one Paradox database file. Users can query the
database by date, time, truck type and truck number
to produce reports, graphs and export the data. The
software can export the data in '.CSV' format that can
be easily imported into most spreadsheet applica-
tions. The Windows software is not compatible with
the Payload Meter II system.
It is important that each payload meter be configured
for each truck using the PC software. The informa-
tion for frame serial number and truck number is
used by the database program to organize the pay-
load data. In addition, the payload meter must be
configured to make calculations for the proper truck
model. Improper configuration can lead to data loss
and inaccurate payload calculations.
System Diagram
Suspension Pressure Sensors
PLMIII uses a two-wire pressure sensor. The range
for the pressure sensor is 4000 psi (281 kg/cm
2
) and
the overload limit is 10,000 psi (700 kg/cm
2
). One
wire to the sensor is the supply voltage and the other
is the signal. The 0-4000 psi range is converted into
an electrical current between 4-20 ma. The supply
voltage for the sensor is nominally +18vdc. Each
pressure sensor has an 90" length of cable that is
terminated with #10 ring terminals. The cable is spe-
cially shielded and reinforced to provide mechanical
strength and electronic noise immunity. A typical
part number for the pressure sensor is PC1578.
Inclinometer
The inclinometer is used to increase the accuracy of
load calculations on an incline. The inclinometer
uses three wires. For the sensor, red is the +18vdc
supply voltage, black is ground and the white is the
signal. The incline signal is a voltage between 1 and
4 volts. Zero degrees of incline is represented by
2.6vdc on the signal line. The voltage signal will be
decreased by 0.103vdc for every degree of nose up
incline. A typical part number for the inclinometer
assembly is 7861-92-5330.
Operator Display
The speedometer/display gauge is used as a speed-
ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
(mph) units. Grounding terminal #4 on the back of
the speedometer will switch the meter to display met-
ric units. Leaving terminal #4 unconnected will cause
the gauge to display English units. The speedometer
can be adjusted using a calibration potentiometer in
the back just like existing speedometers.
The payload meter uses the lower display for pay-
load information. The normal display mode shows
the current payload. The display can be changed to
show the load and total tons counter or the Operator
ID. Using the operator switch on the dash panel, the
current suspension pressures and incline can be dis-
played. The units for display are set using the PC
software. Payloads can be displayed in Short Tons,
Long Tons or Metric Tons. A typical part number for
this gauge is the PC0550.
Operator Switch
The payload operator switch is used to set, view and
clear the Total Load Counter and Total Ton Counter.
It is also used to enter the Operator ID number (0-
9999). This switch can also be used to view the sus-
pension pressures and inclinometer. The payload
meter operator switch is located on the dashboard. It
is a two-way momentary switch. The top position is
the SELECT position. The SELECT position is used
step through the different displays. The lower posi-
tion is the SET position. The SET position is used to
set the Operator ID or clear the load and total ton
counters. Normally the inputs from the switch to the
payload meter are open circuit. The switch momen-
tarily connects the circuit to ground.
Speed Input
PLMIII uses a speed signal to calculate speed, dis-
tance, and other performance data. This input is crit-
ical to the proper operation of the system. PLMIII
receives this signal from the speedometer/operator
display on the dashboard. The same signal dis-
played to the operator is used by the system. Dis-
tance calculations are made based on the rolling
radius of the tires for a particular truck.
Body-Up Switch
The Body-Up input signal is received from a mag-
netic switch located on the inside of the truck frame,
forward the pivot pin of the truck body. This is the
same switch typically used for input to the drive sys-
tem. When the body is down, the switch closes and
completes the circuit to 71-Control Power. 24vdc
indicates the body is down. Open circuit indicates
that the body is up.
Brake Lock Switch
The brake lock is used to lock the rear brakes on the
truck. It is necessary for the accurate calculation of
swingloads during the loading process. Without the
brake lock applied, the payload meter will not calcu-
late swingloads during the loading process. Without
the brake lock, the payload meter will assume that
the truck was loaded using a continuous loader and
flag the haul cycle record. All other functions will be
normal regardless of brake lock usage. The brake
lock input comes from the switch located on the dash
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off.
Ground indicates brake lock on.
Payload Meter
The payload meter is housed in a black aluminum
housing. There is a small window on the face of the
unit. Status and active alarm codes can be viewed
through the window. During normal operation, a two-
digit display flashes 0 back and forth. Active fault
codes will be displayed for two seconds. These
codes are typically viewed using the laptop computer
connected to the serial communications port.
There is one 40-pin connector on the payload meter.
A jack-screw is used to hold the payload meter and
wire harness connector housings together. This
screw requires a 4mm or 5/32 hex wrench. The cor-
rect tightening torque for this screw is 25 lb-in. Four
bolts hold the payload meter housing to its mounting
bracket in the cab.
The circuit board inside the payload meter housing is
made from multi-layer, dual-sided surface-mount
electronics. There are no field serviceable compo-
nents inside. The electronics are designed to with-
stand the harsh operating environment of the mining
industry. Opening the payload meter housing will
result in voiding the warranty.
Communications Ports
The payload meter has two RS232 serial communi-
cations ports and two CAN ports. Connections for
the two serial ports are available inside the payload
meter junction box. The two CAN ports are available
for future electronics systems.
Serial port #1 is used to communicate with the dash-
board display. It is also used to connect to the laptop
computer. The display gauge will remain blank when
the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
tings change automatically to increase the
communications rate when the PC is using the port.
This serial port uses a 3-wire hardware connection.
Serial port #2 is used to communicate to other on-
board electronics like Modular Mining's Dispatch
system or the Scoreboard from Komatsu. This port
uses a 3-wire hardware connection. Connections to
this serial port need to be approved by Komatsu.
Several protocol options are available and detailed
technical information is available depending on
licensing.
Keyswitch Input
PLMIII monitors the status of the keyswitch. 24vdc
indicates that the keyswitch is on, open indicates the
keyswitch is off. The payload meter does not receive
its electrical power from the keyswitch circuit. The
payload meter will remain on for several seconds
after keyswitch is removed. When the keyswitch
power is removed, payload meter performs a series
of internal memory operations before turning itself
off. To allow for these operations, the keyswitch
should be turned off for at least 15 seconds before
turning the keyswitch back on. The payload meter
will automatically reset itself without error if not
enough time is given for these operations. The dis-
play may blink briefly.
Payload Meter Power
The payload meter receives its power from the bat-
tery circuit on the truck. Removing battery power
from the payload meter before removing keyswitch
and waiting 15 seconds may result in lost haul cycle
data. The payload meter turns itself off approximately
15 seconds after the keyswitch power is removed.
Some haul cycle data will be lost if battery power is
removed before waiting 15 seconds. The payload
meter system operates at a nominal voltage of 24vdc
at 1 to 2 amps depending on options. The payload
meter is designed to turn itself off if the supply volt-
age rises above 36vdc. The payload meter is also
protected by a 5 amp circuit breaker located in the
junction box.
Power to the load lights comes from the same battery
circuit. The load lights are powered through a relay.
The keyswitch circuit controls the relay. The load
lights are also protected by a 15 amp circuit breaker
in the junction box.
Load Lights
PLMIII uses load lights to indicate to the shovel oper-
ator the approximate weight of the material in the
truck. The load lights are illuminated only when the
brake lock is applied. The lights are controlled by the
payload meter through a series of relays in the junc-
tion box. The payload meter controls the relays with
24vdc outputs. A 24vdc signal from the payload
meter powers the relay coil and connects battery
power to the load light. When the relay is not pow-
ered by the payload meter, a pre-warm resistor con-
nects the load light to a reduced voltage. This circuit
pre-warms the load light filaments and reduces the
inrush current when the light is fully illuminated. This
lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
the truck.
A flashing green light indicates the next swingload
will make the measured load greater than 50% of
rated load. A solid green light indicates that the cur-
rent load is greater than 50% of rated capacity.
A flashing amber light indicates the next swingload
will make the measured load greater than 90% of
rated load. A solid amber light indicates that the cur-
rent load is greater than 90% of rated capacity.
A flashing red light indicates the next swingload will
make the measured load greater than 105% of rated
load. A solid red light indicates that the current load
is greater than 105% of rated capacity.
The optimal loading target is a solid green and amber
lights with a flashing red light. This indicates that the
load is between 90% and 105% of rated load for the
truck and the next swingload will load the truck over
105%.
Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16awg, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal, part number VH2584.
Most connections for the PLMIII system are made in
the payload meter junction box.
TCI Outputs
The GE drive system on the 930E requires informa-
tion from the payload meter regarding the loaded
condition of the truck. There are three outputs from
the payload meter to GE to indicate the relative load
in the truck. 24 vdc on the 73MSL circuit indicates
that the load is 70% of rated load. 24 vdc on the
73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.
OPERATORS DISPLAY AND SWITCH
Reading the Speedometer
The top window of the speedometer/display gauge is
the speedometer section. The display shows the
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potenti-
ometer on the back of the gauge. In addition, the
units for the display can be changed. Terminal #4
controls the displayed units. If #4 is grounded, the
display will be metric. If terminal #4 is left open, the
display will be in English units.
Reading the Load Display
The lower display on the speedometer/display gauge
is used for payload information. The SELECT posi-
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for
the displays is as follows:
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
The display holds the displayed information until the
SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are
based on current sensor inputs.
Communications to the display use the same serial
link as the download connection. Whenever another
computer is connected to serial port #1 to download
or configure the system, the lower display will blank.
This is not the same connection used by mine dis-
patch systems.
Using the Operator ID
The current Operator ID number is recorded with
each haul cycle. The number can be between 0 and
9999.
To set the Operator ID:
1. Press the SELECT switch until Id= is dis-
played.
2. Hold the SET button until 0000 is displayed.
The first digit should be flashing.
3. Press the SET button again to change the
digit.
4. Press the SELECT button once to adjust the
second digit.
5. Use the SET button again to change the digit.
third digit.
7. Use the SET button again to change the digit.
fourth digit.
9. Use the SET button again to change the digit
10. Press the SELECT button one more time to
enter the ID.
If no buttons are pressed for 30 seconds, the display
will return to normal operation. The number being
entered will be lost and the ID number returns to the
previous ID number.
Using the Load and Ton Counter
PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
during the shift. This display can be cleared at the
beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
Total Ton Counter
The Total Ton Counter records the number of tons
hauled since the last time it was cleared. This dis-
play is in 100s of tons. For example, if the display
shows 432 the total tons is 43,200. This display
can be cleared at the beginning of each shift to allow
the operator to record how many tons have been
hauled during the shift. The units are selected using
the PC software.
To view the Total Ton Counter press and release
the SELECT switch until tL= is displayed on
the gauge.
Total Load Counter
The Total Load Counter records the number of loads
hauled since the last time it was cleared. This dis-
play can be cleared at the beginning of each shift to
allow the operator to record how many loads have
been hauled during the shift.
To view the Total Load Counter press and
release the SELECT switch until LC= is
displayed on the gauge.
Clearing the Counters
Clearing the Total Ton Counter or Total Load
Counter clears both records.
To clear the total ton and total load counter:
1. Press the SELECT switch until tL= or
LC= is displayed.
2. Hold the SET button until the display clears.
Viewing Live Sensor Data
The display can also be used to quickly show the cur-
rent readings from the four suspension pressure sen-
sors and the inclinometer. This can be used during
regularly scheduled service periods to check the
state of the suspensions. These displays are live
and will update as the values change.
The live displays cannot be cleared and the SET but-
ton will have no effect.
The units for the display are controlled by the config-
uration of the payload meter. If the payload meter is
set to display metric units, the pressures will be dis-
played in tenths of kg/cm
2
. For example, if the dis-
play shows 202 the actual value is 20.2 kg/
cm
2
. If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in2). To
convert from kg/cm
2
to psi, multiply by 14.2 1kg/cm
2
= 14.2 psi. There is no way to detect the units setting
for the gauge without the PC software.
The inclinometer displays whole degrees of incline.
Positive incline is truck nose up. The gauge will
quickly display the type of information shown every
10 seconds. For example, if the left-front pressure is
being displayed, Lf= will flash on the display every
minute. Only the payload display, PL= does not
display this information.
Left Front Pressure - To display the pressure in
the left-front suspension, press and release the
SELECT switch until Lf= is displayed.
Right Front Pressure - To display the pressure in
the right-front suspension, press and release the
SELECT switch until rf= is displayed.
Left Rear Pressure - To display the pressure in
the left-rear suspension, press and release the
SELECT switch until Lr= is displayed.
Right Rear Pressure - To display the pressure in
the right-rear suspension, press and release the
SELECT switch until rr= is displayed.
Inclinometer - To display the truck incline, press
and release the SELECT switch until In= is
displayed.
Other Display Messages
On startup of the payload meter system, the gauge
display will scroll the truck type that the PLMIII is con-
figured for. For example, on a 930E, the gauge will
scroll, ----930E---.
If the PLMIII encounters memory problems, it will dis-
play ER88 where 88 is the specific memory
error. In this very rare circumstance, the system
should be turned off for 30 seconds and restarted.
PAYLOAD OPERATION & CALCULA-
TION
Description of Haul Cycle States
The typical haul cycle can be broken down into eight
distinct stages or states. Each state requires the pay-
load meter to make different calculations and store
different data.
States" or stages of a typical haul cycle
1. Tare Zone
2. Empty
3. Loading
4. Maneuvering
5. Final Zone
6. Hauling
7. Dumping
8. After Dump
Haul Cycle Description
A new haul cycle is started after the load has been
dumped from the previous cycle. The payload meter
will stay in the after_dump state for 10 seconds to
confirm that the load has actually been dumped. If
the current payload is less than 20% of rated load,
the payload meter will switch to the tare_zone and
begin calculating a new empty tare. If, after dump-
ing, the payload has not dropped below 20% of rated
load the meter will return to the maneuvering or haul-
ing states. In this case, the false_body_up flag will
be recorded in the haul cycle record.
While in the tare_zone state, and moving faster than
5 km/h (3 mph), the payload meter calculates the
empty sprung weight of the truck. This tare value will
be subtracted from the loaded sprung weight to cal-
culate the final payload. The payload meter will
switch from the tare_zone or empty to the loading
state if swingloads are detected. By raising the
dump body while in the empty state the payload
meter can be manually switched back to the
tare_zone to calculate a new tare.
From the empty state, the payload meter will switch
to the loading state through one of two means. If the
brake lock is applied, the payload meter will be ana-
lyzing the suspension pressures to detect a swing-
load. If a swingload is detected, the meter will switch
to the loading state. The minimum size for swingload
detection is 10% of rated load. Swingload detection
usually takes 4-6 seconds. The second method to
switch from empty to loading is through continuous
loading. This can happen if the brake lock is not
used during loading. If the load increases above
50% of rated load for 10 seconds without the brake
lock applied, the meter will switch to loading and
record the continuous_loading flag in the haul cycle.
The payload meter switches from loading to maneu-
vering as soon as the truck begins moving. The
maneuvering zone is 160m and is designed to allow
the operator to reposition the truck under the shovel.
More payload can be added anytime within the
maneuvering zone. Once the truck travels 160m (0.1
miles) the payload meter switches to the final_zone
and begins calculating payload. If the body is raised
while the payload meter is in the maneuvering state,
the no_final_load flag will be recorded in the haul
cycle record, no payload will be calculated, and the
meter will switch to the dumping state.
While in the final_zone moving faster than 5 km/h (3
mph), the payload meter calculates the loaded
sprung weight of the truck. The same advanced
algorithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
signal is received. If the truck has moved for less
than 1 minute in the final_zone, the payload meter
will calculate the final payload using an averaging
technique which may be less accurate. If this hap-
pens, the average_load flag will be recorded in the
haul cycle.
The payload meter switches to the dumping state
when the dump body rises. The payload meter will
switch from dumping to after_dump when the dump
body comes back down.
From the after_dump, the payload meter will switch
to one of three states:
1. If the average payload is greater than 20% of
rated load and no final payload has been calcu-
lated, the payload meter will return to the
maneuvering state. After the truck travels 160m
(0.1 mile) the meter will switch to the final_zone
and attempt to calculate the payload again. The
false_body_up flag will be recorded in the haul
cycle record.
2. If the average payload is greater than 20% of
rated load and the final payload has been calcu-
lated, the payload meter will switch back to the
hauling state. The false_body_up flag will be
recorded in the haul cycle record.
3. If the average payload is less than 20% of rated
load, the payload meter will switch to the
tare_zone and begin to calculate a new empty
tare.
Load Calculation
The final load calculation is different from the last
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and
the position of the truck during loading. The last
swingload calculation is not the value recorded in
memory as the final load. The final load is deter-
mined by a series of calculations made while the
truck is traveling to the dump site.
Carry Back
Carry back is calculated as the difference between
the current truck tare and the clean truck tare. The
clean truck tare is calculated using the PC software.
When the suspensions are serviced or changes are
made that may affect the sprung weight of the truck,
a new clean truck tare should be calculated.
Measurement Accuracy
Payload measurements are typically repeatable
within 1%. Accuracy for a particular scale test
depends on specific combinations of pressure sen-
sors and payload meters as well as the specifics of
each scale test. Comparisons from different scale
tests are often made without considering the differ-
ences introduced by the specific installation and
operation of the scales for each test. In addition,
each pressure sensor and payload meter introduces
it's own non-linearity. Each truck becomes an indi-
vidual combination of sensors and payload meter.
Errors from these sources can introduce up to a 7%
bias in the payload meter calculations for a specific
scale test, for an individual truck.
Because the PLMIII calculates a new empty tare for
each payload, a detailed scale test must weigh the
trucks empty and loaded for each haul cycle. Using
a simple average of 2 or 3 empty truck weights as an
empty tare for the entire scale test will introduce sig-
nificant error when comparing scale weights to
PLMIII weights.
SOURCES FOR PAYLOAD ERROR
Payload Error
The number one source of error in payload calcula-
tion is improperly serviced suspensions. The pay-
load meter calculates payload by measuring
differences in the sprung weight of the truck when it
is empty and when it is loaded. The sprung weight is
the weight of the truck supported by the suspensions.
The only method for determining sprung weight is by
measuring the pressure of the nitrogen gas in the
suspensions. If the suspensions are not properly
maintained, the payload meter cannot determine an
accurate value for payload. The two critical factors
are proper oil height and proper nitrogen charge.
If the suspensions are overcharged, the payload
meter will not be able to determine the empty sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
case, the pressure inside the cylinder does not accu-
rately represent the force necessary to support that
portion of the truck.
If the suspensions are undercharged, the payload
meter will not be able to determine the loaded sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives loaded.
If the pressure in an undercharged suspension can-
not support the load, the suspension will collapse
and make metal-to-metal contact. In this case, the
pressure inside the cylinder does not accurately rep-
resent the force necessary to support that portion of
the truck.
Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
rect oil height and nitrogen charge are the most
critical factors in the measurement of payload. If the
suspensions are not properly maintained, accurate
payload measurement is not possible. In addition,
suspension maintenance is very important to the life
of the truck.
Loading Conditions
The final load calculation of the PLMIII system is not
sensitive to loading conditions. The final load is cal-
culated as the truck travels away from the shovel.
Variations in road conditions and slope are compen-
sated for in the complex calculations performed by
the payload meter.
Pressure Sensors
Small variations in sensors can also contribute to
payload calculation error. Every pressure sensor is
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can
add or subtract from payload measurements. This is
also true of the sensor input circuitry within individual
payload meters. These differences can stack up 7%
in extreme cases. These errors will be consistent
and repeatable for specific combinations of payload
meters and sensors on a particular truck.
Swingloads
Swingload calculations can be affected by conditions
at the loading site. Parking the truck against the
berm or large debris can cause the payload meter to
inaccurately calculate individual swingloads. While
the PLMIII system uses an advanced calculation
algorithms to determine swingloads, loading site con-
ditions can affect the accuracy.
Speed and Distance
The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload
meter uses this frequency to calculate speeds and
distances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire
will also change between a loaded and empty truck.
The payload meter does not compensate for these
changes.
HAUL CYCLE DATA
PLMIII records and stores data in its on-board flash
memory. This memory does not require a separate
battery. The data is available through the download
software.
PLMIII can store 5208 payload records. When the
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.
PLMIII can store 512 alarm records in memory.
When the memory is full, the payload meter will
erase the oldest 312 alarm records and continue
recording.
All data is calculated and stored in metric units within
the payload meter. The data is downloaded and
stored in metric units within the Paradox database on
the PC. The analysis program converts units for dis-
plays, graphs and reports.
The units noted in the Table 1 are the actual units
stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
converts these numbers into dates and times for
graphs and reports.
Haul Cycle Data
The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA
Data Unit Remark
Truck # alpha-
numeric
Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operators seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored
Haul Cycle Warning Flags
The payload meter expects haul cycles to progress in
a particular way. When something unexpected takes
place, the system records a warning flag. Several
events within the haul cycle can cause a warning flag
to be generated. Each one indicates an unusual
occurrence during the haul cycle. They do not nec-
essarily indicate a problem with the payload meter or
payload calculation.
A: Continuous Loading
This message is generated when the truck is loaded
over 50% full without the payload meter sensing
swingloads. This indicates that a continuous loading
operation was used to load the truck. It may also
indicate that the payload meter did not receive the
Brake Lock input while the truck was being loaded.
There may be a problem with the wiring or the Brake
Lock was not used. The payload meter will not mea-
sure swingloads unless the Brake Lock is used dur-
ing the loading process.
B: Loading to Dumping Transition
This message is generated when the payload meter
senses a body up input during the loading process.
This message is usually accompanied by a
no_final_load flag.
C: No Final Load
is unable to determine the final payload in the truck.
Typically, this means that the payload meter
switched from a loaded state to the dumping state
before the load could be accurately measured.
D: Maneuvering to Dumping Transition
senses a Body-Up input during the maneuvering or
repositioning process indicating that the operator has
dumped the load. It may also be generated if the
Body-Up signal is not properly reaching the payload
meter and the weight in the truck falls dramatically
while the truck is maneuvering or repositioning.
E: Average Load or Tare Used
This message indicates that the recorded payload
may not be as accurate as a typical final load calcula-
tion. Typically, this is recorded when loading begins
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.
F: Final Zone to Dumping Transition
senses a Body-Up while it is calculating the final pay-
load indicating that the operator has dumped the
load. It may also be generated if the Body-Up signal
is not properly reaching the payload meter and the
weight in the truck falls dramatically while the truck is
calculating the final payload.
H: False Body Up
This message indicates that the body was raised dur-
ing the haul cycle without the load being dumped.
The Body-Up signal indicated that the truck was
dumping, but the weight of the truck did not fall below
20% of the rated load.
I: Body Up Signal Failed
This message indicates that the load was dumped
without a Body-Up signal being received by the pay-
load meter. The weight of the truck fell below 20%,
but the payload meter did not receive a Body-Up sig-
nal from the sensor.
J: Speed Sensor Failed
This message indicates that the payload meter
sensed the truck loading and dumping without
receiving a speed signal.
K: New Tare Not Calculated
The payload meter was not able to accurately calcu-
late a new empty sprung weight for the truck to use
as the tare value for the haul cycle. The tare value
from the last haul cycle was used to calculate pay-
load.
L: Incomplete Haul Cycle
The payload meter did not have proper data to start
the haul cycle with after powering up. When the
PLMIII powers off, it records the data from the haul
cycle in progress into memory. This flag indicates
that this data was not recorded the last time the pay-
load meter was shut down. This can happen when
the main battery disconnect is used to shut the truck
down instead of the keyswitch. A haul cycle with this
warning flag should not be considered accurate. Haul
cycles with this warning are displayed in red on the
Payload Summary window and are not included in
the summary statistics for reports or display.
M: Haul Cycle Too Long
The haul_cycle_too_long flag indicates that the haul
cycle took longer than 18.2 hours to complete. The
times stored for particular events may not be accu-
rate. This does not affect the payload calculation.
N: Sensor Input Error
An alarm was set for one of the 5 critical sensor
inputs during the haul cycle. The five critical sensors
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal-
culate payload. A haul cycle with this warning flag
should not be considered accurate. Haul cycles with
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display.
Alarm Records
The payload meter stores alarm records to give ser-
vice personnel a working history of the system. All
codes are viewed using the PC connected to the
payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
has a specific cause and should lead to an investiga-
tion for correction. Some failures can be overcome
by the payload meter. Haul cycle data will indicate if
an alarm condition was present during the cycle.
Failures with the suspension or inclinometer sensors
cannot be overcome.
Frame Torque Data
Payload meter records the top 5 peak positive and
negative frame torque values and the time they
occurred. The frame torque is a measure of the
twisting action along the centerline of the truck. Pos-
itive frame torque is measured when the suspension
forces on the front of the truck act to twist the frame
in the clockwise direction as viewed from the opera-
tor's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
For example, if the left front and right rear pressure
rises as the right front and left rear pressure drops,
the truck frame experiences a twisting motion along
the longitudinal centerline. In this case, the payload
meter will record a positive frame torque.
The 5 highest values in the positive and negative
direction are stored in permanent memory within the
payload meter.
Table 2: FAULT CODE DATA
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 vdc
10 Inclinometer low Input voltage > 5.08 vdc
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
24 System key-on status Payload Meter failed to correctly start at power up. Cycle power and recheck.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground
Sprung Weight Data
The payload meter is constantly monitoring the live
payload calculation. This value naturally rises and
falls for a loaded truck depending on road and driving
conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
memory inside the meter.
Maximum Speed Data
The payload meter records the top 5 highest speeds
and the time they occurred. This information is
stored in permanent memory inside the meter.
PC SOFTWARE OVERVIEW
PC Overview
The PC software has several basic functions:
Configure the PLMIII system on the truck.
Troubleshoot and check the PLMIII system.
Download data from the PLMIII system.
Analyze data from the payload systems.
Configuration, troubleshooting and downloading
require a serial connection to the payload meter on
the truck. Analysis can be done at any time without a
connection to the payload meter.
Payload data is downloaded from several trucks into
one database on the PC. The database can be que-
ried to look at the entire fleet, one truck or truck
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:
Connecting the laptop to the PLMIII system.
Starting communications
Setting the time & date
Setting the truck type
Setting the truck ID
Setting the speedometer/display gauge units
Installing the PLMIII Software
The CD ROM containing the Payload Data Manage-
ment (PDM) Software will automatically begin instal-
lation when it is inserted into the drive on the PC. If
this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
The minimum PC requirements for running the soft-
ware is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
be a Celeron, AMD K6-2 or better processor with 128
MB of ram running at 400 Mhz. The PDM Software
uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Using a more powerful computer and added memory
to run the software can result in a significant
improvement in performance. The software is written
to use a minimum 800x600 screen resolution.
DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC
software is designed to download the data from a
whole truck fleet. Instead of creating one data file for
each truck, the PC software combines all the data
from many trucks into one database on the hard
drive of the computer. The software then allows
users to query the database to create custom reports
and graphs. Data for individual trucks or groups of
trucks can be easily analyzed. This same data can
be exported for use in other software applications like
word processors and spreadsheet applications.
As the database grows, performance of the PC soft-
ware for analysis will slow down. It may be helpful to
periodically export data. For example, query the
database to show the oldest quarter, month, or half
year and print out a summary report. Then export
the data to a compressed format and save the file in
a secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.
The PC software downloads the data from the pay-
load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading
To download the payload meter:
1. Connect to the payload meter and start the PC
software.
2. From the main menu, select "Connect to Pay-
load Meter". The PC will request the latest sta-
tus information from the payload meter. The
number of haul cycles and alarms will be dis-
played.
3. Select the " Begin Download" button. The PC
will request the payload and alarm data from
the payload meter and save it into the data-
base. This may take several minutes. A
progress bar at the bottom will show the
approximate time left.
PLM III SYSTEM CONFIGURATION
Starting Communications
The PDM software allows users to download and
configure the system.
Before connecting to the payload meter, select
"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port.
Most laptops use Comm 1 for serial communications.
The units displayed for reports and graphs by the PC
software can be set on this form. Click Done to
return to the main menu.
From the main menu, click the "Connect to Payload
Meter" button. The PC will try to connect to the pay-
load meter and request basic information from the
system. In the event of communications trouble, the
PC will try 3 times to connect before "timing-out".
This may take several seconds.
Displayed Payload Units
Three options are available for the display of units in
the PC software, reports, and graphs:
Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Metric Tons: Payload is displayed in metric tons, dis-
tances and speeds are displayed in Kilometers
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
The connection screen displays basic system infor-
mation to the user.
Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
Truck Number is an ID number assigned to the
truck by the mine.
The Payload Meter Date / Time values come
from the payload meter at the moment of
connection.
Number of Haul Cycle Records is the number of
haul cycles records stored in memory and
available for download.
Number of Active Alarms shows how many
alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
available for download.
PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.
There are also many configuration and download
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
nection has been established and the PC software
has connected to the payload meter.
Connecting to the Payload Meter
Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does
not affect the operation of the speedometer.
Connect the laptop to the system using the
EF9160 communications harness. The download
connector is typically located on the housing
mounted in the cab to the back wall. The PLMIII
system uses the same connection as the
Payload Meter II system.
Configure the Payload Meter
Configuration of the payload meter requires a serial
connection to the PLMIII system. Clicking the "Con-
figure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen dis-
plays the latest configuration information stored on
the payload meter.
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the
changes into the payload meter. To confirm the
changes, exit to the main menu and re-connect to the
payload meter.
Setting the Date and Time
The time shown on the form is the time transmitted
from the payload when the connection was first
established.
The date and time are maintained by a special chip
on the PLMIII circuit board. The memory for this chip
is maintained by a very large capacitor when the
power is removed from the payload meter. This will
maintain the date and time settings for approximately
30 days. After this time, it is possible for the payload
meter to lose the date and time setting. It is recom-
mended that the system be powered every 20 days
to maintain the date and time. If the date and time is
lost, simply reset the information using this proce-
dure. It takes approximately 90 minutes to recharge
the capacitor.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
Setting the Truck Type
1. From the Truck Configuration screen, use the
pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
Setting the Gauge Display Units
The Payload Meter Speedometer / Display Gauge
displays the speed on the upper display. The units
for the speed display are selected using a jumper on
the rear of the case.
The payload units on the lower display can be
changed from metric to short tons or long tons using
the Truck Configuration screen. This selection also
switches between metric (kg/cm
2
) and psi (lbs/in
2
)
for the live display of pressure on the gauge.
1. From the Truck Configuration screen, select the
payload units to be used on the lower display of
the speedometer/display gauge.
the change into the payload meter.
Setting the Frame Serial Number
The frame serial number is located on the plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
1. On the Truck Configuration screen, enter the
truck frame serial number in the appropriate
field.
Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
ber for each truck using the PLMIII system. This
number is one of the key fields used within the haul
cycle database. The field will hold 20 alpha-numeric
characters.
truck number in the appropriate field.
Setting the Komatsu Distributor
This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the sys-
tem. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-
numeric characters.
distributor name or number in the appropriate
field.
Setting the Komatsu Customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-
numeric characters.
customer name or number in the appropriate
field.
Clean Truck Tare
The payload meter uses the clean truck tare value to
calculate carry-back load for each haul cycle. The
carry-back stored in the haul cycle record is the new
empty tare minus the clean truck tare.
This procedure should be performed after service to
the suspensions or when significant changes are
made to the sprung weight of the truck. Before per-
forming this procedure, be sure the suspensions are
properly filled with oil and charged. It is critical to
payload measurement that the proper oil height and
gas pressure be used.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung
weight of the truck. This calculation continues while
the truck drives to the next loading site. Once the
procedure is started, there is no reason to continue
to monitor the process with the PC. The truck does
not need to be moving to start this procedure.
1. After cleaning debris from the truck and check-
ing to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Clean Truck Tare".
3. Be sure to follow the screen instructions.
Inclinometer Calibration
The inclinometer calibration procedure is designed to
compensate for variations in the mounting attitude of
the inclinometer. The inclinometer input is critical to
the payload calculation.
This procedure should be performed on relatively flat
ground. Often the maintenance area is an ideal loca-
tion for this procedure.
1. After cleaning debris from the truck and check-
ing to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Inclinometer".
3. With the truck stopped and the brake lock on,
press the Start button. This instructs the pay-
load meter to sample the inclinometer once.
4. Turn the truck around. Drive the truck around
and park in the exact same spot as before, fac-
ing the other direction.
5. With the truck stopped and the brake lock on,
press the Start button. This instructs the pay-
load meter to sample the inclinometer again.
The payload meter will average the two sam-
ples to determine the average offset.
6. Be sure to follow the screen instructions.
DATA ANALYSIS
The data analysis tools allow the user to monitor the
performance of the payload systems across the fleet.
Analysis begins when the "View Payload Data" but-
ton is pressed. This starts an "all trucks, all dates, all
times" query of the database and displays the results
in the Payload Summary Form.
The user can change the query by changing the
dates, times, or trucks to include in the query for dis-
play.
Haul cycles in the data grid box at the bottom can be
double-clicked to display the detailed results of that
haul.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display
can be narrowed by selecting which trucks or types
to view and for what dates and times.
The query items are added in the "AND" condition. If
the user selects a truck # and date range, the query
will sort the data for that truck number AND the date
range.
Sorting on Truck Unit Number
The truck unit number is the truck unit number
entered into the payload meter when it was config-
ured at installation. The query can be set to look for
all trucks or one particular truck number. When the
program begins, it searches through the database for
all the unique truck numbers and creates a list to
select from.
Choosing one particular truck number will limit the
data in the displays, summaries and reports to the
one selected truck. To create reports for truck num-
ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Sorting on Truck Type
The truck type is the size of the truck from the family
of Komatsu trucks. This allows the user to quickly
view results from different types of trucks on the
property. For example, a separate report can be
generated for 830E and 930E trucks.
PAYLOAD SUMMARY FORM
Sorting on Date Range
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a
specific date, change the From and To dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:
1. Select truck 374 from the Truck Unit pull-down
menu.
2. Change the From date to July 1, 2000.
3. Change the To date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
Sorting on Time Range
The time range sorts the times of the day for valid
dates. Changing the time range to 6:00AM to
6:00PM will limit the payloads displayed to the loads
that occurred between those times for each day of
the date range. Times are entered in 24:00 format.
To view the haul cycle reports from the first shift for
truck 374 from January 5, 2000 to January 8, 2000:
1. Select truck 374 from the Truck Unit pull-down
menu.
2. Change the From date to July 1, 2000.
3. Change the To date to July 31, 2000.
4. Change the From time to 06:00.
5. Change the To time to 18:00.
6. Press the "Query Database and Display" to
view the results.
This query will display haul cycles from January 5 to
January 8, from 6:00 AM to 6:00 PM.
The shift times selected can extend the query past
the original date. If the dates set for the query are
January 5 to January 8 and the times were changed
to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:

Date: 1/5/00 to 1/8/00
Daily Shift Time: 6:00 to 18:00
0:00
6:00
18:00
24:00
12:00
Jan 5, 2000 Jan 9, 2000 Jan 8, 2000 Jan 7, 2000 Jan 6, 2000
Time
Date
Query :
Haul Cycles Included in the Query

Payload Detail Screen
The Payload Detail screen gives the details for any
individual haul cycle. From the Payload Summary
screen, double-click on any haul cycle to display the
detail.
Creating Reports
Reports can be generated and viewed on the screen
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
during the month of July 2000, from 8:00 AM to 5:00
PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
0:00
6:00
18:00
24:00
12:00
Jan 5, 2000 Jan 9, 2000 Jan 8, 2000 Jan 7, 2000 Jan 6, 2000
Time
Date
Query : Date: 1/5/00 to 1/8/00
Daily Shift Time: 18:00 to 6:00
Haul Cycles Included in the Query
NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.
Summary - one page report
A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.
Detailed - multi-page report
The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle times,
and cycle distances, speeds and the number of swing
loads.
Creating Graphs
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the Payload Summary screen. From the "Sorting
on Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
1. From the Payload Summary Screen select the
Graph button at the bottom. The Histogram
Setup screen will display
2. Enter the "Lowest Value". This will be the low-
est payload on the graph. Any payloads less
than this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this
value will be summed in the last bar.
4. Enter the "Incremental Change". This will
determine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page.
5. Press the Create Graph button.
The graph will be displayed based on the query set-
tings from the Payload Summary screen. The graph
can be customized and printed.
Exporting Data
The data from the database can be exported for use
with other software applications. The data is
selected from the currently displayed query. The
exported data can be put into a ".CSV" file or a com-
pressed ".zip" file.
The .CSV format allows data to be easily
imported into spreadsheet applications and word
processing applications.
The .Zip format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.
CSV Export
CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
cations like Excel and Lotus 123 to import data eas-
ily. To export the data into a ".csv" file, press the
"Export" button at the bottom of the payload sumary
screen and select "To CSV". The program will
request a filename and location for the file.
.
Two sets of data are exported. At the top of the file
will be the haul cycle data. The columns, left to right
are:
Truck number
Haul cycle start date
Haul cycle start time
Payload
Swingloads
Operator ID
Warning Flags
Carry Back
Total Haul Cycle time
Empty Running Time
Empty stop time
Loading time
Loaded running time
Loaded stopped time
Dumping time
Loading start time
Dumping start time
Loaded haul distance
Empty haul distance
Loaded maximum speed
Time when loaded maximum speed occurred
Empty maximum speed
Time when loaded maximum speed occurred
Maximum + frame torque
Time when the maximum + frame torque
occurred
Maximum - frame torque
Time when the maximum - frame torque
occurred
Maximum sprung weight calculation
Time when the maximum sprung weight
calculation occurred
Left Front Tire-kilometer-hour
Right Front Tire-kilometer-hour
Average Rear Tire-kilometer-hour
Frame serial number
Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
Reserved 6: This value is the payload estimate
at the shovel just before the truck begins to
move.
The second series of data below the haul cycle data
is the alarms. The alarm columns, left to right are:
The alarm type
The date the alarm was set
The time the alarm was set
Alarm description
The date the alarm was cleared
The time the alarm was cleared
Compressed
This export function allows the data from one laptop
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central
computer for analysis. This can also be used to copy
haul data from a particular truck onto a diskette for
analysis.
The file format is a compressed binary form of the
displayed query. The file can only be imported by
another computer running the PDM Software.
To export data in ZIP format:
1. Confirm that the data displayed is the query
data that needs to be exported.
2. From the payload summary screen, press the
"EXPORT" button and select "To ZIP".
3. The program will ask for a filename and loca-
tion.
Importing Data
This import function allows the data from one laptop
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central
computer for analysis. This can also be used to copy
haul data from a particular truck from a diskette into a
database for analysis.
To import data, press the "IMPORT" button at the
bottom of the Payload Summary screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import
".zip" files created by another computer running the
PDM Software.
Deleting Haul Cycle Records
To delete haul cycle records from the main database,
press the "Delete" button at the bottom of the Pay-
load Summary screen. The program will display a
summary of the records from the displayed query.
To delete a record, select one at a time and press the
"Delete" button. It is recommended that records be
exported to a zip file for archival purposes before
deletion. Multiple records may be selected by hold-
ing down the Shift key. Pressing the "Delete All" but-
ton will select all the records from the current query
and delete them.
NOTE: There is no recovery for records that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
Viewing Alarms
From the Payload Summary screen, click the
Alarms button to display the alarm screen. The
alarms are sorted by the query settings from the Pay-
load Summary screen. Alarms can be displayed as
Active or Inactive.
Deleting Alarm Records
To delete alarm records from the main database,
press the "Delete" button at the bottom of the Alarm
Display screen. The program will display a sum-
mary of the alarms from the query. To delete an
alarm, select one at a time and press the "Delete"
button. It is recommended that the query data be
exported to a .zip file for archival purposes before
deletion. Multiple records may be selected by hold-
ing down the Shift key. Pressing the "Delete All" but-
ton will select all the alarms from the current query
and delete them.
NOTE: There is no recovery for alarms that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
TROUBLESHOOTING SECTION
TROUBLESHOOTING
Troubleshooting the PLMIII system is done through
the PC software you can:
View active alarms.
View the sensor inputs using the Real-Time Data
Display.
Test the payload lights.
Create log files of sensor inputs for further analy-
sis.
These activities require a connecion to the
PLMIII system.
Viewing Active Alarms
Active alarms are alarms that have been set, but not
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is
cleared when the condition has been returned to nor-
mal range for 5 seconds. For example, 5 seconds
after the left-rear pressure sensor is disconnected,
the LR-Pressure Lo alarm will be activated. This can
be viewed using to the "Connect to Payload Meter"
screen. 5 seconds after the pressure sensor is re-
connected, the alarm will clear and be recorded in
memory.
Active alarms are recorded in memory as "cleared"
when the keyswitch is turned off. When power is
restored to the payload meter, the alarms will be re-
activated if the conditions still exist for 5 seconds.
To view active alarms:
software.
tus information from the payload meter.
3. If there are active alarms, the "Display Active
Alarms" button in the lower left corner will be
available. If the button is not available, there
are no active alarms at the time of connection.
The screen does not automatically refresh. If a
condition changes to cause an alarm, the user
must exit and re-enter the "Connect to Payload
Meter" screen.
Real-Time Data Display
The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
software.
3. Select the "Real Time Data" button. The data
screen will pop up. The PC will request the
payload meter to begin transmitting data.
4. To exit, press the Close button.
The units for each measurement are determined by
the setting in the Program Options for the PC soft-
ware. The four suspension pressures and inclinome-
ter are shown. The status of the Body-Up and Brake-
Lock inputs is also shown. The haul cycle state and
speed is displayed. The current sprung weight is dis-
played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
above the suspension. It does not include the tires,
spindles, wheel motors, drive case, or anything
below the suspensions.
Testing the Payload Lights
The real time data display also allows the user to
individually power the payload lights. This can be
useful for testing the lights. To turn on a particular
color payload light:
1. Click the check box beside the color light to
power.
2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.
Creating Log Files of Inputs
The PC software can create a text file of the live data
stream from the payload meter. This can be very
useful for diagnostic purposes. The data is written
into a text data file in comma separated value format.
The data is recorded in metric units at 50 samples
per second. The data file can grow large very
quickly. Each sample writes one line into the ASCII
file in comma separated format.
The order for each line of data in is:
Date
Time
Sprung Weight
LF Pressure
RF Pressure
LR Pressure
RR Pressure
Incline
Speed
Body Up State (1=up)
Brake Lock State (1=on)
Payload State
Status Flags
Spare
To create a log file:
software.
3. Select the "Real Time Data" button. The real
time data screen will pop up. The PC will
request the payload meter to begin transmitting
data.
4. Click the "Set File Name" button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.CSV) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the Start Log button to start taking data
and recording into the file. Once a file is
started, it cannot be stopped and started again.
7. Press the Stop Log button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.
Daily Inspections
An important part of maintaining the Payload Meter
III (PLMIII) system is monitoring the basic inputs to
the system. It is recommended that the truck opera-
tor walk around the truck and visually inspect the fol-
lowing:
Charging condition of the suspensions - not flat,
not overcharged.
Pressures in the suspensions - check
suspensions by using the operator gauge and the
operator switch.
Periodic Maintenance
It is recommended that the following items be
checked every 500 hours:
Confirm the suspension pressures using external
gauges.
Confirm proper suspension height.
Confirm suspensions do not collapse and make
metal-to-metal contact when the truck is loaded.
Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
complete haul cycle. Record the suspension pres-
sures using the CSV log file tool in the Payload Data
Manager software for the PC. The suspension pres-
sures in this log file can be graphed to inspect for flat
or overcharged suspensions.
Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:
If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.
No Payload Display When Keyswitch is Turned ON
Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
Check the 5A circuit breaker (CB A) in PLMIII junction box.
Check all connectors and terminal connectors in the power circuits to the payload meter.
If two digit display on payload meter displays 00 then 88 on power up, continue to No Display on Operator
Display. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.
No Display on Speedometer
No Display on Operator Display
If the speedometer works but the operator displays remain blank, confirm payload connections at No Payload
Display When Keyswitch is Turned ON.
No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
Confirm power to the payload meter.
Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilots HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
Before the beginning of troubleshooting, turn keyswitch OFF. Wait 1 minute and turn keyswitch ON.
Load Lights Dont Light During Loading
Confirm that the truck operator uses the Brake Lock / Neutral" switch during loading. Without this input, the
payload meter will not properly recognize swingloads.
Confirm bulbs in payload lights by using lamp check mode.
Confirm 15 A breaker CB-B in payload junction box.
To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.
Load Lights Remain ON
Load Lights Remain ON During Dumping
Display Doesn't Clear When The Load Is Dumped
Confirm the Body Up switch signal. When the Body Up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
Calibration Problems
Confirm that the truck is empty and clean.
Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.
Alarm 1 - Left Front Pressure High
Alarm 2 - Left Front Pressure Low
Troubleshoot Wiring to Left Front Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
Confirm 18v sensor supply at TB46-L in payload junction box.
Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.
Alarm 3 - Right Front Pressure High
Alarm 4 - Right Front Pressure Low
Troubleshoot Wiring to Right Front Suspension
Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.
Alarm 5 -Left Rear Pressure High
Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension
Alarm 7 - Right Rear Pressure High
Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension
Alarm 9 - Inclinometer High
Alarm 10 - Inclinometer Low
Troubleshoot Inclinometer Wiring
These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than .5v and less than 5.0v as measured in the junction box between TB46-.
Alarm 13 - Body Up Input Failure
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump
cycle is detected. A normal dump cycle will be detected when the body up signal is received, the load drops
quickly and the body down signal is received.
Alarm 15 - Memory Write Failure
Alarm 16 - Memory Read Failure
Alarm 24 - System Key-On Status
These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the keyswitch OFF. Wait 30 sec-
onds, then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where repowering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
See Troubleshooting Abnormal Displays at Power-Up for more information.
Operator Switch Doesn't Work
Alarm 26 - User Switch Fault - SELECT
Alarm 27 - User Switch Fault - SET
Confirm power to the Payload Meter Speedometer and Display gauge.
Confirm that a laptop is not connected to the PLMIII system.
Turn keyswitch OFF. Wait 1 minute and turn keyswitch ON. Confirm problem still exists.
Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
Connectors
PLMIII CHECK OUT PROCEDURE
General Description
The process consists of attaching dummy loads in
place of the suspension pressure sensors and
checking the pressures indicated by the payload
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft-
ware version and the rest of the inputs and outputs of
the system.
Tools Required
Payload Data Manager software
EF9160 - Download Harness
EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure
1. Attach one EJ3057 Harness Structure to the
left-front suspension connection box. The red
alligator clip attaches to the 39F circuit at TB42-
A. The white alligator clip attaches to the 39FD
circuit at TB42-B. The EJ3057 acts as a
dummy load to simulate a suspension pressure
sensor for the payload system.
right-front suspension connection box. The red
alligator clip attaches to the 39F circuit at TB41-
A. The white alligator clip attaches to the 39FC
circuit at TB41-B.
left-rear suspension connection in the Rear sus-
pension connection box. The red alligator clip
attaches to the 39F circuit at TB61-A. The
white alligator clip attaches to the 39FB circuit
at TB61-C.
right-rear suspension connection in the Rear
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB61-A. The
white alligator clip attaches to the 39FA circuit
at TB61-B.
5. In the PLMIII junction box, check the input volt-
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24vdc from the bat-
teries.
6. Turn the keyswitch ON. The speedometer/dis-
play gauge on the dashboard will scroll the
truck type across the lower display. The pay-
load meter defaults to 930E.
7. In the PLMIII junction box, check the sensor
supply voltage on circuit 39F between TB46-L
and TB45-X. This voltage should be 18vdc
1vdc.
8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
rent payload. With the EJ3057 harnesses
attached at the sensor locations, the payload
should be 0.
NOTE: The display can be used to quickly show the
current readings from the four suspension pressure
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change. The display is
changed by pressing the 'SELECT' button on the
dashboard. The sequence of displays is:
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
NOTE: The live displays cannot be cleared and the
SET button will have no effect.
NOTE: The units for the display are controlled by the
configuration of the payload meter. The payload
meter defaults to display metric units, the pressures
will be displayed in tenths of kg/cm
2
. For example, if
the display shows 202 the actual value is 20.2
kg/cm
2
. If the payload meter is set to display short
tons, the pressures will be displayed in psi (lbs/in
2
).
To convert from kg/cm
2
to psi, multiply by 14.2233.
14.2233 psi (lbs/in
2
) = 1 kg/cm
2
.
NOTE: The inclinometer displays whole degrees of
incline. Positive incline is when front of truck is point-
ing up.
NOTE: The gauge will quickly display the type of
information being displayed every 1 minute. For
example, if the left-front pressure is being displayed,
Lf= will quickly display every minute. Only the
payload display, PL= does not display this infor-
mation.
9. Press and hold the SELECT button on the
dashboard. Id= will be displayed. Release
the button and the Operator ID will be dis-
played. This value should be 0.
dashboard. tL= will be displayed. Release
the button and the total tons will be displayed.
This value should be 0.
dashboard. LC= will be displayed.
Release the button and the number of loads will
be displayed. This value should be 0.
dashboard. Lf= will be displayed. Release
the button and the left-front pressure will be dis-
played. This value should be in metric units.
The nominal value should be 23.4 kg/cm
2
(332psi). Values between 17.6 and 29.2 kg/
cm
2
(250 psi and 416 psi ) are acceptable.
dashboard. rf= will be displayed. Release
the button and the right-front pressure will be
displayed. This value should be in metric units.
2
cm
2
dashboard. Lr= will be displayed. Release
the button and the left-rear pressure will be dis-
played. This value should be in metric units.
2
cm
2
dashboard. rr= will be displayed. Release
the button and the right-rear pressure will be
displayed. This value should be in metric units.
2
cm
2
dashboard. In= will be displayed. Release
the button and the inclinometer value will be
displayed. This value is in degrees. The incline
will depend on how the truck is set during
assembly. Values between 3 are acceptable.
It is not necessary to zero this reading by
adjusting the attitude of the inclinometer in the
buddy seat.
dashboard. PL= will be displayed. Release
the button and the current payload will be dis-
played.
18. Connect a laptop to the PLMIII system. Typi-
cally an EF9160 download cable is used. The
payload meter connector is behind the buddy
seat on the back wall on the side of the PLMIII
mounting bracket. The laptop must have the
Payload Data Manager software installed.
19. Run the PC software.
load Meter".
21. The Connection Menu will be displayed. Select
"Configure Payload Meter".
22. Confirm that the PLMIII software version
matches the latest available version. As of 09-
May-01 the EJ0575-1 software version will dis-
play as "01/28/01A". The latest version can be
found at http://www.kms-peoria.com/payload. If
the version does not match the latest indicated
on the internet, download the latest and update
the PLMIII software using the Flashburn soft-
ware. See Checkout Procedure Confirmation
for more information.
23. Using the Truck Configuration menu, set the fol-
lowing:
Set the time.
Set the Date to todays date.
Set the Gauge display units to Metric, Short Tons
or Long Tons according to the final destination of
the vehicle. If nothing has been specified, set to
Metric Tons.
Set the truck type to the proper truck model.
Press the Save Changes button to program the
change into the payload meter.
24. Setting the Frame Serial Number.

NOTE: The frame serial number is located on a plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
On the Truck Configuration screen, enter the
frame serial number in the appropriate field.
Press the "Save Changes" button to program the

25. Setting the Customer Unit Number.
NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
number or name can be entered in the Customer
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
On the Truck Configuration screen, enter the
truck number in the appropriate field.
26. Setting the Komatsu Distributor.
NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
the system. Komatsu also assigns a distributor
number to each distributor. This number is used on
all warranty claims. This Komatsu distributor number
can also be put into this field. This number is one of
the key fields used within the haul cycle database.
The field will hold 20 alpha-numeric characters. If
the distributor is not known, enter "UNKOWN".
On the Truck Configuration screen, enter the dis-
tributor name or number in the appropriate field.
27. Setting the Komatsu Customer.
NOTE: This field in the haul cycle record can hold the
name of the mine or operation where the truck is in
service. Komatsu also assigns a customer number to
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If the cus-
tomer is not known, enter "UNKOWN"
On the Truck Configuration screen, enter the cus-
tomer name or number in the appropriate field.
chnge into the payload meter.
28. Press "Save Changes" and close the Truck
Configuration screen and the Connection Menu.
29. From the main menu select "Connect to Pay-
load Meter".
30. From the Connection Menu select "Configure
Payload Meter". Confirm that all previous
changes have been saved and close the Truck
Configuration form.
31. From the Connection Menu select "Real Time
Data".
NOTE: The weight shown on the real time data
screen is the sprung weight and includes the weight
of the truck. Given the suspension pressure dummy
loads, the nominal value shown should be 112 short
tons (101 metric tons).
32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
kg/cm
2
(332psi). Values between 17.6 and
29.2 kg/cm
2
(250 psi and 416 psi ) are accept-
able. Record the values displayed.
33. Confirm that the inclinometer is within range
and record the value.
34. Confirm that the Body Up input is working cor-
rectly. Place a steel washer on the body up
switch. The real time data screen should indi-
cate "No". Remove the washer and the real
time data screen should indicate "Yes". The
Haul Cycle State should change to "Dumping".
35. Confirm that the Brake Lock input is working
correctly. Turn the Brake Lock on using the
switch on the dashboard. The real time data
screen should indicate "On". Turn the Brake
Lock off. The real time data screen should indi-
cate "Off".
36. Turn on the green payload lights by checking
"Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
load lights on the truck are illuminated.
37. Uncheck the green light and turn on the amber
payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illu-
minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 25
MPH (40.2 Km/h) speed signal. Confirm that
this value is displayed by the speedometer on
the dashboard and the real time data screen.
The value can be 1 MPH (2 km/h). The brake
lock must be off for the PLMIII to recognize
speed input.
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.
42. Remove the EJ3057 harness from the left front
suspension junction box, TB42-A and TB42-B.
43. Wait at least 1 minute and remove the EJ3057
harness from the left-rear connections in the
rear junction box, TB61-B and TB61-C.
harness from the right-rear connections in the
rear junction box, TB61-A and TB61-C.
harness from the right-front connections in the
right-front junction box, TB61-B and TB61-C.
46. Wait at least 1 minute.
47. From the main menu of the PC software press
the "Connect to Payload Meter" button.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order;
Left-front suspension low
Left-rear suspension low
Right-rear suspension low
Right-front suspension low
49. Close all screens and disconnect the laptop
from the PLMIII system.
PLMIII CHECKOUT PROCEDURE
CONFIRMATION
Flashburn Programming
General Instructions:
Before beginning, be sure the ".kms" file required to
program the product and you know where to find it on
your computer.
Programming will reset all the truck configuration
information.
NOTE: BEFORE STARTING THIS PROCEDURE,
RECORD THE PAYLOAD METER
CONFIGURATION INFORMATION.
This information can be found using the Payload
Data Manager software. After programming, it will be
necessary to restore this information in the payload
meter configuration.
1. Turn off power to the payload meter by turning
the keyswitch OFF.
2. Start the "Flashburn" software installed on the
laptop.

3. Confirm that the payload meter power is OFF
and press NEXT".
< Back
Flashburn
Next > Cancel
Before programming, power must be
turned off to the target device. Be sure
the power is turned off before continuing.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
4. Confirm the proper communications port for the
programming laptop. This is usually COM 1.
Press NEXT.

5. Press BROWSE and select the ".kms" file to
program into the payload meter. Press NEXT.

6. When instructed, turn the keyswitch ON in
order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.
7. After successful programming, turn the key
witch OFF.
8. Wait 20 seconds and turn the keyswitch ON.
9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Manager software on the laptop computer.
Flashburn
< Back Next > Cancel
Select the serial communications port to
use between the computer and the
target device. For most computers this
will be COM 1.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
COM 1
Flashburn
< Back Next > Cancel
Select the file that will be used to
program the target device. This file will
end with the ".KMS" extension.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
Browse
Comm Port: COM 1
Filename: *.KMS
Flashburn
< Back Cancel
Turn on power to the target device. This
will start the programming process.
1. Power
OFF
2. Select
Port
3. Select
File
4. Power
ON
Programming:
Preparation:
Connection:
Steps
Verification:
Complete
Complete
Complete
Status
Complete
61 %
Comm Port: COM 1
Filename:
071000A.KMS
Confirmation Checklist
Use the Real Time Data Screen in order to verify the checklist items in the table below.
Checklist Item Value Initials
PLMIII Software Version
User switch and display works properly
Left - Front Pressure
Right - Front Pressure
Left - Rear Pressure
Right - Rear Pressure
Inclinometer
Green light works properly
Amber light works properly
Red light works properly
Brake Lock input works properly
Body Up input works properly
Speed input works properly
Date
Truck
Signature
PAYLOAD METER III COMPONENTS
Pressure Sensor - PC1578
PLMIII Controller - EG6514
Speedometer - PC0550
All Reference dimensions are in mm.
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE
MANUFACTURED UNDER LICENSE FROM
L.G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
M31002 12/03 Reserve Engine Oil System M31-1
SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Breaker or Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31-2 Reserve Engine Oil System 12/03 M31002
NOTES
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (9, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
Filter (14) in the supply circuit protects the pumping
unit (11) and prevents transfer of contaminants to the
engine sump which might enter the tank during ser-
vicing. It also gives an added level of oil cleanup.
The normal supply system capacity of oil carried in
the reserve tank is roughly equivalent to the volume
in the engine. In the process of continuous adjust-
ment of the engine oil level, there is a constant circu-
lation of oil between the engine and the reserve tank.
The volume of oil in the tank becomes part of the
working oil for the engine. Oil change intervals may
usually be extended in proportion to the increased
working oil volume. Extension beyond a proportional
increase is often possible, but should be undertaken
only as determined by oil sampling and analysis.
Local conditions such as engine application, climate,
and fuel quality should be taken into consideration
before determining permissible oil life.
1. Suction Line
2. Remote Fill Line
3. Fill Valve
4. Engine Add Line
5. Fill Switch
6. Air Relief Valve
7. Tank Fill Line
8. Tank Fill Cap
9. Reserve Tank
10. Engine Add Line
11. Pumping Unit
12. Sight Gauge
13. Tank Add Line
14. Filter
FIGURE 31-1. OIL RESERVE TANK
Operation
Engine oil is circulated between engine oil pan (1,
Figure 31-2) and reserve tank (2) by two electrically
driven pumps (pump 1 and pump 2) within a single
pumping unit (4). The pumping unit is mounted on
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side.
Pump 1 draws oil from the engine oil pan (1) at a
preset control point determined by the height of the
suction tube (6). Oil above this point is withdrawn
and transferred to the reserve tank. This lowers the
level in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises
the engine oil level until air is no longer drawn by
pump 1. Pump 2 then turns off. The running level is
continuously adjusted at the control point by alter-
nating between withdrawal and return of oil at the
engine oil pan. The oil returning to the engine oil
pan is below the normal operating level to prevent
aeration of the oil.
LED Monitor Light
Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
Irregular pulsing - Oil is at the correct running
level.
1. Engine Oil Pan (Sump)
2. Oil Tank
3. Oil Filter
4. Pumping Unit (1 & 2)
5. Air Relief Valve
6. Suction Tube
A. Oil Suction Line
B. Oil Return Line
C. Engine Oil Level
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper full
level is fast and accurate and accomplished in 2 to 3
minutes.
The reserve oil tank for the engine is designed to add
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be full of oil before starting the engine.
NOTE: Do Not use the oil in the reserve tank to fill
the engine pan.
System switch (2, Figure 31-3) is an illuminated
push-pull power-on switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote fill feature)
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the
new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on system switch (2, Figure 31-3) to
turn the fill system on.
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.
1. Remote Control
Box
2. System Switch
3. Start Switch
4. FULL Light
5. VALVE OPEN
Light
FIGURE 31-3. RESERVE OIL TANK
REMOTE FILL
SERVICE
Between oil drains, the only normal servicing
required is routine replenishment of oil at the reserve
supply tank. Maintenance of running levels should be
checked routinely; manually before starting the
engine and with the LED system monitor on the
reserve tank pumping unit (11, Figure 31-1) when the
engine is running.
There is also an in-line filter (screen) installed at the
inlet of the fill valve (3, Figure 31-1). This filter
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back
flushing through the filter.
CAUTION: Always check the engine oil level
before starting engine. Use the engine dipstick.
Every 10 Hours, or once each shift:
1. Before starting engine, check oil level using
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys-
tem for proper operation.
2. The engine oil quality will be best if the reserve
tank is kept reasonably full. Check the oil level
in the reserve tank. As a minimum guideline, if
the oil is below the half-full level, fill the tank
manually so the oil is just visible in the top sight
glass or by using the automatic fill control
method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
steady on and flashing.
Every 500 Hours:
1. Change all engine and system filters, if applica-
ble.
2. More system failures result from bad electrical
connections than all other causes combined.
Check electrical system connections for tight-
ness, corrosion and physical damage. Check
battery, alternator, oil pressure switch, junction
boxes, remote control fill box and circuit break-
ers.
3. Examine electrical cables over their length for
possible damage.
4. Small hose leaks can cause system malfunc-
tion. Examine all hoses, including those on the
reserve tank and the ones leading to and from
the engine for leaks, cracks or damage. Check
all fittings for tightness, leakage or damage.
Changing Oil
1. Drain both the engine sump and the reserve
tank. Refill both engine and reserve tank with
new oil to proper levels.
2. Change engine and reserve tank filters as
required.
3. Start engine and check for proper operation.
NOTE: Do not use the oil in the reserve tank to fill the
engine sump. Both must be at proper level before
starting engine.
The engine oil level should be checked with the
engine dipstick at every shift change. The oil level in
the reserve tank must also be checked at every shift
change. Oil must be visible in the middle sight gauge.
If not, add oil to the reserve tank until oil is visible in
the top sight gauge
TROUBLESHOOTING
It is important to understand the LED signal for the
pumping unit. It is used primarily to verify that the
system is maintaining the oil level at the level of the
open end of the withdrawal tube in the engine oil pan.
The signal is also a valuable tool in troubleshooting
the system.
When the signal is steady (not flashing), pump 1 is
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is flashing, pump 1 is drawing air
from the suction tube which triggers operation of the
pump 2 to operate and transfer oil back to the engine
from the tank (the flashing is actually the pulses of
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc-
tion tube, with pump 1 commanding operation of
pump 2 with each portion of air that comes through
the line.
This is a complete test for proper operation of the
pumping unit. This operation can be accomplished
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is steady, pump 1 should be
pumping oil. Verify by loosening the hose at
pump 1 outlet to verify that oil is coming
through (pump 1 is marked by a groove on its
outlet).
2. Loosen the hose at the inlet of pump 1 to admit
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of
pump 2 by loosening the hose at its outlet to
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.
NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
and reserve tank are overfilled, there is no room in
the tank to draw the oil level down in the engine. In
this case, the LED signal would never start flashing
because pump 1 is never receiving air. It will
continue to pump oil from the engine to the tank, but
because the tank is full, the oil will be routed back to
the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and
engine:
When the tank is filled to FULL and the engine
is overfilled.
When oil is added directly to the engine between
oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
the engine remains overfilled. It is, therefore,
important that oil should be added only to the
reserve tank between oil changes; except, of
course, if the engine is extremely low.
Circuit Breaker or Fuse
The Reserve System is protected either by a 15 amp
circuit breaker or a 15 amp fuse located in the auxil-
iary control cabinet. If the truck is protected by circuit
breakers, it will be CB10. If the truck is protected by
fuses, the fuse will be in Fuse Block 2, position 10.
SYSTEM ELECTRICAL SCHEMATICS
1. Pumping Unit (Pump 1 & Pump 2)
2. Engine Oil Pressure Switch
3. Engine Subframe
4. 15 Amp Circuit Breaker or Fuse (CB10
or Fuse Block 2, position 10)
5. Power Supply
6. Auxiliary Box
FIGURE 31-4. SYSTEM SCHEMATIC
FIGURE 31-5. FILL SYSTEM SCHEMATIC
1. Fill Valve
2. Oil Level Sensor
(top of reserve oil tank)
3. 15 Amp Circuit Breaker
4. Battery Disconnect Box
5. Ground Wire
6. Remote Fill Control Box
N01020 Index N1-1
SECTION N
CAB COMPONENTS
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N1-2 Index N01020
NOTES
N02015 06/03 Truck Cab N2-1
SECTION N2
TRUCK CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Door Glass Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Door Window Regulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Door Handle or Latch Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Adhesive Bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Windshield And Rear Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
N2-2 Truck Cab 06/03 N02015
NOTES
N02015 06/03 Truck Cab N2-3
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and con-
trols have been designed to simplify operation and
are placed within easy reach of the operator. Servic-
ing of cab and associated electrical systems is sim-
plified by use of heavy-duty connectors on the
various wiring harnesses. Hydraulic components are
located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to
the ROPS structure without written approval
from the manufacturer. Unauthorized repairs to
the ROPS structure will void certification. If mod-
ification or repairs are required, contact the ser-
vicing Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY
1. Mounting Pad
2. Access Covers
3. Filter Cover
4. Windshield Wiper Arms
5. Stop Light (Service Brakes Applied)
6. Retard Light (Retarder Applied)
7. Lifting Eye
8. Rear, Side Glass
9. Front, Side Glass
N2-4 Truck Cab 06/03 N02015
Prior to cab removal or repair procedures, it may be
necessary to remove the body to provide clearance
for lifting equipment to be used. If body removal is
not required, the body should be raised and the
safety cables installed at the rear of the truck.
before attempting any repairs!
Preparation
illuminated.
ing the Rest switch on the instrument panel ON.
console.
NOTE: One of the link voltage lights is located
behind the operator's seat on the DID panel, two
others are located on the electrical cabinet.
5. Place the GF cutout switch in the CUTOUT
position.
Removal - Cab
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation:
1. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses attached to, and routed under the
cab.) Cap all lines to prevent contamination.
2. Disconnect wire harnesses (4) at connectors
located under hydraulic cabinet.
3. Remove cable and hose clamps as needed for
cab removal
N02015 06/03 Truck Cab N2-5
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab
2. Hydraulic System Hoses
4. Electrical Harnesses
4. Close heater shutoff valves located at the water
pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
heater hoses at each valve and drain coolant
into a container.
5. Remove clamps and heater hoses from fittings
underside of deck, below heater. Cap fittings
and plug hoses.
6. Remove air cleaner restriction indicator hoses
near front, inside corner under cab.
An approved Recovery/Recycle Station must be
tioning system.
7. Evacuate air conditioning system:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves.
(Refer to Section N, Operator Comfort for
detailed instructions.)
b. Evacuate air conditioning system refrigerant.
c. Remove the air conditioner system hoses
which are routed to the bottom of the cab
from the receiver/drier and compressor. Cap
hoses and fittings to prevent contamination.
8. Attach a lifting device to the lifting eyes pro-
vided on top of the cab.
The cab assembly weighs approximately 5000
lbs. (2270 kg). Be sure lifting device is capable of
lifting the load.
N2-6 Truck Cab 06/03 N02015
9. Remove the capscrews and washers from each
mounting pad (1, Figure 2-1) at the corners of
the cab.
10. Check for any other remaining hoses or wiring
which may interfere with cab removal.
11. Lift the cab assembly off the truck and move to
an area for further service.
12. Place blocking under each corner of the cab to
prevent damage to floor pan and fittings before
cab is lowered to the floor.
Installation - Cab
1. Lift cab assembly and align mounting pad holes
with tapped pads. Insert at least one capscrew
and hardened washer at each of the four pads
prior to lowering cab onto the truck.
2. After cab is positioned, insert the remaining
capscrews and hardened washers. (32 total).
Tighten the capscrews to 700 ft. lbs. (950 N.m)
torque.
3. Route wire harnesses to the electrical connec-
tors on the rear corner of the cab (4, Figure 2-
2). Align cable connector plug key with recepta-
cle key and push plug onto receptacle. Carefully
thread retainer onto receptacle and tighten
securely. Install clamps if removed during cab
removal.
4. Remove caps from hydraulic hoses and tubes
and reinstall. Reinstall hose clamps as required.
5. Install heater hoses and clamps on fittings on
underside of cab. Connect other end of hose to
fittings at shutoff valves on engine. Open heater
shutoff valves. Connect air cleaner restriction
indicator hoses.
6. Remove caps and reinstall air conditioning sys-
tem hoses from compressor and receiver/drier.
7. Refer to Section N, Operator Comfort, for
detailed instructions regarding evacuation and
recharging with refrigerant.
8. Close brake accumulator bleed down valves.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of
all controls.
12. Complete air conditioning system recharging
procedures.
CAB DOOR
The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not neces-
sary, to remove the door from the cab and lower it to
the floor for service.
Removal
1. If overhead space is available, raise body to
allow access to door with overhead hoist.
Secure body in raised position with safety
cables.
2. Lower door glass far enough to allow insertion
of lifting sling when door is removed.
3. Remove door panel for access to power win-
dow motor harness connector. Disconnect
motor and remove cab harness from door.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert lifting sling through door and attach to
hoist. Remove capscrews (a swivel socket
works best) securing door hinge to cab and lift
door from cab.
6. Place door on blocks or on a work bench to pro-
tect the window glass and allow access to inter-
nal components for repair.
Installation
1. Attach sling and hoist to door assembly, lift
door up to the deck and position door hinges to
cab.
2. Align door hinges with cab and install cap-
screws securing door to cab.
3. Attach the travel limiting strap with the bolt and
clip removed previously.
4. Reconnect door harness to receptacle mounted
in the cab floor.
5. Verify proper operation of power window and
door latch adjustment.
6. Install door panel.
N02015 06/03 Truck Cab N2-7
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen striker bolt in the door jamb, adjust, and
retighten.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
Door Jamb Bolt Adjustment
Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jamb bolt may need to be adjusted
periodically.
Step A. If the door closes, but not tightly enough to
give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jamb bolt with a marker, pen, or
pencil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen the door jamb bolt (2) and move straight
inwards 1/16" and retighten.
3. Hold a piece of paper such as a dollar bill
between where the door seal (4) will hit the skin
of the cab and firmly close the door ensuring
that it latches on the second catch. (The door
latch mechanism has a double catch mecha-
nism.)
4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
door. If the paper is loose all around, repeat
Step 2. If the paper is firmly gripped, but can be
removed without tearing it, open door and
tighten the jamb bolt completely without affect-
ing the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat procedure again until seal
compression is uniform all the way around.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT
1. Washer
2. Striker Bolt
3. Frame
4. Seal
N2-8 Truck Cab 06/03 N02015
Step B. If the door bucks back when trying to close it,
the striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can engage
with the bolt.
1. Open the door and close both claws (3 & 5, Fig-
ure 2-4) on the catch until they are both fully
closed.
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying
to close the door.
3. Loosen and vertically align (center) the door
jamb bolt with this mark and tighten it firmly
enough to hold it in place but still allow some
slippage.
4. Carefully try to close door (4) and determine if
this has helped the "bucking" problem. If the
door latches but not firmly enough, follow proce-
dures listed previously in "Step A". If the door
latch does not catch, move the bolt outward and
try again. When corrected, follow adjustment
procedures listed in "Step A" to ensure a good
seal. By design, if both seals are in good condi-
tion, proper adjustment of the outside seal will
ensure good contact on the inside seal to pre-
vent dust and moisture from entering the cab.
Door Handle Plunger Adjustment
If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
2. Remove door panel.
a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
door.
b. Remove 2 capscrews (3), which hold the
door strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
d. Open the door as far as possible in and
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mount-
ing screws (5).
NOTE: Remove panel screws across the top, last.
Door glass and internal door panel will drop
when door panel screws are removed.
FIGURE 2-4. LATCH ASSEMBLY
1. Cab
2. Striker Bolt
3. Upper Latch
4. Door
5. Lower Latch
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF
PLUNGER
N02015 06/03 Truck Cab N2-9
Carefully lower the door panel a few inches. Hold
glass at top to prevent it from dropping. Slide the
door panel toward the cab to disengage the
window regulator roller (Figure 2-7) from the
track on the bottom of the glass. Slide the panel
away from the cab to disengage the other top
roller and lower roller from its tracks. Place the
panel out of the way after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to
see if door latch mechanism works properly by
performing the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
c. Close pawls again.
d. Press the outside door button to see if pawls
open.
e. If mechanism operates properly go on to
Step 6. If mechanism does not work properly,
replace with a new door latch assembly then
continue with Step 6.
6. Remove the mounting screws (3) from the out-
side door handle. With the door handle
removed, adjust the plunger counter clock wise
to increase the height of the door handle
release button. Lock the plunger capscrew with
locking nut. Apply lock tight to prevent screw
from working loose.
7. Reassemble door assembly by reversing the
previous steps.
Door Glass Replacement
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
2. Remove 2 M8x12 capscrews (3), which hold
the door strap bracket to the door.
3. Disconnect wiring harness (4) to the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
Door glass and internal door panel will drop
when door panel screws are removed.
FIGURE 2-6.
1. Hair Pin Clip
2. Door Strap Bolt
3. Strap Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
N2-10 Truck Cab 06/03 N02015
5. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches
(Figure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
7. Remove 2 screws (Figure 2-8) holding the roller
track to the bottom of the door glass.
8. Support glass in door frame as shown (1, Fig-
ure 2-9). Remove screws (2) that hold the
adapter for the window regulator track.
FIGURE 2-7.
FIGURE 2-8.
FIGURE 2-9.
1. Support Block 2. Screws
N02015 06/03 Truck Cab N2-11
Remove the screw at the lower end of the window
channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides.
Lift door glass up in the frame (1, Figure 2-12) so that
it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
Bracket (2, Figure 2-9) at bottom of glass must
clear the door frame, if still on glass.
10. Move window glass and frame to an area where
the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-13) to be sure they are tight. Also
be sure the rubber felt insert in the window
channels is in good condition. Replace, if nec-
essary.
12. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
13. Lift window frame, holding glass at the top of the
frame, and lower the assembly into the door.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
FIGURE 2-11.
1. Screws
FIGURE 2-12.
1. Window Frame 2. Window Bracket
N2-12 Truck Cab 06/03 N02015
Be sure the one channel (5, Figure 2-14) which is
next to the door latch passes to the inside of the latch
assembly (4).
14. Lower glass in frame and support it as seen in
Figure 2-9.
15. Reinstall window frame screws which holds it to
the door frame.
Screws along the bottom of window frame may be
shorter than the ones along the sides and top. These
screws must be used in this area to prevent the win-
dow glass from being scratched or cracked. See Fig-
ure 2-11.
16. Install trim material over the top of screws that
holds the window frame to the door. Use a flat
blade screwdriver to assist with installing the
trim material. See Figure 2-15. Be careful not to
cut the retainer lip on the trim material.
17. Install the 2 screws removed in step 8. Be sure
the rubber felt insert is back in place after
installing the screws.
18. Reinstall window regulator track bracket as
seen in Figure 2-7. Be sure nylon bushings and
gaskets are installed properly to prevent dam-
age to the glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step
18. See Figure 2-8.
20. Holding window glass as seen in Figure 2-9 (a
few inches from the top.) install lower and upper
regulator rollers in their tracks. Start by moving
door panel (with window regulator) away from
cab just far enough to allow the rollers to enter
their tracks. Then with the rollers in the tracks
slide the panel toward the cab. Move the panel
just far enough to allow the upper regulator
roller to go into the track on the bottom of the
glass.
FIGURE 2-13.
1. L Shaped Brackets
FIGURE 2-14.
1. Capscrw & Nut
2. Mounting Screws -
Latch
3. Mounting Screw - Out-
side Door Handle
4. Latch Assembly
5. Window Frame
N02015 06/03 Truck Cab N2-13
21. Lift door panel, regulator and glass up to align
screw holes in the panel with holes in door
frame. Install screws that retain panel to door
frame.
22. Hook-up electrical connector for the window
regulator. Install the two cap screws that hold
the door strap bracket to the door frame.
23. Align door check strap opening with holes in the
bracket and install bolt. Install the hair pin clip.
See Figure 2-6.
Door Window Regulator Replacement
1. Follow Steps 1-6 procedure for door glass
replacement.
2. Move inner panel assembly to a work area to
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
a. If replacing the motor assembly of the win-
dow regulator, be sure the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the
"up" position before replacing the motor
assembly. Be sure the motor mounting
screws are tight.
b. If replacing the window regulator assembly,
the new regulator should be in the "up" posi-
tion before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in Step 2. Be
sure screws are tight.
5. Refer to door glass replace procedure and fol-
low steps 20-23 to complete replacement.
Door Handle or Latch Assembly Replacement
The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new
assembly. The outer latch handle assembly on each
door is furnished with a key-operated lock to enable
the operator to lock the truck cab while the truck is
parked unattended.
1. Follow steps 1-6 procedure for door glass
replacement.
2. Refer to Figure 2-14. Remove capscrew and
nut (1) from inside door handle.
3. Remove 4 mounting screws (2) for the latch.
Remove old latch assembly.
* If replacing the latch assembly go to step 5.
4. If replacing the outside door handle, remove 3
screws holding handle to door panel (3, Figure
2-14).
Note: Only 1 screw is shown, the other 2 are behind
the latch assembly.
5. Install new latch assembly and align mounting
holes. Install 4 mounting screws. Be sure they
are tight.
6. Align inside door handle and install capscrew
and nut (3 Figure 2-14).
7. Follow steps 20-23 of the door glass replace-
ment procedure to complete the repair.
FIGURE 2-15.
N2-14 Truck Cab 06/03 N02015
Door and Door Hinge Seal Replacement
1. The door assembly seal has only three mem-
bers to it (sides and top) and is glued on the
door. This seal can be replaced by peeling the
seal away from the door frame. Then use a
suitable cleaner to remove the remaining seal
and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
2-16).
4. The door hinge seal is glued to the hinge. Use
the same procedure as above for this seal (2,
Figure 2-17).
Door Opening Seal Removal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose
all the way around the opening (1, Figures 2-16
& 2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perime-
ter of opening is clean and free of burrs, etc.
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the
edge of the opening. Go all the way around the
opening. Be sure that the seal fits tight in the
corners. A soft face tool may be used to work
the seal up into the corners.
2. Continue going all the way around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely, then
while holding ends together, push them firmly
into the center of the opening.
FIGURE 2-16.
1. Door Opening Seal 2. Door Assembly Seal
FIGURE 2-17.
1. Door Opening Seal 2. Door Hinge Seal
N02015 06/03 Truck Cab N2-15
GLASS REPLACEMENT
Adhesive Bonded Windows

Recommended Tools/Supplies
Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
Heavy protective gloves
Safety eyeglass goggles
Windshield adhesives, proper cleaners, primers
& application gun
SM2897 glass installation bumpers (6 - 7 per
window)
Window glass (Refer to Parts Catalog)
Recommended adhesives: SikaTack Ultrafast or
Ultrafast II (both heated). Vehicle can be put into
service in 4 hours under optimum conditions. Heated
adhesives require a Sika approved oven to heat
adhesive to 80 C (176 F).
Sikaflex 255FC or Drive (unheated). Vehicle can be
put into service in 8 hours under optimum conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be cer-
tain to follow that manufacturer's instructions for
use, including the use of any primers, and double
the allowances for proper curing time.
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Using chosen cut-out tool, slice into existing
urethane adhesive and remove window.
2. Carefully clean and remove all broken glass
chips from any remaining window adhesive.
The surface should be smooth and even. Use
only clean water.
NOTE: Removal of all old adhesive is not required;
just enough to provide an even bedding base.
3. Using a long knife, cut remaining urethane from
vehicle, leaving a bed 2-4 mm thick. If existing
urethane is loose or otherwise unsound, com-
pletely remove. Leave the installation bumpers
in place, if possible. Clean metal with Sika Akti-
vator, allow ten minutes to dry. Then paint on a
thin coat of Sika Primer 206G+P and allow ten
minutes to dry.
4. Using only the new side window(s) which are to
be bonded in place, center the new glass over
opening in the cab. Using a permanent marker,
mark on the cab skin along all the edges of the
new glass that is to be installed. All edges must
be marked on the cab in order to apply the
adhesive in the proper location.
5. Using Sika Primer 206G+P, touch up any bright
metal scratches on the metal frame of vehicle.
Do not prime existing urethane bed. Allow to dry
for ten minutes.
6. Using a clean lint free cloth, apply Sika Aktiva-
tor to the black ceramic Frit surrounding the
new window. Use a clean cloth and wipe off
Sika Aktivator. Allow ten minutes to dry.
7. For the side windows, be sure to utilize a total
of six or seven (SM2897) glass installation
bumpers to the cab, equally spaced around the
previously marked glass perimeter, approxi-
mately 0.75 in (19 mm) inboard from where the
edge of the glass will be when installed.
NOTE: Be careful not to place adhesive too far
inboard, as it will make any future replacement more
difficult.
N2-16 Truck Cab 06/03 N02015
8. Apply a continuous even bead of the adhesive
approximately 0.38 in. (10 mm) in diameter to
the cab skin at a distance 0.50 - 0.63 in. (13 - 16
mm) inboard from the previously marked final
location of the glass edges from Step 4.
9. Immediately install glass to the vehicle. Care-
fully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place assur-
ing that the glass is properly seated. DO NOT
POUND THE GLASS INTO PLACE.
10. Using a wooden prop and furnace/duct tape,
hold the glass in place for at least two (2) full
hours (or double the adhesive manufacturers
curing time, which ever time is longer).
NOTE: Do not allow the truck to move until double
the cure time for the adhesive has passed.
Otherwise, vibration or movement from a moving
truck will weaken the adhesive bond and the glass
may fall off the cab.
Be certain to follow all the adhesive manufac-
turer's instructions for use, including full allow-
ances for proper curing time. The curing time
may be as long as 48 hours (24 hours for some
adhesives, then double it) before a truck can be
driven.
11. Remove tape or prop from glass after the cure
time has expired.
Windshield And Rear Glass
Two people are required to remove and install the
windshield or rear glass. One person inside the cab,
and the other person on the outside.
Special tools are available from local tool suppliers
that are helpful in removing and installing automotive
glass.
Removal
1. If windshield is to be replaced, lift windshield
wiper arms out of the way.
2. Starting at the lower center of the glass, pull the
weatherstrip locking lip out (2, Figure 2-18 or 2-
19). Use a non-oily rubber lubricant and a
screwdriver to release the locking lip.
3. Remove glass from weatherstrip by pushing out
from inside the cab.
4. Clean weatherstrip grooves of dirt, sealant etc.
Be certain perimeter of cab glass opening is
clean and free of burrs etc.
FIGURE 2-18. Front Windshield
1. Glass
2. Locking Lip
3. Weatherstrip Material
4. Sheet Metal
N02015 06/03 Truck Cab N2-17
Installation
1. If the weatherstrip material previously removed
is broken, weathered, or damaged in any way,
use new rubber weatherstrip material.
NOTE: Using a non-oily rubber lubricant on the
weatherstrip material and cab opening will make the
following installation easier:
a. Install the weatherstrip around the opening in
the cab for the glass. Start with one end of
the weatherstrip at the center, lower part of
the window opening and press the weather-
strip over the edge of the opening.
b. Continue installing weatherstrip while going
all the around the opening. When the ends of
the weatherstrip meet at the starting point at
the lower, center area of the window open-
ing, there must be 0.5 in. (12.7 mm) of over-
lapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely,
then while holding ends together, force them
back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
a. Lower the glass into the groove along the
bottom of the opening.
b. Two people should be used for glass installa-
tion. Have one person on the outside of the
cab and push in on glass against opening,
while the person inside uses a soft flat tool
(plastic knife) and goes around the glass to
work the weatherstrip over the edge of the
glass.
3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
2-18 or 2-19) to secure the glass in the weather-
strip.
4. If windshield was being replaced, lower wind-
shield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window
1. Glass
2. Locking Lip
3. Weatherstrip Material
4. Sheet Metal
N2-18 Truck Cab 06/03 N02015
NOTES
N03021 Cab Components N3-1
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
N3-2 Cab Components N03021
NOTES
CAB COMPONENTS
WINDSHIELD WIPERS
The windshield wipers are operated by a 24 volt elec-
tric motor. The wipers can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Wiper Motor Replacement
Removal
1. Remove the five screws, inside of the cab, that
secure the visor assembly/access panel. Lower
the access panel.
2. Disconnect the wiper motor harness connector.
3. Remove nut (4, Figure 3-1), and disconnect the
linkage from the motor. Hold the linkage station-
ary while loosening the nut.
4. Remove three capscrews (3) and the washers
attaching motor (1) to plate (2). Remove the
motor assembly.
Installation
1. Place wiper motor (1, Figure 3-1) into position
on plate (2).
2. Install three capscrews (3) and the washers.
Torque the capscrews to 71-79 in. lbs. (8-9
Nm).
3. Align the motor output shaft with the linkage.
Install nut (4) and torque the nut to 16-18 ft. lbs.
(22-24 Nm). Hold the linkage stationary while
tightening the nut.
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 3-3.
Wiper Arm
Removal
1. Note the position of wiper arm (1, Figure 3-2)
for installation purposes.
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose and remove the
wiper arm.
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION
1. Wiper Motor
2. Plate Structure
3. Capscrew
4. Nut
FIGURE 3-2. WIPER ARM DETAIL
1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
5. Washer
6. Nut
Installation
1. Place wiper arm (1, Figure 3-2) into the position
noted during removal. Install the washer and
nut (2). Tighten the nut to 142-177 in. lbs. (16-
20 Nm). Close the cover.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.
Wiper Linkage Replacement
Removal
1. Remove the wiper arms. Refer to Wiper Arm
Removal in this section.
2. Remove wiper retainer (2, Figure 3-3) and dis-
connect the wiper linkage from the wiper motor
drive arm.
3. Remove nut (6, Figure 3-2) and washer (5) from
each wiper shaft.
4. If equipped, remove four capscrews (2, Figure
3-4) with washers.
5. Remove the pillow blocks (3) from the wiper
compartment.
Installation
1. Place the linkage into position in the wiper com-
partment.
2. If removed, place spacer blocks (1, Figure 3-4)
into position under pillow blocks (3). Install pil-
low block (3) with capscrews (2), washers and
the nuts to secure the pillow blocks.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight. Then
tighten nuts to 160-177 in. lbs. (18-20 Nm)
torque. Do not overtighten. The threads on
the shafts are easily stripped when improp-
erly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (2, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position as shown in Figure 3-3.
5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wiper arms operate
properly and park in the proper position after
installation is complete.
FIGURE 3-3. PARK POSITION
1. Wiper Motor 2. Linkage Retainer
FIGURE 3-4. PILLOW BLOCK INSTALLATION
1. Spacer Block
2. Capscrew
3. Pillow Block
WINDSHIELD WASHER
Operation
The windshield washer tank is mounted on the right
side of the hydraulic components cabinet behind the
cab. It is a 3.8 liter (1 gal) plastic reservoir (1, Figure
3-5) with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is acti-
vated by pressing the knob. When the switch is acti-
vated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the wind-
shield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-5. WINDSHIELD WASHER FLUID
RESERVOIR AND PUMP
1. Reservoir
2. Pump
3. Outlet Hose
4. Filler Cap
OPERATOR SEAT
The operator's seat provides a fully adjustable cush-
ioned ride for driver comfort and easy operation.
Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: (1, Figure 3-6) will move up, down,
fore, or aft by moving headrest to desired posi-
tion.
2. Armrests: rotate adjusting knob until armrest is
in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle: release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of the seat. Release lever to lock adjust-
ment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Press rocker switch (8) on
top to increase ride firmness. Press on lower
part of rocker switch to decrease ride firmness.
9. Fore/Aft Location of Seat: Lift lever (9) and
hold. Bend knees to move seat to a comfortable
position: release control lever to lock adjust-
ment.
12. Seat Height: Lift lever (12) and hold to adjust
the height of the seat. Release lever to lock
adjustment.
Seat Removal
1. Remove hardware (10, Figure 3-6) that secures
the seat base to the riser. Remove capscrew
(11) that secures tether to floor.
2. Remove seat assembly from cab and take to
clean work area for disassembly.
Seat Installation
1. Mount seat assembly to seat riser. Install cap-
screws (10, Figure 3-6), lockwashers, flatwash-
ers and nuts. Tighten to standard torque.
2. Fasten tether straps to floor with capscrews
(11), flatwashers and lockwashers. Tighten cap-
FIGURE 3-6. OPERATORS SEAT ADJUSTMENT
CONTROLS
1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Seat Belt
5. Seat Slope
Adjustment
6. Upper Air Pillow
Lumbar Support
7. Lower Air Pillow
Lumbar Support
8. Height Adjustment
9. Fore and Aft
Adjustment
11. Seat Tether
Capscrew
12. Seat Height
Adjustment
N04024 Operator Comfort N4-1
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
N4-2 Operator Comfort N04024
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Stabilizing the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . N4-41
OPERATOR COMFORT
HEATER / AIR CONDITIONER
The heater/air conditioner assembly incorporates all
the controls necessary for regulating the cab interior
temperature; heated air during cold weather opera-
tion, and de-humidified, cool air during warm weather
operation.
Operation
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
An engine driven refrigerant compressor passes
refrigerant through an evaporator coil mounted in the
same enclosure. The same blowers used for heating
move air across the evaporator to provide cooled air
through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Fig-
ure 4-1 for the following:
Heater/Air Conditioner Vents
Each heater/air conditioner vent (6, Figure 4-1) is a
flapper type which may be opened or closed or
rotated 360 for optimum air flow. There are four
(three not shown) across the top of the panel, one
each in the right and left panel modules, and four
below the panel.
Defroster Control Switch
Defroster control switch (1, Figure 4-1) directs
heated air for windshield defrosting. "Down" position
of the toggle switch is OFF. "Up" position of the tog-
gle switch is ON.
Heat Control Switch
Heater control 2, Figure 4-1) directs heated air to the
cab floor for heating of the cab. "Down" position of
the toggle switch is OFF. "Up" position of the toggle
switch is ON.
Temperature Control Knob
Temperature control knob (3, Figure 4-1) allows the
operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow) will
select cooler temperatures. Full counter-clockwise
position is the coldest air setting. Rotating the knob
clockwise (red arrow) will select warmer tempera-
tures. Full clockwise position is the warmest heater
setting.
Fan Control Knob
Fan control knob (4, Figure 4-1) controls the cab air
fan motor. The fan motor is a 3-speed motor: low
(setting 1), medium (setting 2), and high (setting 3).
Speeds are selected by rotating the control knob
clockwise to the desired position. OFF is full counter-
clockwise position (setting 0).
Heater/Air Conditioner Selector Switch
Selector switch (5, Figure 4-1) allows the operator to
select heat, A/C, or neither. The left position of the
switch activates the air conditioning and the right side
of the switch activates the heater. The middle posi-
tion is OFF. Neither the heat nor the air conditioning
can be activated in this position.
NOTE: The air conditioner will not operate unless the
fan control knob is turned ON.
FIGURE 4-1. A/C & HEATER CONTROLS

COMPONENTS
Figures 4-2 and 4-4 illustrate both the heater system
and air conditioning system parts contained in the
cab mounted enclosure. Refer to Air Conditioning
System in this section for additional information
regarding air conditioning system components,
maintenance and repair.
Circuit Breakers
Before attempting to troubleshoot the electrical cir-
cuit in the heater enclosure, turn key switch ON and
verify circuit breaker CB31 (located on power distri-
bution module behind operator's seat) and the inter-
nal heater circuit breaker have not opened by
verifying 24 VDC is present on the junction block
(38, Figure 4-4).
Relays
Five relays (9, Figure 4-2) control the air dampers,
A/C compressor and the heater valve. All five relays
require 12VDC through the coil which is supplied by
a 24VDC to 12VDC converter (2).
One relay (Relay 1) switches 24 volt current to actu-
ate the A/C compressor clutch. The temperature
control switch, heater valve and the actuator motors
all operate on 12 VDC current.
Heater Core
Heater core (46, Figure 4-4) receives engine cool-
ant through heater valve (14) when heat is selected.
If temperature control potentiometer (37) is placed
in between the red and blue area, or turned counter-
clockwise to the blue area, coolant flow should be
blocked.
If the selector switch (34) and heater valve appear
to be working properly, yet no heat is apparent in
heater core (46), the core may be restricted.
Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER
COMPONENTS
1. Enclosure
2. Converter (24 V to 12 V)
3. Water Control (Heater) Valve
4. A/C Refrigerant Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Core
8. Heater Core
9. Relays
Fan Motor And Speed Control
Fan speed is controlled by inserting resistor(s) (49 &
50) in series with the supply circuit to the blower
motor to reduce voltage. The number of resistors in
series is determined by the position of the fan speed
selector switch.
At low speed, 3 resistors are used; at medium speed,
1 resistor is used; at high speed, the full 24 VDC is
supplied to the blower motor, bypassing all resistors.
Test
If motor (5) does not operate at any of the speed
selections, verify battery voltage is available at the
switches, relay, and circuit breakers (refer to electri-
cal schematic, Section R). If voltage is present, the
motor is probably defective and should be removed
and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resis-
tors as required.
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
Defroster outlet
Bi-level or floor outlets
A failure to switch one of the above modes of opera-
tion may be caused by a faulty actuator.
Test
Visually inspect the flappers (11, 43) and linkage for
the function being diagnosed. Make certain the flap-
per is not binding or obstructed, preventing move-
ment from one mode to the other.
Verify voltage (12 VDC) is present at the actuator
when the toggle switch is closed or absent when the
toggle switch is opened.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
Filter
Service
Filter (19) and cab filter (2, Figure 4-3) in the front
access panel of the cab need periodic cleaning to
prevent restrictions in air circulation. Restricted filters
will decrease the performance of the heater and air
conditioner. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions, the filters may need daily service and
inspection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with
water and dried in a dust free environment before
reinstallation. Replace the filter element every 2000
hours or sooner if inspection indicates a clogged or
damaged filter.
FIGURE 4-3. CAB FILTER LOCATION
1. Access Cover 2. Cab Filter
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Blower Housing
2. Blower Wheel
3. Cover Plate
4. Venturi
5. Motor, 24V
6. Motor Mount
7. Converter (24V-12V)
8. Actuator Motor
9. Screw
10. Spacer
11. Defrost Flapper
12. Snap Bushing
13. Foam
14. Heater Valve
15. Grommet
16. Casing
17. Gasket
18. Filter Holder
19. Air Filter
20. Knob
21. Filter Holder
22. Foam Insulation
23. Nut
24. Flatwasher
25. Cover
26. Louver
27. Louver Adapter
28. Foam
29. Plate, Coil
30. Evaporator Core
31. O-Ring
32. Expansion Valve
33. Knob
34. Toggle Switch (3 pos.)
35. Overlay
36. Plate, Control
37. Potentiometer
38. Block, Junction
39. Thermostat
40. Hose
41. Switch, Blower
42. Screw
43. Discharge Flapper
44. Toggle Switch (2 pos.)
45. Bracket, Flapper
46. Heater Core
47. Relay (12V)
48. Circuit Breaker
49. Resistor (12 Volt)
50. Resistor (24 Volt)
51. Retainer, Blower
AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earths protective Ozone (O
3
) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFCs), such as R-12 refrigerant (Freon), commonly used in mobile
equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more environmentally-friendly hydro-flouro-carbon.
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air condition-
ing systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those tradi-
tionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the recycling of the refrig-
erant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
Mining and construction vehicles have unique char-
acteristics of vibration, shock-loading, operator
changes, and climate conditions that present differ-
ent design and installation problems for air condition-
ing systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reli-
ability to endure the various work cycles encoun-
tered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and compo-
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the
system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventative
maintenance at regular intervals on vehicle Air Con-
ditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting and the corrective
action necessary to put the AC unit into top operating
efficiency.
Too frequently, the operator and the serviceman
overlook the primary fact that no AC system will func-
tion properly unless it is operated within a completely
controlled cab environment. The circulation of air
must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term air condi-
tioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
air conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
Refrigeration - The Act Of Cooling
There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat transfer
will occur.
Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
All objects have a point at which they will turn to
vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
The Refrigeration Cycle
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the compres-
sor draws in refrigerant from the evaporator through
the suction valve and during compression strokes,
forces it out through the discharge valve to the con-
denser. The pressure from the compressor action
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a v-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
The condenser receives the high pressure, high-tem-
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cool-
ing of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radi-
ator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an AC system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quanti-
ties of heat in the process. The condensing point is
sufficiently high to create a wide temperature differ-
ential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This dif-
ference permits rapid heat transfer from the refriger-
ant to ambient air.
Receiver-Drier
The receiver-drier is an important part of the air con-
ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refriger-
ant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the compo-
nent is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
Expansion Block Valve
The expansion block valve controls the amount of
refrigerant entering the evaporator coil. Both inter-
nally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pres-
sure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the evapo-
rator. This produces the desired cooling effect.
The amount of refrigerant metered into the evapora-
tor varies with different heat loads. The valve modu-
lates from wide open to the nearly closed position,
seeking a point between for proper metering of the
refrigerant.
As the load increases, the valve responds by open-
ing wider to allow more refrigerant to pass into the
evaporator. As the load decreases, the valve reacts
and allows less refrigerant into the evaporator. It is
this controlling action that provides the proper pres-
sure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the refriger-
ant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by
both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Evaporator
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
Heat exchange, as explained under condenser oper-
ation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the evapora-
tor, becoming very cold. As the process of heat loss
from the air to the evaporator coil surface is taking
place, any moisture (humidity) in the air condenses
on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the out-
let of the evaporator.
ELECTRICAL CIRCUIT
The air conditioner's electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere cir-
cuit breaker.
The blower control is a switch which provides a
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the ther-
mostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger-
ation cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.
Compressor Clutch
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
blower is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
ture is mounted on the compressor body.
When no current is fed to the field, there is no mag-
netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the com-
pressor clutch electrical circuit control clutch opera-
tion, disengaging the clutch if system pressures are
abnormal.
Trinary Switch
This switch is mounted on the receiver-drier and has
three functions, as implied by the name:
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres-
sure.
The Trinary switch performs three distinct func-
tions to monitor and control refrigerant pressure in
the system. This switch is installed on the receiver-
drier. The switch functions are:
Terminals 1 & 2 are connected internally through two,
normally closed pressure switches in series, the low
pressure switch and the high pressure switch.
Terminals 3 & 4 are connected internally through a
normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 200 - 230 psi. When pres-
sure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 40 psi, the switch contacts
close, and the clutch engages the compressor.
Since temperature has a direct effect on
pressure, if the ambient temperature is too cold,
system pressure will drop below the low range,
and the pressure switch will disengage the
clutch.
Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
High Pressure - This switch opens and
disengages the compressor clutch if system
pressure rises above the 300 - 350 psi range.
After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
engage.
The switch functions will automatically reset when
system pressure returns to normal.
The pressures listed above are typical of pres-
sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher. This
factor should be observed when checking for
proper operation of the switch.
NOTE: One other pressure controlling device is
installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 500 - 550 psi. The purpose of
this valve is to protect the compressor in the event
that pressure should be allowed to rise to that level.
Damage to the compressor will occur if pressure
exceeds 550 psi.
OPENS CLOSES
Low
Pressure
15-30 psi -
descending
pressure
40 psi -
rising pressure
High
Pressure
300-350 psi 210-250 psi
Fan Clutch 35-60 psi -
below closing
pressure
200-230 psi -
rising pressure
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and quan-
tity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed con-
dition to change. The following warnings are pro-
vided here to alert service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
.
Federal regulations prohibit venting R-12 and
R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the AC sys-
tem. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing AC systems must
be certified they have been properly trained to
service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing AC systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will
seek low areas of shop.
When exposed to flames or sparks, the compo-
nents of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
area where refrigerant is used or stored.
Never direct steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120 F (49 C).
Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.
SYSTEM OIL
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At
present time, General Motors part number
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alterna-
tive is General Motors part number (12356151)
which is now becoming more popular and is
expected to become the furnished oil in Komatsu AC
systems. This oil is light blue-green in color and may
be mixed with the other recommended oil.
Handling and Reusing PAG Oil
Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
No PAG oil removed from new or old components
should be retained for re-use. It should be stored
in a marked container and properly sealed. PAG
oil is an environmental pollutant and should be
properly disposed of after use.
PAG oil in containers or in an air conditioning
system should not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the com-
pressor. This condition occurs when the compressor
attempts to compress liquid oil as opposed to vapor-
ized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.
Replacing Oil After Servicing the System
Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the chart below for adding oil.
Setting Up a New Compressor
Compressors come with 10.5 ounces of oil in the
sump. Compressors being replaced should have
been operating with 6 ounces of oil in the sump,
therefore, the new compressor should be adjusted,
accordingly.
Example: If a compressor is being replaced, the
receiver drier must also be replaced. (The receiver-
drier should be replaced whenever the system is
opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
accounts for the 6 ounces needed for the compres-
sor, and the 2 ounces for the new receiver-drier.
Never run the system with more than 10.5 ounces
of oil in the compressor sump. Damage to the
compressor as well as other system components
may occur. It is important to have a good balance
of oil throughout the system.
REPLACING OIL
Component Oil to add
Condenser 2-3 ounces
Evaporator 1 ounce
Receiver-Drier 2 ounces
Compressor
Compressors come with 10.5
ounces of oil in the sump. Refer to
"Setting Up a New Compressor"
Block Valve
(Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount
removed
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among nor-
mal maintenance shops. Equipment such as this is
more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed refriger-
ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operat-
ing with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.
An unclear sight glass on R-134a systems can
indicate that the system may be low on refriger-
ant. However, the sight glass should not be used
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the
proper amount of refrigerant has been added.
R-134a Refrigerant Containers
Two basic, readily available containers are used to
store R-134a: the 30 or 60 pound bulk canisters (Fig-
ure 4-6).
Always read the container label to verify the contents
are correct for the system being serviced. Note the
containers for R-134a are painted light blue.
FIGURE 4-6. R-134a CONTAINERS
1. 30 lb. Cylinder 2. 60 lb. Cylinder
SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-7,
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station sep-
arates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be reclaimed
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle sta-
tion to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
Test equipment is available to confirm the refrigerant
in the system is actually the type intended for the
system and has not been contaminated by a mixture
of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic prin-
cipals of operation remain the same for all machines,
even if the details of operation differ somewhat.
Leak Detector
The electronic detector (Figure 4-8) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-7. RECOVERY/RECYCLE STATION
FIGURE 4-8. TYPICAL ELECTRONIC LEAK
DETECTOR
Service Valves
Because an air conditioning system is a sealed sys-
tem, two service valves are provided on the com-
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-9)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
Vacuum Pump
The vacuum pump (Figure 4-10) is used to com-
pletely evacuate all of the refrigerant, air, and mois-
ture from the system by deliberately lowering the
pressure within the system to the point where water
turns to a vapor (boils) and together with all air and
refrigerant is withdrawn (pumped) from the system.
1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
Connection
FIGURE 4-9. R-134a SERVICE VALVE
FIGURE 4-10. VACUUM PUMP
Manifold Gauge Set
A typical manifold gauge set (Figure 4-11) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put in,
or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
NOTE: When hose replacement becomes necessary,
the new hoses must be marked SAE J2916 R-
134a.
Functions of the manifold gauge set are included in
many of the commercially available recovery or
recovery/recycle stations.
Low Side Gauge
The low side gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.
Never open the hand valve to the high side at
anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.
FIGURE 4-11. MANIFOLD GAUGE SET
Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect ser-
vice equipment when the engine is running.
1. Be sure all valves on the manifold are closed all
the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor as shown in Figure 4-12. (High side to
compressor discharge valve and low side to
compressor suction side.) Do not open service
valves at this time.
This gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
FIGURE 4-12. SERVICE HOSE HOOK-UP
Purging Air From Service Hoses
The purpose of this procedure is to remove all the
air trapped in the hoses prior to actual system test-
ing. Environmental regulations require that all ser-
vice hoses have a shutoff valve within 12 inches of
the service end. These valves are required to
ensure only a minimal amount of refrigerant is lost
to the atmosphere. R-134a gauge sets have a com-
bination quick disconnect and shutoff valve on the
high and low sides. The center hose also requires a
valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture out of the center hose. This will require only a
few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require
a lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-13. PURGING SYSTEM
Stabilizing the AC System
During this stabilization period, do not open
hand valves on manifold for any reason. Equip-
ment damage and personal injury may result.
1. Start the engine and return to an idle speed of
1200 to 1500 RPM. Turn on the air conditioner.
2. After a performance check of the control func-
tions, blower speeds and air flow, set the AC
system controls to maximum cooling and
blower speed on high. Open the cab to ensure
continuous operation of the compressor.
3. Run the engine and air conditioner about 5 min-
utes for the system to stabilize.
4. If the humidity is high it will be necessary to
place a fan in front of the AC condenser to help
the air flow across the condenser. This helps to
stabilize the system by simulating normal oper-
ating conditions.
5. It is then possible to observe the gauge read-
ings and the temperature coming out of the air
ducts with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, recover and charge the
proper amount of refrigerant to enable adequate
system testing.
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
2. Place fan in front of condenser to simulate nor-
mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should
be within normal range, adjust for ambient tem-
perature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under certain con-
ditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
A second common place for leaks is the nylon and
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indi-
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Use extreme caution when leak testing a system
while the engine is running.
In its natural state, refrigerant is a harmless, col-
orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
Electronic Leak Detector
(Refer to Figure 4-8). As the test probe is moved into
an area where traces of refrigerant are present, a
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as inten-
sity changes.
Tracer Dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refriger-
ant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultravio-
let light (black light), revealing a bright fluorescent
glow.
Soap and Water
Soap and water can be mixed together and applied
to system components. Bubbles will appear to pin-
point the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor
oil level and fill to specifications.
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. How-
ever, AC system components are made of soft met-
als (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
All of the service procedures described are only
performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean.
System Cleaning
When performing repairs on air conditioning compo-
nents, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the
system should be checked for the source of the
material.
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. When grommets or clamps
are used to prevent line vibration, be certain these
are in place and secured.
It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
age may occur. Refer to the following torque
chart for tightening specifications.
Installation torque for the single M10 or 3/8 in. cap-
screws securing the inlet and outlet fittings onto the
compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
Fitting Size Foot Pounds Newton Meters
6 10 - 15 ft.lbs. 14 - 20 Nm
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
12 30 - 35 ft.lbs. 41 - 47 Nm
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
must be replaced whenever the system is opened
for any service. The receiver-drier has a pressure
switch to control the clutch, and should be removed
and installed onto the new unit.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapo-
rator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no AC
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermo-
stat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associ-
ated with high or low pressure, heat, or lack of lubri-
cation. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
age, replace the whole assembly.
The fast way to check electrical failure in the lead
wire or clutch coil is to hot wire the coil with a fused
lead. This procedure enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the AC system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pul-
ley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 0.023 to 0.057 in. (1.02 0.043 mm). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
NOTE: Some compressors may be discarded
because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the com-
pressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be per-
formed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range:
12.0 0.37 Ohms @ 68 F (20 C)
16.1 0.62 Ohms @ 240 F (116 C)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
Servicing the Compressor Clutch
*Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.
Use the proper tools to remove and replace
clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the com-
pressor may result.
1. Remove the belt guard from the front of the air
conditioning compressor.
2. Remove the drive belt from compressor belt
pulley (1, Figure 4-14).
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench
**J-25030 Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot
***J-24092 Puller Legs
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer
1. Belt Pulley
2. Clutch Hub/Drive
Plate
3. Shaft
4. Locknut
FIGURE 4-14.
1. Thin Wall Socket
2. Clutch Hub Holding
Tool
3. Clutch Hub
FIGURE 4-15.
3. Remove locknut (4) using thin wall socket (1,
Figure 4-15) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
4. Thread clutch plate and hub assembly remover
(2, Figure 4-16) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
5. Remove square key (1, Figure 4-17) from the
keyways.
6. Inspect the friction surface on the clutch hub
and the friction surface on the pulley. Scoring on
the friction surfaces is normal. DO NOT replace
these components for this condition only.
Inspect the steel friction surface on the clutch
and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.
1. Clutch Assembly 2. Clutch Plate & Hub
Assembly Remover
FIGURE 4-16.
1. Square Key 2. Keyway in Shaft
FIGURE 4-17.
1. Clutch Hub 2. Pulley
FIGURE 4-18.
Pulley Removal
7. Use retaining ring pliers (3, Figure 4-19) to
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
9. Install pulley puller (1, Figure 4-20) and puller
pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the stan-
dard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
10. Tighten the center screw on the puller against
the shaft of the compressor to remove the pul-
ley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evi-
dent.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 0.37 ohms @ 68 F (20 C)
16.1 0.62 ohms @ 239 F (115 C)
If the resistance of the coil is not within the specifica-
tions, the clutch will not operate properly. Remove
the retaining ring and replace the coil.
Pulley Installation
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
21), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
2. Ensure the pulley rotates freely. If the pulley
does not rotate freely, remove the pulley and
check for damaged components. Replace any
damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.
1. Pulley Assembly
2. Pulley Retainer Ring
3. Retaining Ring Pliers
FIGURE 4-19.
1. Pulley Puller
2. Pulley Assembly
3. Puller Pilot
FIGURE 4-20.
1. Bearing Installer 2. Universal Handle
FIGURE 4-21.
Clutch Assembly Installation
1. Insert square key (1, Figure 4-16) into the key-
way in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of
the hub. Use petroleum jelly to hold the key in
place.
2. Place the clutch assembly into position on the
compressor. Align the square key with the key-
way on the shaft.
3. Thread drive plate installer (1, Figure 4-22) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
4. Press the clutch onto the compressor using
installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-23.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
5. Install locknut (4, Figure 4-14) and tighten the
nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condi-
tioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
1. Drive Plate Installer 2. Spacer
FIGURE 4-22.
0.040 0.017 in.
FIGURE 4-23. CLUTCH GAP
RECOVERING AND RECYCLING THE
REFRIGERANT
Draining the Oil from the previous recovery cycle
1. Place the power switch and the controller on
the recovery unit in the OFF position.
2. Plug in the recovery station to the correct
power source.
3. Drain the recovered oil through the valve
marked oil drain on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the oil drain valve, collect the oil in an appro-
priate container, and dispose of container as
indicated by local, state or federal regulation.
The oil is not reusable due to contaminants
absorbed during use.
Performing the Recovery Cycle
1. Be sure the equipment being used is designed
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the AC system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
pressure should not rise above 0 gauge pres-
sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
equipment manufacturer's instructions for this proce-
dure.
Evacuating and Charging the AC System
Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation
removes air and moisture from the system. Then, the
AC system is ready for the charging process, which
adds new refrigerant to the system.
EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
72F. Thus any moisture in the system will vaporize
and be drawn out by the pump if the pump is run for
approximately an hour. The following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a vac-
uum pump or the compressor will be damaged.
NOTE: Lower the vacuum requirement one inch for
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected
(after discharging the system), connect the cen-
ter hose to the inlet fitting of the vacuum pump
as shown in Figure 4-24. Then open the low
side hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge out-
let. Turn the pump on and watch the low side
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak).
3. Run the pump for five minutes and close the
hand valves and shut off the pump.
4. Observe gauge reading and wait 10 minutes.
Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must
be recharged, leak tested, repaired and evacu-
ated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
the water must turn to a vapor to be drawn out of the
system. If it has been verified that no system leaks
exist and gauge readings increase after 1 hour,
extend the evacuation time to ensure total moisture
removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.
1. Low Pressure Hand
Valve
2. High Pressure Hand
Valve
3. Vacuum Pump
FIGURE 4-24. VACUUM PUMP HOOKUP
The moisture must turn to gas before the pump can
pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum
pump can draw most of the air out quickly, but a deep
vacuum requires more time; the deeper the vacuum
the more time required.
The most important factor is the ability for the
system to hold the deepest vacuum the pump
can pull, and hold it for 15 minutes after the
pump has stopped. This may take several tries
depending on how long the system was held in a
vacuum.
CHARGING THE AC SYSTEM
When charging the system, it is possible to put it in
as a gas or as a liquid. Adding refrigerant as a liquid
is faster but can damage the compressor if not done
correctly. The procedure used, and where the refrig-
erant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus mak-
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
TROUBLESHOOTING
Pre-Diagnosis Checks
If the system indicates Insufficient cooling, or no
cooling, the following points should be checked
before proceeding with the system diagnosis proce-
dures.
NOTE: If the truck being serviced is a model 930E,
be certain the rest switch in the cab is ON. Place the
GF cutout switch in the CUTOUT position.
Preparing For Diagnosis
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
Compressor belt - Must be tight, and aligned.
Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
Oil leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Note: Some systems use different safety devices in
the compressor circuit to protect the compressor.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary
pressure switch if equipped.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
Radiator shutters - Inspect for correct operation
and controls, if equipped.
Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Heater/water valve - Check for malfunction or
leaking.
System ducts and doors - Check the ducts and
doors for proper function.
Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.
Preliminary Steps
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging
procedures outlined in this section.
2. Run the engine with the air conditioning system
on for five to ten minutes to stabilize the system.
3. With the engine and the system at normal oper-
ating temperature, conduct a Performance Test
as outlined in this section.
System Performance Test
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
2. Place fan in front of condenser to simulate nor-
mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should
be within normal range, adjust for ambient tem-
perature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under certain con-
ditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
Diagnosis Of Gauge Readings And System
Performance
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
vice procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under Suggested Corrective
Action for service procedures.
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
- Low refrigerant charge, causing pressures to be
slightly lower than normal.
Check for leaks by performing leak test.
After locating the source of the leak, recover the
Possible Causes Suggested Corrective Actions
If No Leaks Are Found:
If Leaks Are Found:
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor
- Refrigerant excessively low; leak in system.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
clutch disengaged.
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and perform-
ance test the system.
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
- Extremely low or no refrigerant in the system.
Possible leak in the system.
Check for leaks by performing leak test.
No Leaks Found:
Leaks Found:
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check AC operation and performance.
Leaks in the system.
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Low side pressure - HIGH
High side pressure - HIGH
- Leaks in system.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Possible Causes
Suggested Corrective Actions
Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor

An expansion valve malfunction could mean
the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your
hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
(bulb) or valve diaphragm. The low side gauge
PROBLEM: Air and/or Moisture in the System
Indications:
Possible Causes
Expansion valve body is frosted or sweaty.

and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and perform-
ance.
PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
Kink in a line, collapsed hose liners, plugged
or only slightly cool.
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it imposs-
ible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.
Test: Operate the AC system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the cap-

Repair Procedure: If the test did not result in

illary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of

the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
and tubing. The line will be cool to the touch
near the restriction.
receiver-drier or condenser, etc.
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.
High side pressure - LOW
Compressor operates noisily.
- Defective reed valves or other internal
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
Possible Causes
PROBLEM: Compressor Malfunction
Indications:
Possible Causes
components.
Repair Procedure: If the belt is worn or loose,

replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to
incorrect installation.
Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Possible Causes
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
- Lack of air flow through the condenser fins
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC system operation, gauge

readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The

receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM
Truck Serial Number_________________________
Site Unit Number____________________________
Date:____________Hour Meter:________________
Last Maintenance Check:_____________________
Name of Service Technician________________
NOTE: Compressor should be run at least 5 minutes
(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
COMPONENT
Maintenance Interval
(months)
3 6 12 Done
1. Compressor
Check noise level
Check clutch pulley
Check oil level
Run system 5 minutes
Check belt tension
(80-100) lbs; V-belt
Inspect shaft seal for leakage
Check mounting bracket
(tighten bolts)
Check clutch alignment w/
crankshaft pulley (within
0.06 in.)
Perform manifold gauge
check
Verify clutch is engaging
2. Condenser
Clean dirt, bugs, leaves, etc.
from coils (w/compressed air)
Verify engine fan clutch is
engaging (if installed)
Check inlet/outlet for
obstructions or damage
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened
COMPONENT
Maintenance Interval
(months)
3 6 12 Done
4. Expansion Valve
Inspect capillary tube (if
used) for leakage, damage,
looseness
X
5. Evaporator
Clean dirt, bugs, leaves, etc.
from fins (w/ compressed air)
Check solder joints on inlet/
outlet tubes (leakage)
Inspect condensation drain
6. Other Components
Check discharge lines
(hot to touch)
Check suction lines
(cold to touch)
Inspect fittings/clamps/hoses
Check thermostatic switch for
proper operation
Outlets in cab: 40F to 50 F
Inspect all wiring connections
Operate all manual controls
through full functions
NOTES:
N05057 Operator Cab Controls N5-1
SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Telescope Lock Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Turn Signal/Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Accelerator (Throttle) Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Starting on a Grade With a Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . . . . . . N5-8
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
F-N-R Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Lowering The Dump Body: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Service Engine Light (Blue) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Diagnostics Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
N5-2 Operator Cab Controls N05057
TCI Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
PSC Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
INSTRUMENT PANEL AND INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
CONTROL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
PANEL GAUGES, INDICATORS, AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Normal Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Panel Illumination Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Parking Brake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Speedometer / Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
AC Drive System Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Windshield Wiper and Washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
STATUS / WARNING INDICATOR LIGHT SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
OPERATOR CAB CONTROLS
STEERING COLUMN
Removal
1. Shut off engine by turning the key switch OFF.
Allow at least 90 seconds for the steering accu-
mulators to bleed down. Turn the steering
wheel to be certain no pressure remains.
2. Open the battery disconnect switch.
3. Remove access cover (15, Figure 5-1) from the
front of the cab. Do not remove hydraulic lines
from steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect steering column wire harness(s).
6. Remove screws retaining trim cover (14) where
steering column enters the instrument panel
and remove cover.
7. Remove capscrews (12) and brackets (8 & 9).
8. Remove four capscrews (4). Access to these
screws is from the front of the cab through the
access opening.
9. Lift the steering column from instrument panel.
Steering Column Inspection
Whenever the steering column or steering control
unit is removed for service, the steering column shaft
splines should be inspected for excessive wear.
1. With the column assembly removed from the
truck, thoroughly clean splines on steering col-
umn shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 0.950 in. (24.13 mm)
3. If splines are smaller than minimum diameter
specification, replace steering column.
Installation
1. Insert capscrew (10), lockwashers (11), and
flatwashers (5) through brackets (8 & 9) and
then through steering column flange. Add sec-
ond flatwasher (5) and nut (13) to each cap-
screw to hold parts together. Tighten nuts
securely.
2. Slide the entire assembly down the tapered
blocks until brackets (8 & 9) contact the mount-
ing surface in the cab. Install capscrews (4) and
(12) with washers (5) and (6). Only tighten cap-
screws (4).
3. Inspect brackets (8 & 9) to see if they contact
the mounting surface evenly, and are flat and
inline with the surface. If so, tighten capscrews
(12). If brackets are not quite parallel, install flat
washers (as needed) between brackets and
mounting surface to eliminate any gaps.
Tighten capscrews (12) to standard torque.
4. After capscrews (4 & 12) are tightened to stan-
dard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
two brackets. Do not remove capscrews (10)
from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
Note: There is no lower end bearing in this new
steering column assembly, therefore the male end of
the shaft will have to be guided into the mating
female part of the steering control unit (7).
6. Without removing capscrews (10) from the
holes, move the steering control unit (7) into
place and start each of the capscrews.
FIGURE 5-1. STEERING COLUMN INSTALLATION
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lock Washer
8. Bracket L.H.
9. Bracket R.H.
10. Capscrew
11. Lock Washer
12. Capscrew
13. Nut
14. Trim Cover
15. Access Cover
7. Tighten the four capscrews (10) to standard
torque.
8. Check for proper steering wheel rotation with-
out binding. Be certain wheel returns to neutral
after rotating 1/4 turn left and right.
9. If disconnected, re-connect the hoses to the
steering control unit.
10. Connect the steering column wire harness(es)
to the harness(es) in the cab.
11. Install access and trim covers.
FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW
1. Steering Wheel
2. Retarder Control Lever
3. Retarder/Service Brake Pedal
4. Throttle/Accelerator Pedal
5. Heater/Air Conditioner Vents
6. Heater/Air Conditioner Controls
7. Instrument Panel
8. Grade/Speed Retard Chart
9. Radio Speakers
10. Warning Alarm Buzzer
11. Radio, AM/FM Stereo
12. Warning Lights Dimmer Control
13. Warning/Status Indicator Lights
14. Air Cleaner Vacuum Gauges
15. Windshield Wipers
STEERING WHEEL AND CONTROLS
Steering wheel (1, Figure 5-3) will telescope "in" and
"out" and adjust through a tilt angle to provide a com-
fortable wheel position for most operators.
Horn Button
Horn (2, Figure 5-3) is actuated by pushing the but-
ton in the center of the steering wheel. Operation of
the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting
engine and moving the vehicle.
Telescope Lock Ring
Telescope lock ring (3, Figure 5-3) around the horn
button locks/unlocks the telescoping function of the
steering column. Rotating the ring 90 - 180 coun-
terclockwise (L.H. rotation), releases the column to
move "in" or "out". Rotating the ring clockwise (R.H.
rotation), locks the column in the adjusted position.
Tilt Wheel Lever
Adjust the tilt of the steering wheel by pulling tilt
adjustment lever (4, Figure 5-3) toward the steering
wheel and moving the wheel to the desired angle.
Releasing the lever will lock the wheel in the desired
location.
Turn Signal/Headlight Dimmer
Turn signal lever (5, Figure 5- 3) is used to activate
the turn signal lights and to select either high or low
headlight beams.
Move the lever upward to signal a turn to
the right.
An indicator in the top, center of the instrument
panel will illuminate to indicate turn direction
selected. Refer to Instrument Panel and Indicator
Lights in this section.
Move the lever downward to signal a
turn to the left.
Moving the lever toward the steering
wheel changes headlight beam. When
high beams are selected, the indicator
in the top, center of the instrument panel will illu-
minate.
DYNAMIC RETARDING
Dynamic retarding is a braking torque (not a brake)
produced through electrical generation by the wheel-
motors when the truck motion (momentum) is the
propelling force.
For normal truck operation, dynamic retarding should
be used to slow and control truck speed.
Dynamic retarding is available in FORWARD/
REVERSE at all truck speeds above 0 mph/kph;
however, as the truck speed slows below 3 mph (4.8
kph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
complete stop.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph).
When dynamic retarding is in operation, engine rpm
will automatically go to an advance retard speed set-
ting. This rpm will vary depending on temperature of
several electrical system components.
Dynamic retarding will be applied automatically, if the
speed of the truck obtains the maximum speed set-
ting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart should always be used to
determine safe downhill speeds. Refer to grade/
speed retard chart in this chapter.
FIGURE 5-3. STEERING WHEEL AND CONTROLS
Retarder Control Lever
Retarder control lever (6, Figure 5-3), mounted on
the right side of the steering column, can be used to
modulate retarding effort. The lever will command
the full range of retarding and will remain at a fixed
position when released.
a. When the lever is rotated to full up (coun-
terclockwise) position, it is in the OFF/no
retard position. An adjustable detent holds
the lever in the OFF position. Refer to Sec-
tion J, Brake Circuit Component Service for
adjustment procedures.
b. When the lever is rotated to full "down"
(clockwise) position, it is in the full ON/retard
position.
c. For long downhill hauls, the lever may be
positioned to provide a desired retarding
effort. It will remain where it is positioned.
NOTE: The retarder control lever must be rotated
back to the OFF position before the truck will resume
the propel mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will deter-
mine which device is requesting the most retarding
effort and apply that amount.
Dynamic Retarder/Service Brake Pedal
Dynamic retarder/service brake pedal (3, Figure 5-2)
is a single, foot-operated pedal which controls both
retarding and service brake functions. The first por-
tion of pedal travel commands retarding effort
through a rotary potentiometer. The second portion
of pedal travel modulates service brake pressure
directly through a hydraulic valve. Thus, the operator
must first apply, and maintain, full dynamic retarding
in order to apply the service brakes. Releasing the
pedal returns the brake and retarder to the OFF posi-
tion.
When the pedal is partially depressed, dynamic
retarding is actuated. As the pedal is further
depressed, to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are actuated through a hydraulic valve
which modulates pressure to the service brakes.
Completely depressing the pedal causes full applica-
tion of both dynamic retarding and the service
brakes. An indicator light in the overhead panel (B3,
Figure 5-7) will illuminate), and an increase in pedal
resistance will be felt when the service brakes are
applied.
For normal truck operation, dynamic retarding (lever
or foot-operated pedal) should be used to slow and
control the speed of the truck.
The service brakes should be applied only when
dynamic retarding requires additional braking force to
slow the truck speed quickly, or when bringing the
truck to a complete stop.
Accelerator (Throttle) Pedal
Accelerator (throttle) pedal (4, Figure 5-2) is a foot-
operated pedal which allows the operator to control
engine rpm, depending on pedal depression.
It is used by the operator to request torque from the
motors when in forward or reverse. In this mode, the
propulsion system controller commands the correct
engine speed for the power required. In NEUTRAL,
this pedal controls engine speed directly.
Starting on a Grade With a Loaded Truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible, but when
there are circumstances where starting on a hill or
grade cannot be avoided, use the following proce-
dure:
1. Fully depress the foot-operated retarder/service
brake pedal (Do Not use retarder lever) to hold
the truck on the grade. With service brakes fully
applied, move the selector switch to a drive
position (FORWARD/REVERSE) and increase
engine rpm with throttle pedal.
2. As engine rpm approaches maximum, and
operator senses propulsion effort working
against the brakes, release the brakes and let
truck movement start. Be sure to completely
release the foot-operated retarder/service brake
pedal. As truck speed increases above 3-5 mph
(5-8 kph) the Propulsion System Control (PSC)
will drop propulsion if the retarder is still applied.
Releasing and reapplying dynamic retarding
during a hill start operation will result in loss of
propulsion and, if truck speed is above 1-2 mph,
application of retarding effort.
GRADE/SPEED RETARD CHART
The grade/speed retard chart (8, Figure 5-2 & shown
below) provides the recommended MAXIMUM
retarding limits at various truck speeds and grades
with a fully loaded truck.
This decal in the truck may differ from the decal
below due to optional truck equipment such as:
wheel motor drive train ratios, retarder grids, tire
sizes, etc. Always refer to this decal in the opera-
tor's cab, and follow these recommendations for
truck operation.
The operator should reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.
Two speed lists are provided, one for continuous
retarding, and the second, for short term (approx. 3-
minute) retarding. Both lists are matched to the truck
at maximum Gross Vehicle Weight (GVW). The two
ratings are guidelines for proper usage of the retard
function on downhill grades.
The "short term" numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for a short duration
before system components reach the maximum
allowable temperature during retarding. These
speeds are faster than the "continuous" values,
reflecting the thermal capacity of various system
components. System components can accept heat-
ing at a higher-than-continuous rate for a short period
of time. Beyond this short duration of time, the sys-
tem would become overheated.
If the vehicle is operated at "short term" grade and
speed limits for a period of time exceeding thermal
capacity, the Propulsion System Controller (PSC)
gradually reduces retarding effort from "short term" to
"continuous". The "retard @ continuous" indicator
light will illuminate alerting the operator of the retard-
ing reduction and the need for a reduction in speed.
The operator must use the service brakes to quickly
slow the truck to maximum "continuous" retarding
limits or less.
Do Not LIGHTLY apply the service brakes when
attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. Fully apply
the brakes (within safe limits for road conditions)
in order to quickly slow the truck to maximum
"continuous" retarding limits or less.
NOTE: The "three minute" curve is a minimum and
the actual time limit could be greater. Ambient
temperature, barometric pressure and recent motor
power levels can affect this number.
The "short term" rating will successfully accommo-
date most downhill loaded hauls. It is necessary to
divide haul road grade segment length by allowable
speed to determine actual time on grade. If actual
time on the grade exceeds the allowable limits, the
grade will need to be negotiated at the "continuous"
speed.
The "continuous" numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance
during retarding.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
HEATER / AIR CONDITIONER
COMPARTMENT AND CONTROLS
The heater/air conditioner compartment contains the
heater/air conditioner controls (6, Figure 5-2) and
some of the heater/air conditioner components, such
as the blower motor assembly and heater coils. Opti-
mum cab air climate can be selected by using the fol-
lowing controls in various combinations.
Heater/Air Conditioner Vents
Each heater/air conditioner vent (6, Figure 5-4) is a
flapper type which may be opened or closed or
rotated 360 for optimum air flow. There are four
(three not shown) across the top of the panel, one
each in the right and left panel modules, and four
below the panel.
Defroster Control Switch
Defroster control switch (1, Figure 5-4) directs
heated air for windshield defrosting. "Down" position
of the toggle switch is OFF. "Up" position of the tog-
gle switch is ON.
Heat Control Switch
Heater control 2, Figure 5-4) directs heated air to the
cab floor for heating of the cab. "Down" position of
the toggle switch is OFF. "Up" position of the toggle
switch is ON.
Temperature Control Knob
Temperature control knob (3, Figure 5-4) allows the
operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow) will
select cooler temperatures. Full counter-clockwise
position is the coldest air setting. Rotating the knob
clockwise (red arrow) will select warmer tempera-
tures. Full clockwise position is the warmest heater
setting.
Fan Control Knob
Fan control knob (4, Figure 5-4) controls the cab air
fan motor. The fan motor is a 3-speed motor: low
(setting 1), medium (setting 2), and high (setting 3).
Speeds are selected by rotating the control knob
clockwise to the desired position. OFF is full counter-
clockwise position (setting 0).
Heater/Air Conditioner Selector Switch
Selector switch (5, Figure 5-4) allows the operator to
select heat, A/C, or neither. The left position of the
switch activates the air conditioning and the right side
of the switch activates the heater. The middle posi-
tion is OFF. Neither the heat nor the air conditioning
can be activated in this position.
NOTE: The air conditioner will not operate unless the
fan control knob is turned ON.

FIGURE 5-4. A/C & HEATER CONTROLS
INSTRUMENT PANEL
Instrument panel (7, Figure 5-2) includes a wide variety of switches, gauges, and indicators. Refer to Instrument
Panel and Indicator Lights, in this chapter for a detailed description of function and location of these components.
OVERHEAD PANEL AND DISPLAYS
The items listed below are located on the overhead panel. Refer to Figure 5-2 for the location of each item. A brief
description of each component is documented below.
Radio Speakers
Radio speakers (9, Figure 5-2) for the AM/FM Stereo
radio are located at the far left and right of the over-
head panel.
Warning Alarm Buzzer
Warning alarm buzzer (10, Figure 5-2) will sound
when activated by any one of several truck functions.
Refer to Instrument Panel and Indicator Lights, in this
chapter for a detailed description of functions and
indicators that will activate this alarm.
Cab Radio (Optional)
This panel will normally contain AM/FM stereo radio
(11, Figure 5-2). Refer to Section 7 in the Operation
and Maintenance Manual for a more complete
description of the radio and its functions. Individual
customers may use this area for other purposes,
such as a two-way communications radio.
Warning Indicator Light Dimmer Control
Dimmer control (12, Figure 5-2) permits the operator
to adjust the brightness of warning indicator lights
(13).
Status/Warning Indicator Light Panel
Panel (13, Figure 5-2) contains an array of indicator
lights to provide the operator with important status
messages concerning selected truck functions. Refer
to Instrument Panel and Indicator Lights, in this chap-
ter for a detailed description of these indicators.
Air Cleaner Vacuum Gauges
Air cleaner vacuum gauges
(14, Figure 5-2) provide a con-
tinuous reading of maximum
air cleaner restriction reached
during operation. The air
cleaner(s) should be serviced
when the gauge(s) shows the
following maximum recom-
mended restriction:
Komatsu SSDA16V160 Engine: 25 inches of H2O
vacuum.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
Windshield Wipers
Windshield wipers (15, Figure 5-2) are powered by
an electric motor. Refer to Instrument Panel and Indi-
cator Lights, in this chapter for a location and
description of the windshield wiper and washer con-
trols.
CENTER CONSOLE
F-N-R Selector Switch
Selector switch (2, Figure 5-5) is mounted on a con-
sole to the right of the operator's seat. It is a three
position switch that controls the forward-neutral-
reverse motion of the truck. When the selector switch
handle is in the center "N" position, it is in NEUTRAL.
The handle must be in NEUTRAL to start the engine.
The operator can select FORWARD drive
by moving the handle forward.
REVERSE drive can be selected by moving
the handle to the rear.
The truck must be stopped before the selec-
tor handle is moved to a drive position.
(1) Center Console
(2) F-N-R Selector Switch
(3) Hoist Control Lever
(4) Ash Tray
(5) Cigar/Cigarette Lighter
(6) L.H. Window Control Switch
(7) R.H. Window Control Switch
(8) Engine Shutdown Switch
(9) Override/Fault Reset Switch
(10) RSC Switch
(11) Retarder Speed Control Dial
(12) Data Store Button
(13) Engine Diagnostic Port (QUANTAM)
(14) Service Engine Light (Blue)
(15) Engine Diagnostic Port (CENSE)
(16) Paylaod Meter III
(17) Truck Control Interface (TCI)
(18) Modular Mining Port (Optional)
(19) Propulsion System Controller (PSC)
Diagnostic Port
FIGURE 5-5. CENTER CONSOLE
Hoist Control Lever
Hoist control (3, Figure 5-5) is a four position hand-
operated lever located between the operator seat
and the center console (see illustration below).
Raising The Dump Body
1. Pull the lever to the rear to actuate the hoist cir-
cuit. (Releasing the lever anywhere during
"hoist up" will place the body in HOLD at that
position.)
2. Raise engine rpm to increase hoist speed.
3. Reduce engine rpm as the last stage of the
hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
4. Release the hoist lever as the last stage
reaches full extension.
5. After material being dumped clears the body,
lower the body to frame.
Refer to Operating Instructions - Dumping, Section 3,
of the Operation and Maintenance Manual for more
complete details concerning this control
Lowering The Dump Body:
Move the hoist lever forward to DOWN position and
release. Releasing the lever places the hoist control
valve in the FLOAT position allowing the body to
return to the frame.
Ash Tray
Ash tray (4, Figure 5-5) is used for extinguishing and
depositing smoking materials. Do Not use for flam-
mable materials, such as paper wrappers, etc. Be
certain that all fire ash is extinguished!
Lighter
Lighter (5, Figure 5-5) may be used for lighting
cigars/cigarettes. Always use caution with smoking
materials!
This socket may also be used for a 12 VDC power
supply.
L.H. Window Control Switch
LH window control switch (6, Figure 5-5) is spring-
loaded to the OFF position.
Pushing the front of the switch raises the left side
cab window.
Pushing the rear of the switch lowers the window.
R.H. Window Control Switch
RH window control switch (7, Figure 5-5) is spring-
loaded to the OFF position.
Pushing the front of the switch raises the right
side cab window.
Pushing the rear of the switch lowers the window.
Engine Shutdown Switch
Engine shutdown switch (8, Figure 5-5) is
used for engine shutdown by depressing
this button and holding it until engine
stops.
Use this switch to shutdown the engine if the engine
does not shutdown by turning off the keyswitch, or to
shutdown the engine without turning off the 24 VDC
electric circuits.
There is also a ground level engine shutdown switch
on the left front frame rail behind the ladder.
Override/Fault Reset Switch
Override/Fault reset
switch (9, Figure 5-
5) is spring-loaded
to the OFF position.
When pushed in
and held, this
switch may be used for several functions.
1. This switch permits the operator to override the
body-up limit switch and move the truck forward
when the selector switch is in FORWARD, the
dump body is raised, and the brakes are
released.
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when speed of truck is below 3 mph
(4.8 kph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light (Refer to Overhead Status/Warn-
ing Indicators in this section.
Retard Speed Control (RSC) Switch
Retard speed control switch (10, Figure 5-5) turns
the system off or on. Push the knob in to turn off and
pull the knob out to turn the system on.
Retard Speed Control (RSC) Adjust Dial
RSC adjust dial (11, Figure 5-5) allows the operator
to vary the downhill truck speed that the retard speed
control system will maintain when descending a
grade. This function can be overridden by the accel-
erator, retard lever, or retard pedal.
When the dial is rotated counterclockwise
toward this symbol, the truck will descend
a grade at lower speeds.
When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
ALWAYS refer to the grade/speed retard chart in the
operator's cab, and follow the recommendations for
truck operation. DO NOT exceed these recom-
mended MAXIMUM speeds when descending
grades with a loaded truck.
Throttle pedal position will override the RSC setting.
If the operator depresses the throttle pedal to
increase truck speed, dynamic retarding will not
come activate unless the truck overspeed setting is
reached or the foot operated retard pedal is used.
When the throttle pedal is released and the RSC
switch is on, dynamic retarding will activate at, or
above, the RSC dialed speed and will adjust truck
speed to, and maintain, the dialed speed.
To adjust the RSC control, pull switch (11) ON and
start with dial (12) rotated toward fastest speed while
driving the truck at the desired maximum speed.
Relax the throttle pedal to let the truck coast and
slowly turn the RSC adjusting dial counterclockwise
until dynamic retarding is activated. Dynamic retard-
ing will now be activated automatically anytime the
"set" speed is reached, the RSC switch is on, and the
throttle pedal is released.
With the RSC switch on and dial adjusted, the sys-
tem will function as follows: As truck speed increases
to the "set" speed and throttle pedal released,
dynamic retarding will apply. As truck speed tries to
increase, the amount of retarding effort will automati-
cally adjust to keep the selected speed. When truck
speed decreases, the retarding effort is reduced to
maintain the selected speed. If truck speed continues
to decrease to approximately 3 mph (4.8 kph) below
"set" speed, dynamic retarding will turn off automati-
cally. If truck speed must be reduced further, the
operator can turn the adjust dial to a new setting or
depress the foot operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.
IN OFF
OUT ON
Data Store Button
This button (12, Figure 5-5) is for use by qualified
maintenance personnel to record in memory a snap-
shot of the A/C drive system.
Engine Control System
Engine control system port (13, Figure 5-5) is for use
by qualified personnel. This 9-PIN connector is used
to access diagnostic information for the engine con-
trol system. (QUANTUM)
Service Engine Light (Blue)
The service engine light (14, Figure 5-5) will illumi-
nate if a problem is detected by the electronic engine
monitoring system.
Electric propulsion and dynamic retarding will still be
available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
PM (Preventative Maintenance) interval.
Engine Diagnostics Download Port
Engine diagnostics download port (15, Figure 5-5) is
for use by qualified personnel to access the diagnos-
tic information for the engine control system.
(CENSE)
Payload Meter
This connector (16, Figure 5-5) is for use by qualified
maintenance personnel to download data from the
paylaod meter system.
TCI Download Port
TCI download port (17, Figure 5-5) is for use by qual-
ified personnel to access the Truck Control Interface
(TCI) diagnostic information and data.
Modular Mining System (Optional)
Modular mining system connector (18, Figure 5-5) is
for use by qualified personnel to access the Modular
Mining System for diagnostic information and data.
PSC Download Port
PSC download port (19, Figure 5-5) is for use by
qualified personnel to access diagnostic information
from the Propulsion System Controller (PSC).
PAYLOAD METER
Payload meter (1, Figure 5-6) and download connec-
tor (2) are used to provide management with opera-
tional data such as tonnage hauled and cycle times.
The payload meter is located on the back wall inside
of the cab.
Refer to Section M, Payload Meter, for a more com-
plete description of the payload meter and its func-
tions.
Download connector (2, Figure 5-6) is used with a
special cable to allow the Payload Meter (1) to com-
municate with a portable computer.
FIGURE 5-6. PAYLOAD METER
1. Payload Meter III 2. Download Connector
NOTES
INSTRUMENT PANEL AND INDICATOR LIGHTS
CONTROL SYMBOLS
Many control functions are identified with "International" symbols that the operator should learn to recognize imme-
diately. The operator must understand the function and operation of each instrument and control. This knowledge
is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the instru-
ment panel.
This symbol may be used alone
or with another symbol. This
symbol identifies the OFF posi-
tion of a switch or control.
This symbol may be used alone
or with another symbol. This
symbol identifies the ON position
of a switch or control.
This symbol identifies the
"Pushed-In" position of a push-
pull switch or control.
This symbol identifies the
"Pulled-Out" position of a push-
pull switch or control.
This symbol when it appears on
an indicator or control identifies
that this indicator or control is
NOT used.
This symbol identifies a rotary
control or switch. Rotate the knob
clockwise or counterclockwise for
functions.
This symbol identifies a switch
used to test or check a function.
Press the switch on the side near
the symbol to perform the test.
INSTRUMENT PANEL
(Figure 5-7)
The operator must understand the function and oper-
ation of each instrument and control. Control func-
tions are identified with "International" symbols that
the operator should learn to recognize immediately.
This knowledge is essential for proper and safe oper-
ation.
Items that are marked optional do not apply to
every truck.
FIGURE 5-7. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Keyswitch
2. Engine Shutdown Switch with Timer Delay
3. Fog Light Switch (N./O.)
4. Ladder Light Switch (3 - Way)
5. Backup Light Switch (N./O.)
6. Panel Illumination Light(s)
7. Vent(s) - Cab Air Conditioner/Heater
8. Spare
9. Rotating Beacon Light Switch (N./O.) (Optional)
10. Heated Mirror Switch (N./O.) (Optional)
11. Spare
12. Wheel Brake Lock Switch (N./O.)
13. Parking Brake Switch (N./O.)
14. Digital Tachometer
15. Right Turn Signal Indicator Light
16. High Beam Headlight Indicator Light
17. Left Turn Signal Indicator Light
18. Digital Speedometer / Payload Meter
19. Voltmeter Gauge
20. Engine Oil Pressure Gauge
21. Engine Water Temperature Gauge
22. Fuel Gauge
23. AC Drive System Temperature
24. Engine Hourmeter
25. Hydraulic/Brake Oil Temperature
26. AC REST Switch
27. Headlights Switch (N./O.)
28. Wiper / Washer Switch
29. Panel Illumination Lights Dimmer Rheostat
30. Payload Meter Switch
1. 712K/21S/11KS
2. 11KS/11TD/11R
3. 11L/48F
4. 11L/48A/48B
5. 712K/47S/47L/710
6. 49/710
7. N/A
8. 712E/28E
9. 11L/11RB
10. 712E/69M/SPR56/SPR57
11. 71P/79M/79H/72F
12. 712BL/52B/39H/710/39HA/7PB
13. 7PB/52C/21PB/21A/52BPO
14. 41TS/74X/74Z/710
15. 45R/710
16. 41H/710
17. 45L/710
18. 77E/77F/710/712PL/35L4/35L2
19. 712D/710/49
20. 712D/31PS/710/49
21. 712D/31TS/710/49
22. 712D/38G/710/49
23. 15V/72MT/49/710
24. 11L/36
25. 15V/52BT/710/49
26. 710/72RQ/71P
27. 11D/41L/41TS
28. High 63H/Low 63L/710/
Park 63P/712 / Washer 63W/63
29. 49/41TS
30. 35L11/35L12
WIRE NUMBERS
PANEL GAUGES, INDICATORS, AND CONTROLS
(Figure 5-7)
Key Switch
Key switch (1, Figure 5-7) is a three position (OFF,
RUN, START) switch.
Starting
When the switch is rotated one position clockwise, it
is in the RUN position and all electrical circuits
(except START are activated.
1. With the selector switch in NEUTRAL, rotate
the keyswitch fully clockwise to the START
position, and hold this position until the engine
starts. The START position is spring-loaded to
return to RUN when the key is released.
2. After the engine has started, place the rest
switch in the OFF position (de-activate the
"rest" mode of operation). Refer to discussion of
rest switch (26, Figure 5-7).
Cold Weather Starting
Do not crank an electric starter for more than 30
seconds at a time. Allow two minutes for cooling
before attempting to start engine again. Severe
damage to starter motor can result from over-
heating.
Normal Engine Shutdown
1. Stop the truck. Reduce engine rpm to low idle.
Place selector switch in NEUTRAL and apply
parking brake switch.
2. Place rest switch in ON position (put drive sys-
tem in "rest" mode of operation). Refer to dis-
cussion of rest switch (26, Figure 5-7).
3. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes or use the engine shut-
down with timer delay as described on the fol-
lowing page.
4. With truck stopped and engine cooled down,
turn keyswitch counterclockwise to OFF for nor-
mal shutdown of engine. If engine does not
shutdown with keyswitch, use engine shutdown
switch on center console (see Center Console)
and hold this switch down until engine stops.
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
relieved.
6. Verify all the link voltage lights turn off within 5
minutes after the engine is shut down. (One is
located in cab, behind the operator seat, two
others are located in the access panel at the left
front corner of the electrical cabinet.) If lights
remain on, refer to Section E for additional
instructions and information.
unauthorized truck operation. Dismount truck
properly.
NOTE: A ground level shutdown switch is located on
lower front left side of truck.
Engine Shutdown Switch with
5 Minute Idle Timer Delay
The timer delayed, engine shut-
down switch (2, Figure 5-7) is a
3-position, rocker type switch
with OFF, ON and MOMEN-
TARY positions. When used, the
engine is allowed to idle for approximately 5 minutes
before actual shutdown occurs. The delayed shut-
down feature allows the engine to cool down slowly,
reducing internal temperatures as coolant is circu-
lated through the engine.
Operation
1. Stop the truck, and reduce engine rpm to low
idle. Place the selector switch in NEUTRAL and
apply the parking brake switch. Place the rest
switch in ON position (put drive system in "rest"
mode of operation). Refer to the discussion of
the rest switch later in this chapter.
2. Press the top of the engine shutdown switch to
select the ON (center) position. Press the top of
the switch again to activate the timer delay
(momentary position). Release the switch and
allow it to return to the ON position.
When the engine shutdown timer has been acti-
vated, the timer delay indicator light (C4, Figure
5-8) in the overhead status panel will illuminate
to indicate that the shutdown timing sequence
has started. The engine will continue to idle for
approximately 5 minutes to allow for proper
engine cool-down before stopping.
3. Turn the keyswitch counterclockwise to the
OFF position to cause the engine to shutdown
when the timing sequence is complete. When
the engine stops, this will activate the hydraulic
bleeddown timer and turn off the 24 VDC elec-
tric circuits controlled by the keyswitch.
NOTE: To cancel the 5 minute idle timer sequence,
press the timer delay shutdown switch to the OFF
(lower) position. If the keyswitch is in the OFF
position, the engine will stop. If the keyswitch is in the
ON position, the engine will continue to run.
at least 90 seconds. Ensure the steering circuit
is completely bled down by turning the steering
wheel back and forth several times. No front
wheel movement will occur when hydraulic
pressure is relieved.
5. Verify all the link voltage lights turn off within 5
minutes after the engine is shut down. (One is
located in the cab behind the operator seat, two
others are located in the access panel at the left
front corner of the electrical cabinet. If the lights
remain on, refer to Section E for additional
instructions and information.
unauthorized truck operation. Dismount the
truck properly.
Fog Lights (Optional)
Fog lights (3, Figure 5-7) are
optional equipment that are use-
ful in foggy conditions and heavy
rain. Pressing the top of the
rocker switch turns the lights on.
Pressing the bottom of the switch
turns the lights off.
Ladder Light Switch
The switch (4, Figure 5-7) turns
the ladder lights on or off after or
before using ladder. Pressing
the top of the rocker switch turns
the lights on. Pressing the bot-
tom of the switch turns the lights
off. Another switch is mounted at
the front left of truck near the
base of ladder.
Manual Backup Switch
The manual backup switch (5,
Figure 5-7) allows backup lights
to be turned on providing added
visibility and safety when the
selector switch (see Operator
Controls) is not in REVERSE
position. When the switch is
pressed toward the ON position, the manual back up
light indicator (B4, overhead panel, Figure 5-8) will
be illuminated.
Panel Illumination Lights
These lights (6, Figure 5-7) provide illumination for
the instrument panel. Brightness is controlled by the
panel light dimmer switch (28).
Cab/Air Conditioner Vents
These Vents (7, Figure 5-7) are spherically mounted
and may be directed by the operator to provide the
most comfortable cabin air flow.
(8, Figure 5-6) Not Used
Rotating Beacon Light Switch (Optional)
The optional rotating beacon light
(9, Figure 5-7), is activated by
this rocker-type switch (if
equipped) when it is pressed
toward the ON position.
Heated Mirror Switch (Optional)
The optional heated mirror (10,
Figure 5-7), is activated by this
rocker-type switch (if equipped)
when it is pressed toward the ON
position.
(11, Figure 5-7) Not Used
Wheel Brake Lock Control
The wheel brake lock (12, Figure 5-7)
should be used with engine running for
dumping and loading operations only. The
brake lock switch actuates the hydraulic
brake system which locks the rear wheel service
brakes only. When pulling into shovel or dump area,
stop the truck using the foot-operated service brake
pedal. When truck is completely stopped and in load-
ing position, apply the brake lock by pressing the
rocker switch toward the ON symbol. To release,
press the rocker switch toward the OFF symbol.
Use at shovel and dump only to hold truck in
position.
Do not use this switch to stop truck, unless foot-
operated treadle valve is inoperative. Use of this
switch applies rear service brakes at full, unmod-
ulated pressure!
Do not use brake lock for parking. With engine
stopped, hydraulic pressure will bleed down,
allowing brakes to release!
Parking Brake Control
The parking brake (13, Figure 5-7) is
spring applied and hydraulically released.
It is designed to hold a stationary truck
when the engine is shutdown and key-
switch is turned OFF. The truck must be completely
stopped before applying the parking brake, or dam-
age may occur to parking brake. To apply the parking
brake, press the rocker switch toward the ON sym-
bol. To release the parking brake, press the rocker
switch toward the OFF symbol. When the keyswitch
is ON and parking brake switch is applied, the park-
ing brake indicator light (A3, overhead panel, Figure
5-8) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch ON and engine running,
sudden shock caused by loading or dumping could
cause the system's motion sensor to release the park
brake.
Tachometer
The tachometer (14, Figure 5-7) registers engine
crankshaft speed in hundreds of revolutions per
minute (rpm).
Governed rpm
Low Idle - 750 rpm
High Idle - 1910 rpm
Full Load - 1900 rpm
Right Turn Signal Indicator
This light (15, Figure 5-7) illumi-
nates to indicate the right turn
signals are operating when the
turn signal lever on the steering
column is moved upward. Mov-
ing the lever to its center position
will turn indicator off.
High Beam Indicator
The high beam indicator (16, Fig-
ure 5-7) when lit, indicates that
the truck headlights are on high
beam. To switch headlights to
high beam, push the turn indica-
tor lever away from steering
wheel. For low beam, pull lever
toward the steering wheel.
Left Turn Signal Indicator
This light (17, Figure 5-7) illumi-
nates to indicate the left turn sig-
nals are operating when the turn
signal lever on the steering col-
umn is moved downward. Mov-
ing the lever to its center position
will turn indicator off.
Speedometer / Payload Meter
The speedometer/payload meter (18, Figure 5-7)
indicates the truck speed in miles per hour (mph), or
with optional speedometer, it may indicate truck
speed in kilometers per hour (kph). The display also
shows payload meter information. For more informa-
tion, see section M, Payload Meter
Voltmeter
The voltmeter (19, Figure 5-7)
indicates the voltage of the 24V
battery system. Normal indicated
voltage at high rpm is 27 to 28
volts with batteries in fully
charged condition. When key-
switch (10) is ON and engine is
not running, voltmeter indicates
battery charge condition.
Engine Oil Pressure Gauge
The engine oil pressure gauge
(20, Figure 5-7) indicates pres-
sure in the engine lubrication
system in pounds per square
inch (psi).
Normal operating pressure after
engine warm up should be:
Idle - 20 psi (138 kPa) Minimum
Rated Speed - 45 to 70 psi (310 - 483 kPa)
Water Temperature Gauge
The water temperature gauge
(21, Figure 5-7) indicates the
temperature of the coolant in the
engine cooling system. The tem-
perature range after engine
warm-up and truck operating
under normal conditions should
be:
185-207F (85-97C)
Fuel Gauge
The fuel gauge (22, Figure 5-7)
indicates how much diesel fuel is
in the fuel tank.
The fuel tank capacity is 1200
gallons (4542 liters).
AC Drive System Temperature Gauge
The AC drive system tempera-
ture gauge (23, Figure 5-7) indi-
cates the drive system
temperature. There are three
colored bands: green; yellow;
and red. Green indicates "nor-
mal" operation.
Yellow indicates the system temperature is rising.
There is also an amber (yellow) "temperature warn-
ing" light in the overhead panel (C5, Figure 5-8) that
will illuminate when the temperature exceeds a cer-
tain level. When this condition occurs, the operator
should consider changing truck operation in order to
reduce system temperature.
If the AC drive system temperature should reach the
red band, continued operation could damage compo-
nents in the system.
Safely stop truck, shutdown engine, and notify
maintenance personnel immediately.
Hydraulic Oil Temperature Gauge
The hydraulic oil temperature
gauge (25, Figure 5-7) indicates
oil temperature in the hydraulic
tank. There are two colored
bands: green, and red. Green
indicates "normal" operation.
Red indicates high oil tempera-
ture in the hydraulic tank.
As the needle gets close to the red zone, the mini-
mum engine idle speed will increase to help cool the
oil as outlined below.
If the truck is moving, and the oil temperature
exceeds 221 F (105 C), the minimum idle
speed will be 1200 rpm (normally 1050).
goes above 230 F (110 C), the minimum idle
If the truck is stopped, and the oil temperature
goes above 212 F (100 C) the minimum idle
NOTE: Once the oil cools down to the normal
operating range, the engine rpm will return to normal
speed.
The red warning light (A1, Figure 5-8) will
illuminate if the oil temperature rises above 248
F (120 C). This is when the gauge needle enters
the red zone. Continued operation could damage
components in the hydraulic system.
If this condition occurs, the operator should safely
stop the truck, move selector switch to NEUTRAL,
apply the park brake, and operate engine at 1200 -
1500 rpm to reduce system temperature.
If temperature gauge does not move into the
green range after a few minutes, and the red
overhead indicator light does not go out, shut-
down truck and notify maintenance personnel
immediately.
Hourmeter
The hourmeter (24, Figure 5-7)
registers the total number of
hours the engine has been in
operation.
Rest Switch
The rest switch (26,
Figure 5-7) is a
"rocker" type switch
with a locking device
for the OFF (left side)
position. When in this
position, a small black
tab must be pushed to the left to unlock the switch
before it can be depressed to switch to the ON (right
side) position. When in the ON position, an internal
amber lamp will illuminate. It should be activated to
de-energize the AC drive system whenever the
engine is to be shutdown, or the truck parked for a
length of time with the engine running.
The selector switch must be in NEUTRAL and the
vehicle not moving to enable this function. This will
allow the engine to continue running while the AC
drive system is de-energized.
Activation of the rest switch alone does NOT
completely ensure that the drive system is safe
to work on.
Refer to Safety Procedures, and check all "link-
on", or "link energized", indicator lights to verify
the AC drive system is de-engergized before per-
forming any maintenance on the drive system.
DO NOT activate the rest switch while the truck is
moving! The truck may unintentionally enter the
rest mode after stopping.
Rest Switch (continued)
An amber (yellow) indicator light
in the overhead panel (B6, Fig-
ure 5-8) will illuminate when the
"rest" state has been requested
and entered.
Light Switch
The instrument panel lights,
clearance lights, and the head-
lights are controlled by this three
position rocker type switch (27,
Figure 5-7). OFF is selected by
pressing the bottom of the
switch. Press the top of the
switch until it reaches the first
detent to select the panel, clearance, and tail lights
only. Press the top of the switch again, until it
reaches the second detent to select headlights, as
well as panel, clearance, and tail lights.
Windshield Wiper and Washer
The windshield wiper control
switch (28, Figure 5-7) is a four
position rotary switch with
intermittent wiper delay and
wash feature.
OFF position is the detented
position when the knob is
rotated fully counterclockwise against the stop. The
intermittent wiper position is located between OFF
and the first detent position, when rotating the knob
clockwise.
Rotating the knob closer to the first detent
position decreases the time interval between
wiper strokes.
Rotate the knob clockwise to the first detent
position for slow speed.
Rotate the knob to the second detent position for
fast speed.
To use the windshield washer,
press and hold the knob "in" to
activate the windshield washer
system.
Panel Light Dimmer
The panel light dimmer control
(29, Figure 5-7) is a rheostat
which allows the operator to vary
the brightness of the instruments
and panel lights.
Rotating knob to the full
counterclockwise position turns panel lights on to
brightest condition.
Rotating knob clockwise continually dims lights
until OFF position is reached at full clockwise
rotation.
Payload Meter Switch
The payload meter switch (30, Fig-
ure 5-7) is a two-way, momentary
rocker switch. The top position is
the SELECT position. The SELECT
position is used to step through the
different displays. The lower posi-
tion is the SET position. The SET
position is used to set the operator
ID, or clear the load and total ton
counters. Refer to Section M,
Optional & Special Tools, for a more
complete description of the payload meter system
and its functions.
OVERHEAD STATUS / WARNING INDICATORS
* NOTE: Brightness for these Indicator Lamps can be
adjusted by using dimmer control (12, Figure 5-2).
FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR
Row /
Column
Indicator
Description
Indicator Color
Wire Index
A1* Hydraulic Oil
Temperature High
Red - 12FD3/34TL
B1* Low Steering Pressure Red-12FD/33A
C1 Low Accumulator Pr. Red-12F/33K
D1 Electric System Fault Red-12F/79V
E1 Low Brake Pressure Red-12F/33L
A2* Hydraulic Tank Level Red-12F4/34LL
B2* Low Automatic
Lubrication Pressure
Amber-12FD8/
68LLP
C2* Circuit Breaker Tripped Amber-12FD/31CB
D2* Hydraulic Oil Filter Amber-12FD/39
E2* Low Fuel Amber-12F5/38
A3* Park Brake Applied Amber-12MD/52A
B3* Service Brake Applied Amber-12MD/44L
C3* Body Up Amber-12MD6/63L
D3* Dynamic Retarding Amber-12MD/44DL
E3 Stop Engine Red-12M/509MA
A4* Starter Failure Amber-21SL/710
B4* Manual Back-Up Lights Amber-12MD/47L
C4* 5 Min. Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R
E4* Check Engine Amber-12MD7/419
Row /
Column
Indicator
Description
Indicator Color
Wire Index
A5 No Propel / No Retard Red-12M/75-6PI
B5 Propulsion System
Warning
Amber-12F/79WI
C5 Propulsion System
Temperature
Amber -12F/34TW
D5 Hydraulic Brake Oil
Temperature High
Red-12F/34TGI
E5 Not Used Red-12M/528A
A6 NO PROPEL Red-12M/75NPI
B6 Propulsion System @ Rest Amber-12M/72PR
C6* Propulsion System Not
Ready
Amber-12MD/72NR
D6* Reduced Propulsion
System
Amber-12MD/72LP
E6* Retard @ Continuous
Level
Amber-12MD/76LR
-Switches-
7 Hazard Lights Switch N/O 11L/45L/45R
8 Lamp Check Switch N/O
(Momentary)
33H/528/710/712P
STATUS / WARNING INDICATOR LIGHT SYMBOLS
Amber (Yellow) color indicator lights alert the opera-
tor that the indicated truck function requires some
precaution when lighted.
Red color indicator lights alert the operator that the
indicated truck function requires immediate action
by the operator. Safely stop the truck and shut down
the engine.
DO NOT OPERATE THE TRUCK WITH A RED
WARNING LIGHT ILLUMINATED.
Refer to Figure 5-8 and the descriptions below for
explanations of the symbols.
Location of the symbols is described by rows (A-E)
and columns (1 - 6).
A1. HIGH HYDRAULIC OIL TEMPERATURE
This red warning light indicates high oil temperature
in the hydraulic tank. Several things occur before the
red light illuminates:
speed.
The red warning light will illuminate if the oil
temperature rises above 248 F (120 C).
Continued operation could damage components
in the hydraulic system.
If temperature gauge (25, Figure 5-7) does not
move into the green range after a few minutes,
and the red overhead indictor light does not go
out, notify maintenance personnel immediately.
B1. LOW STEERING PRESSURE
When the keyswitch is turned ON, the low steering
pressure warning light will illuminate until the steering
system hydraulic pressure reaches 2300 psi (15.9
MPa). The warning horn will also turn on, and both
will remain on, until the accumulator has been
charged.
During truck operation, the low steering pressure
warning light and warning horn will turn sound if
steering system hydraulic pressure drops below
2300 psi (15.9 MPa).
If the light illuminates momentarily ("flickers")
while turning the steering wheel at low truck
speed and low engine rpm, this may be
considered "normal", and truck operation may
continue.
If the indicator light illuminates at higher truck
speed and high engine rpm, DO NOT operate
the truck.
If the low steering
warning light con-
tinues to illumi-
nate and the alarm
continues to sound, low steering pressure is
indicated. The remaining pressure in the accu-
mulators allows the operator to control the truck
to a stop. Do not attempt further operation until
the malfunction is located and corrected.
A1 High Hydraulic Oil
Temperature
Red
B1 Low Steering Pressure RED
C1 Low Accumulator
Precharge Pressure
RED
D1 Electric System Fault
E1 Low Brake Pressure RED
C1. LOW ACCUMULATOR PRECHARGE
PRESSURE
The low accumulator precharge warning light, if illu-
minated, indicates low nitrogen precharge for the
steering accumulator(s). To check for proper accu-
mulator nitrogen precharge, engine must be stopped
and hydraulic system completely bled down; then
turn keyswitch to RUN position. Warning light will
NOT illuminate if system is properly charged. The
warning light will flash if the nitrogen precharge
within the accumulator(s) is below 1100 45 psi
(7585 310 kPa).
If low accumulator
precharge warning
light flashes, notify
maintenance per-
sonnel. Do not attempt further operation until the
accumulators have been recharged with nitrogen
to 1400 psi (9653 kPa). Sufficient energy for
emergency steering may not be available, if sys-
tem is not properly charged.
D1. ELECTRIC SYSTEM FAULT
This light is reserved for future use by the AC drive
system.
E1. LOW BRAKE PRESSURE
This red indicator light indicates a malfunction within
the hydraulic brake circuit. If this light comes on and
buzzer sounds, shut down truck operation and
notify maintenance personnel.
NOTE: Adequate hydraulic fluid is stored to allow the
operator to safely stop the truck.
A2. LOW HYDRAULIC TANK LEVEL
This warning light indicates the oil level in the
hydraulic tank is below recommended level. Damage
to hydraulic pumps may occur if operation continues.
Shut truck down and notify maintenance personnel
immediately.
B2. LOW AUTOMATIC LUBE SYSTEM PRES-
SURE
The amber light will illuminate if the automatic lubri-
cation system fails to reach 2,300 psi (at the junction
block on the rear axle) within one minute after the
lube timer initiates a grease cycle. To turn the light
off, turn the key switch off, then back on again. Notify
maintenance personnel at earliest opportunity.
C2. CIRCUIT BREAKER TRIPPED
This light will illuminate if any of the circuit breakers
in the relay circuit control boards are tripped. The
relay circuit boards are located in the electrical inter-
face cabinet.
NOTE: Additional circuit breakers are in the operator
cab behind the center console, however tripping of
these circuit breakers should not activate this light.
D2. HYDRAULIC OIL FILTER MONITOR
This light indicates a restriction in the high pressure
filter assembly for either the steering or hoist circuit.
This light will come on before filters start to bypass.
Notify maintenance personnel at earliest opportunity
after light comes on.
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil
is cold. If the light turns off after the oil is warmed,
filter maintenance is not required.
E2. LOW FUEL
This amber low fuel indicator will illuminate when the
usable fuel remaining in the tank is approximately 25
gallons (95 liters). A warning buzzer will also sound.
A2 Low Hydraulic Tank
Level
RED
B2 Low Automatic Lube
System Pressure
AMBER
C2 Circuit Breaker
Tripped
AMBER
D2 Hydraulic Oil Filter
Monitor
AMBER
E2 Low Fuel AMBER
A3. PARKING BRAKE
This amber parking brake indicator will illuminate
when the parking brake is applied. Do not attempt to
drive truck with parking brake applied.
B3. SERVICE BRAKE
This amber service brake indicator will illuminate
when the service brake pedal is applied or when
wheel brake lock or emergency brake is applied. Do
not attempt to drive the truck from stopped position
with service brakes applied, except as noted in Sec-
tion 3, Operating Instructions, Starting On a Grade
With a Loaded Truck, in the O&M.
C3. BODY UP
This amber indicator, when illuminated, shows that
the body is not resting on the frame. The truck should
not be driven until body is down and light is off.
D3. DYNAMIC RETARDING
This amber indicator illuminates whenever the
retarder pedal or lever is operated, RSC (Retard
Speed Control) is activated, or the automatic over-
speed retarding circuit is energized, indicating the
dynamic retarding function of the truck is operating.
E3. STOP ENGINE
This red warning light will illuminate if a serious
engine malfunction is detected in the electronic
engine control system. (Continued on next page.)
Electric propulsion to the wheel motors will be
discontinued.
Dynamic retarding will still be available if needed
to slow or stop the truck.
Stop the truck as quickly as possible in a safe
area and apply parking brake.
SHUT DOWN THE ENGINE IMMEDIATELY. Addi-
tional engine damage is likely to occur if opera-
tion is continued.
A few conditions that would cause the Stop Engine
light to illuminate are listed below:
Low Oil Pressure - Red warning light will
illuminate, but engine does not shut down.
Low Coolant Level - Red warning light will
Low Coolant Pressure - Red warning light will
High Coolant Temperature - Red warning light
will illuminate, but engine does not shut down.
A3 Parking Brake AMBER
B3 Service Brake AMBER
C3 Body Up AMBER
D3 Dynamic Retarding AMBER
E3 Stop Engine RED
A4. CRANKING MOTOR FAILURE
This amber indicator will illuminate when either
starter motor (of two) fails to crank the engine, leav-
ing just one cranking motor to start the engine. With
only one cranking motor doing the work of two, the
motor life will be shortened. If this indicator illumi-
nates, truck operation may continue, but mainte-
nance personnel should be alerted as soon as
possible.
B4. MANUAL BACKUP LIGHTS
This amber indicator will illuminate when the manu-
ally operated manual backup switch (3, Figure 5-7,
Instrument Panel) is turned ON.
C4. ENGINE SHUTDOWN TIMER - 5 Minute Idle
When the engine shutdown timer switch (2, Figure 5-
7, Instrument Panel) has been activated, this indica-
tor light will illuminate to indicate that the shutdown
timing sequence has started. Refer to "Instrument
Panel" for operation of this switch.
D4. RETARD SPEED CONTROL INDICATOR
This amber light is illuminated when the RSC switch
mounted on the console is pulled out to the ON posi-
tion. The light indicates the retarder is active. It is for
feedback only and does not signal a problem.
E4. CHECK ENGINE
This amber "check engine" indicator will illuminate if
a malfunction is detected by the engine electronic
control system. If this indicator illuminates, truck
operation may continue, but maintenance per-
sonnel should be alerted as soon as possible.
A5. NO PROPEL / NO RETARD
This red "no propel/no retard" indicator light indicates
a fault has occurred which has eliminated the retard-
ing and propulsion capability. A warning buzzer will
also sound.
If this condition occurs, the operator should
safely stop the truck, move selector switch to
NEUTRAL, apply the park brake, shutdown
engine, and notify maintenance personnel imme-
diately.
B5. PROPULSION SYSTEM WARNING
When this amber indicator is illuminated, the light
indicates a "no propel" or "no retard" event may be
about to occur. It is intended to provide advance
notice of these events when possible. It does not
require the operator to stop the truck, but may sug-
gest that truck operation be appropriately modified, in
case a red alarm does occur.
C5. PROPULSION SYSTEM TEMPERATURE
This amber AC drive system "temperature warning"
light indicates the drive system temperature is above
a certain level. When this condition occurs, the oper-
ator should consider modifying truck operation in
order to reduce system temperature. The operator is
not required to stop the truck at this time.
A4 Cranking Motor Failure AMBER
B4 Manual Backup Lights AMBER
C4 Engine Shutdown
Timer - 5 Minute Idle
AMBER
D4 Retard Speed Control
Indicator
AMBER
E4 Check Engine AMBER
A5 No Propel / No Retard RED
B5 Propulsion System
Warning
AMBER
C5 Propulsion System
Temperature
AMBER
D5 High Hydraulic Brake
Oil Temperature
RED
E5 Not Used
D5. HIGH HYDRAULIC BRAKE OIL TEMPERA-
TURE
This red warning light indicates high brake oil tem-
perature. Several things occur before the red light
illuminates:
speed.
The red warning light will illuminate if the oil
temperature rises above 248 F (120 C).
Continued operation could damage components
in the hydraulic system.
If temperature gauge (25, Figure 5-7) does not
move into the green range after a few minutes,
and the red overhead indictor light does not go
out, notify maintenance personnel immediately.
E5. NOT USED
Not currently used. Reserved for future use or
options.
A6. NO PROPEL
The red "no propel" light indicates a fault has
occurred which has eliminated the propulsion capa-
bility.
If this condition occurs, the operator should
safely stop the truck, move selector switch to
NEUTRAL, apply the park brake, shutdown
engine, and notify maintenance personnel imme-
diately.
B6. PROPEL SYSTEM @ REST
The amber "propel system @ rest" light is used to
indicate that the AC drive system is de-energized
and propulsion is not available. This light is activated
when the instrument panel rest switch is turned ON
and the AC drive system is de-energized. The three
"link energized" lights (one on rear wall of operator
cab, and two on the deck-mounted control cabinets)
should NOT be illuminated at this time.
C6. PROPEL SYSTEM NOT READY
The amber "propel system not ready" indicator light
functions during start-up much like the hourglass
icon on a computer screen. This light indicates the
computer is in the process of performing the self-
diagnostics and set-up functions at start-up. Propul-
sion will not be available at this time.
A6 No Propel RED
B6 Propulsion System @
Rest
AMBER
C6 Propulsion System Not
Ready
AMBER
D6 Reduced Propulsion AMBER
E6 Retard @ Continuous
Level
AMBER
D6. REDUCED PROPULSION
The amber "reduced propulsion" light is used to indi-
cate that the full AC drive system performance in pro-
pulsion is not available. At this time, the only event
that should activate this light is the use of "limp home
mode". This mode of operation requires a technician
to enable.
E6. RETARD AT CONTINUOUS LEVEL
The amber "retard continuous" light indicates the
retarding effort is at a reduced level. The operator
should control the speed of the truck in accordance
to the "continuous" speeds on the grade/speed
retard chart. The chart is shown on page N5-5 in this
module.
Hazard Warning Lights
The hazard warning light
switch (7, Figure 5-8) flashes
all the turn signal lights.
Pressing the bottom side of
the rocker switch (toward the
triangle) activates these
lights. Pressing the top side
of the rocker switch (toward
the OFF symbol) turns these
lights off.
Lamp Test Switch
The lamp test switch (8, Fig-
ure 5-8) is provided to allow
the operator to test the indi-
cator lamps prior to starting
the engine. To test the
lamps, and the warning horn,
turn the key switch (1, Figure
5-7) to the RUN position and
press the bottom side of the
rocker switch for the CHECK position. All lamps
should illuminate, except those which are for optional
equipment that may not be installed. The warning
horn should also sound. Any lamp bulbs which do not
illuminate should be replaced before operating the
truck. Releasing the spring-loaded switch will allow
the switch to return to the OFF position.
Link-On Warning Light
The "link-on", or "link energized",
indicator light is located next to
the D.I.D. display panel behind
the passenger seat and indicates
the AC drive system is energized.
The D.I.D. display panel is for use
by maintenance personnel only,
and is located out of the operator's field of vision for
that reason.
NOTES
P01024 Index P1-1
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P1-2 Index P01024
NOTES
P02040 Lubrication and Service P2-1
SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
P2-2 Lubrication and Service P02040
NOTES
Recommended preventive maintenance will contrib-
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the
performance of checks and adjustments at the rec-
ommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart (page 2-5). For
detailed service requirements for specific compo-
nents, refer to the service manual section for that
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.).
Refer to manufacturer's service manual when servic-
ing any components of the General Electric system.
Refer to engine manufacturer's service manual when
servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is
being operated under extreme conditions, some or
all, of the intervals may need to be shortened and the
service performed more frequently.
The 930E truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system
provides for nominal amounts of lubricant to be deliv-
ered to each serviced point. The lubrication injectors
can be adjusted to vary the amount of lubricant deliv-
ered. In addition, the timer for lubrication intervals is
normally adjustable. For adjustments to these
devices, refer to Automatic Lubrication System later
in this manual.
930E SERVICE CAPACITIES
HYDRAULIC TANK SERVICE
There are two sight gauges on the side of the
hydraulic tank. With engine stopped, keyswitch OFF,
hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
Adding Oil
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
system contamination.
Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
1. With engine stopped, keyswitch OFF, hydraulic
system bled down and body down, check to
see that hydraulic oil is visible in the top sight
gauge.
2. If hydraulic oil is not visible in the top sight
gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart,
Lube Key B) until oil is visible in the top sight
gauge.
3. Replace fill cap.
4. Start engine. Raise and lower the dump body
three times.
5. Repeat Steps 1 through 4 until oil is maintained
in the top sight gauge with engine stopped,
body down, and hydraulic system bled down.
WHEEL MOTOR SERVICE
Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
unit number and/or mine specific. Because of the
wide variety of factors involved, it is necessary to
consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
eral intervals for oil service and sampling are listed in
the interval charts.
Crankcase:
(including 4 oil filters)
Komatsu SSDA16V160 Engine
Liters U.S.
Gallons
280 74
Cooling System:
Komatsu SSDA16V160 Engine
594 157
Hydraulic System:
Refer to Hydraulic Tank Service
1325 350
Wheel Motor Gear Box
(each side)
76 20
Fuel Tank (Diesel Fuel Only) 4542 1200
COOLANT LEVEL CHECK
Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add cool-
ant to the system before truck operation. Refer to the
procedure below for the proper filling procedure.
RADIATOR FILLING PROCEDURE
Cooling system is pressurized due to thermal
expansion of coolant. Do Not remove radiator
cap while engine and coolant are hot. Severe
burns may result.
1. With engine and coolant at ambient tempera-
ture, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat Steps 1 - 4. Any excess coolant will be
discharged through the vent hose after the
engine reaches normal operating temperature.
Engine coolant must always be visible in the sight
gauge before truck operation.
(Optional)
The reserve oil tank for the engine is designed to add
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. If
engine oil level is not correct, check for proper opera-
tion of reserve oil system. Never add oil to engine
unless it has been drained.
If the engine oil has been drained from the oil pan,
the new oil must be added to the engine oil pan
before starting. Do Not use the oil in the reserve tank
to fill an empty engine with oil. After an oil change,
both engine and reserve tank must be full of oil
before starting the engine.
Reserve Oil Tank Filling Procedure (Remote fill)
1. Connect the pressure supply hose from the
new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on switch (2, Figure 2-1) to turn the sys-
tem on.
3. Push start switch (3). The "VALVE OPEN" light
(5) should illuminate and the filling process will
begin.
4. When tank is full, the "VALVE OPEN" light will
turn off and the FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn system power OFF.
FIGURE 2-1. CONTROL PANEL
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
Anti-Freeze
Protection
To:
10 + 23 F - 5 C
20 + 16 F - 9 C
25 + 11 F - 11 C
30 + 4 F - 16 C
35 - 3 F - 19 C
40 - 12 F - 24 C
45 - 23 F - 30 C
50 - 34 F - 36 C
55 - 48 F - 44 C
60 - 62 F - 52 C
Use only anti-freeze that is compatible with engine as
specified by engine manufacturer.
1. Remote Control Box
2. System Switch
3. Start Switch
4. FULL Light
5. VALVE OPEN
Light
L
U
B
R
I
C
A
T
I
O
N

C
H
A
R
T
10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration or unusual noise. Check alternator
and fan belt condition and alignment.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level on the dipstick. Refer to
the engine manual for oil recommendations.
(Lube Key A).
NOTE: If the truck is equipped with a reserve engine
oil tank, the oil should be visible in the center (middle)
sight gauge. If not, add oil to the reserve tank until oil
is visible in the top sight gauge. Also, with the engine
running, check operation of the LED indicator light.
See below for description of LED light signals. Refer
to Figure 2-1.
LED Light Signals:
Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
Irregular pulsing - Oil is at the correct running
level.
b. Inspect exhaust piping for security.
c. Check for abnormal noises and fluid leaks.
d. Eliminator Filter - Check operating indicator.
5. HYDRAULIC TANK - Check the oil level in the tank;
add oil if necessary. Refer to Section L, Hydraulic
Tank - Filling Instructions. Oil should be visible in the
top sight glass. - Do Not overfill. Lube Key B.
6. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.
7. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.
10 HOUR (DAILY) INSPECTION (Continued)
8. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-2.
9. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-3. The air
cleaner(s) should be serviced if the gauge(s) shows
the following maximum restriction:
Komatsu SSDA16V160 Engine:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H
2
O vacuum.
Refer to Section C in the service manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
10. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 40 psi
(275 kPa). Reinstall the filter. Refer to Figure 2-4.
FIGURE 2-2.
FIGURE 2-3. FIGURE 2-4.
1. Filter Cover 2. Cab Filter
10 HOUR (DAILY) INSPECTION (Continued)

11. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
12. AUTOMATIC LUBE SYSTEM -
Check the grease reservoir; fill as required. Lube
Key D.
When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
Inspect the system and check for proper
operation. Be certain the following important
areas are receiving adequate amounts of grease.
Lube Key D.
Steering Linkage
Final Drive Pivot Pin -
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins -
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
50 HOUR LUBRICATION AND MAINTENANCE CHECKS
*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation).
*1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:

ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: Lube Key references are to the Lubrication Chart.
(CONTINUED NEXT PAGE)
1. ENGINE - Refer to engine Operation & Mainte-
nance manual for complete specifications regarding
engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel
oil system and/or the Eliminator filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Refer to Cummins Operation &
Maintenance manual for specific oil and filter change
intervals.
* The Centinel system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key A.
b. Replace engine oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. If the truck is equipped with a reserve engine
oil tank, change the reserve tank oil filter.
d. Check belt tension and condition of each
accessory belt. Refer to Cummins Operation
& Maintenance manual for specific adjust-
ment instructions.
e. Check the torque on the mounting capscrews
on cooling fan (1, Figure 2-5). Tighten eight
capscrews (2) to 175 ft.lbs. (237 Nm).
2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
250 HOUR LUBRICATION AND MAINTENANCE (Continued)

3. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to Cummins Operation & Maintenance
manual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B, Fuel Tank - Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-6) on the steering linkage.
(525 ft.lbs. (712 N.m) Check the torque on tie rod
retaining nuts (2). (310 ft.lbs. (420 N.m)
6. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Check that each bearing of the cross & bearing
assembly is receiving grease. Lube Key D. Replace
bearings if any wear is detected.
7. REAR WHEEL MOUNTING - Using a mirror on a long
rod and a flashlight, inspect all inner and outer wheel
mounting nuts/studs for any evidence of looseness,
damage, or missing hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to the Shop manual, Section G, for
these procedures.
FIGURE 2-5. FIGURE 2-6.
250 HOUR LUBRICATION AND MAINTENANCE (Continued)
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:
8. REAR AXLE HOUSING - Check the rear axle housing
for fluid leaks by removing the two drain plugs on the
bottom of the axle housing. If fluid is present, the
cause must be found and corrected before releasing
the truck to operation.
9. MAGNETIC PLUG - Remove the magnetic plugs from
the front wheel hub covers and inspect for debris.
Clean the plugs and perform any necessary repairs.
10. MOTORIZED WHEELS - Check for the correct oil
level. Rotate a magnetic plug to the 6 oclock position
and remove the plug. The oil level should be even
with the bottom of the plug opening. Inspect the mag-
netic plugs for ferrous materials. Service the wheel
motor as necessary. Refer to Figure 2-8.
11. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key B.
13. BATTERIES - Check the electrolyte level and add
water if necessary.
14. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean the sensing areas of any
dirt accumulation and inspect the wiring for any signs
of damage.
FIGURE 2-7.
1. Magnetic Plug 2. Cover
FIGURE 2-8.
Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be carried
out at this time.
1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM FILTERS - Replace the tank
breathers and high pressure filter elements. Check
the oil level. Add oil as necessary. Lube Key B.
3. HYDRAIR SUSPENSION - Check for proper piston
extension (front and rear).
4. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
5. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
6. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
7. RESERVE ENGINE OIL SYSTEM (OPTIONAL)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
8. WHEEL MOTOR OIL (Initial 500 hours only) -
Change (or filter) the wheel motor gear oil only after
initial 500 hours or operation. Wheel motor gear oil
must be filtered or changed every 2500 hours of oper-
ation thereafter.
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time.

1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with oil; approx-
imate capacity 250 gal. (947 l). Use Lube Key B.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the Cummins
Operation and Maintenance Manual for the correct
additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key D.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to
Section J, Brake Check-out Procedure.
2500 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time.
5000 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, 500, 1,000 & 2,500 hour Lubrication and Maintenance Checks should be per-
formed at this time.
WHEEL MOTOR GEAR OIL - Wheel motor gear oil
must be filtered or changed every 2500 hours of oper-
ation.
AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.
P03024 Automatic Lubrication System P3-1
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Pressure Failure Detection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
LUBRICANT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Lubrication Cycle Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Lubrication Cycle Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
INJECTORS (SL-1 Series H)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P3-2 Automatic Lubrication System P03024
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
PREVENTATIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION
The Lincoln automatic lubrication system is a pres-
surized lubricant delivery system which delivers a
controlled amount of lubricant to designated lube
points. The system is controlled by an electric timer
which signals a solenoid valve to operate a hydraulic
motor powered grease pump. Hydraulic oil for pump
operation is supplied by the truck steering circuit.
Grease output is proportional to the hydraulic motor
input flow. A pump control manifold, mounted on top
of the hydraulic motor, controls input flow and pres-
sure. A 24VDC solenoid mounted on the manifold
turns the pump on and off.
The pump is driven by the rotary motion of the
hydraulic motor, which is then converted to recipro-
cating motion through an eccentric crank mecha-
nism. The reciprocating action causes the pump
cylinder to move up and down. The pump is a posi-
tive displacement, double-acting type as grease out-
put occurs on both the up and the down stroke.
During the down stroke, the pump cylinder is
extended into the grease. Through the combination
of shovel action and vacuum generated in the pump
cylinder chamber, the grease is forced into the pump
cylinder. Simultaneously, grease is discharged
through the outlet of the pump. The volume of grease
during intake is twice the amount of grease output
during one cycle. During the upstroke, the inlet check
valve closes, and one half the grease taken in during
the previous stroke is transferred through the outlet
check and discharged to the outlet port.
Over-pressurizing of the system, modifying
parts, using incompatible chemicals and fluids,
or using worn or damaged parts, may result in
equipment damage and/or serious personal
injury.
DO NOT exceed the stated maximum working
pressure of the pump, or of the lowest rated
component in the system.
Do not alter or modify any part of this system
unless approved by factory authorization.
Do not attempt to repair or disassemble the
equipment while the system is pressurized.
Make sure all fluid connections are securely
tightened before using this equipment.
Always read and follow the fluid
manufacturer's recommendations regarding
fluid compatibility, and the use of protective
clothing and equipment.
Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease pres-
sure. Extreme caution should be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing seri-
ous bodily injury including possible need for
amputation. Adequate protection is recom-
mended to prevent splashing of material onto the
skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency medical care immediately! Do not
treat as a simple cut. Tell attending physician
exactly what fluid was injected.
FIGURE 3-1. PUMP AND RESERVOIR
COMPONENTS
1. Hose from Filter
2. Outlet to Injectors
3. Hydraulic Motor
4. Pressure Reducing
Valve
5. Solenoid Valve
6. Manual Override Switch
7. Vent Valve
8. Pressure Gauge
9. Pump Assembly
11. Pressure Switch
12. Grease Reservoir
13. Vent Hose
FIGURE 3-2. AUTO LUBE SYSTEM INSTALLATION
NOTE: The above illustration shows the standard location for the lube pump & reservoir (right platform). This
assembly may be located on left platform on some models.
1. L.H. Suspension, Top Bearing
2. L.H. Suspension, Bottom Bearing
3. L.H. Body Pivot Pin
4. L.H. Hoist Cylinder, Top Bearing
5. L.H. Hoist Cylinder, Bottom Bearing
6. L.H. Anti-Sway Bar Bearing
7. Rear Axle Pivot Pin
8. Grease Supply From Pump
9. R.H. Suspension, Top Bearing
10. R.H. Suspension, Bottom Bearing
11. R.H. Body Pivot Pin
12. R.H. Hoist Cylinder, Top Bearing
13. R.H. Hoist Cylinder, Bottom Bearing
14. R.H. Anti-Sway Bar Bearing
15. Truck Frame
16. Vent Hose
17. Oil Level Plug
18. Pressure Switch, N.O., 2500 psi (17 237 kPa)
19. Grease Pump
20. Vent Valve
21. Filter
22. Grease Supply to Injectors
23. Injector
24. Pressure Switch, N.O., 2000 psi (13 790 kPa)
SYSTEM COMPONENTS
Filter (21, Figure 3-2)
A filter assembly mounted on the grease reservoir fil-
ters the grease prior to refilling the reservoir from the
shop supply. A bypass indicator alerts service per-
sonnel when the filter requires replacement.
Hydraulic Motor and Pump (3 & 8, Figure 3-1)
The rotary hydraulic pump is a fully hydraulically
operated grease pump. An integrated pump control
manifold is incorporated with the motor to control
input flow and pressure.
Note: The pump crankcase oil level must be
maintained to the level of the pipe plug port. If
necessary, refill with 10W-30 motor oil.
Hydraulic oil supply inlet pressure must not
exceed 3000 psi (20 685 kPa). Exceeding the
rated pressure may result in damage to the sys-
tem components and personal injury.
Grease Reservoir (12, Figure 3-1)
The reservoir has an approximate capacity of 60 lbs.
(27 kg) of grease. When the grease supply is replen-
ished by filling the system at the service center, the
grease is passed through the filter to remove con-
taminants before it flows into the reservoir.
Pressure Reducing Valve (4, Figure 3-1)
The pressure reducing valve, located on the manifold
reduces the hydraulic supply pressure (from the truck
steering circuit) to a suitable operating pressure,
[325-350 psi (2 240 to 2 415 kPa)] for the hydraulic
motor used to drive the lubricant pump.
Flow Control Valve (10, Figure 3-1)
The flow control valve mounted on the manifold, con-
trols the amount of oil flow to the hydraulic motor.
The flow control valve has been factory adjusted
and the setting should not be disturbed.
Solenoid Valve (5, Figure 3-1)
The solenoid valve, when energized, allows oil to
flow to the hydraulic motor.
Vent Valve (7, Figure 3-1)
With the vent valve closed, the pump continues to
operate until maximum grease pressure is achieved.
As this occurs, the vent valve opens and allows the
grease pressure to drop to 0, so the injectors can
recharge for their next output cycle.
Lubrication Cycle Timer (1, Figure 3-4)
The solid state lubrication cycle timer provides a 24
VDC timed-interval signal to energize the solenoid
valve (5, Figure 3-1), providing oil flow to operate the
grease pump motor. This timer is mounted in the
24VDC Auxiliary Control Cabinet.
Time Delay Module (7, Figure 3-4)
The time delay module, located in the electrical inter-
face cabinet, provides a one minute delay in the low
pressure warning lamp circuit to allow a normally
operating system to attain full grease system pres-
sure without activating the warning lamp. If the sys-
tem fails to reach 2000 psi (13 789 kPa) within this
time period, the timer will apply 24VDC to several
relays which will illuminate the low pressure warning
lamp in the overhead display. An external 604K ohm
resistor determines the delay period.
Pump Cutoff Pressure Switch (N.O. 2500 psi [17
237 kPa]) (11, Figure 3-1)
This pressure switch de-energizes the pump sole-
noid relay when the grease line pressure reaches the
switch pressure setting, turning off the motor and
pump.
Grease Pressure Failure Switch (N.O. 2000 psi
[13 789 kPa]) (24, Figure 3-2)
This pressure switch monitors grease pressure in the
injector bank on the rear axle housing. If the proper
pressure is not sensed within 60 seconds (switch
contacts do not close), several relays energize, actu-
ating a warning lamp circuit to notify the operator a
problem exists in the lube system.
Pressure Gauge (8, Figure 3-1)
The pressure gauge monitors hydraulic oil pressure
to the inlet of the hydraulic motor.
Injectors (23, Figure 3-2)
Each injector delivers a controlled amount of pres-
surized lubricant to a designated lube point. Refer to
Figure 3-2 for locations.
SYSTEM OPERATION
Normal Operation
1. During truck operation, the lubrication cycle
timer (1, Figure 3-4) will energize the system at a
preset time interval.
2. The timer provides 24 VDC through the normally
closed relay, RB7K5 (12) used to energize the
pump solenoid valve (5), allowing hydraulic oil
provided by the truck steering pump circuit to
flow to the pump motor and initiate a pumping
cycle.
3. The hydraulic oil pressure from the steering cir-
cuit is reduced to 325 to 350 psi (2 240 to 2 413
kPa) by the pressure reducing valve (4, Figure 3-
3) before entering the motor. In addition, the
amount of oil supplied to the pump is limited by
the flow control valve (6). Pump pressure can be
read using the gauge (5) mounted on the mani-
fold.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from
the reservoir through check valve (10), through
vent valve (11) and then to the injectors (13).
5. During this period, the injectors will meter the
appropriate amount of grease to each lubrication
point.
6. When the grease pressure reaches the pressure
switch (4, Figure 3-4) setting, the switch contacts
will close and energize the relay RB7K5, remov-
ing power from the hydraulic motor/pump sole-
noid and the pump will stop. The relay will remain
energized until grease pressure drops and the
pressure switch opens again or until the timer
turns off.
7. After the pump solenoid valve is de-energized,
hydraulic pressure in the manifold drops and the
vent valve will open, releasing grease pressure
in the lines to the injector banks. When this
occurs, the injectors are then able to recharge for
the next lubrication cycle.
8. The system will remain at rest until the lubrica-
tion cycle timer turns on and initiates a new
grease cycle.
FIGURE 3-3. HYDRAULIC SCHEMATIC
1. Hydraulic Oil Return
2. Hydraulic Oil Supply
3. Pump Solenoid Valve
4. Pressure Reducing Valve
5. Motor Pressure Gauge
7. Hydraulic Motor
8. Grease Pump
9. Pressure Switch (N.O.)
10. Check Valve
11. Vent Valve
12. Orifice
13. Injector Bank
Pressure Failure Detection Circuits
1. When the lubrication cycle is initiated, 24VDC
flows through relay RB7K1 (8, Figure 3-4) N.C.
contacts to a 1 minute delay timer (7).
2. If the system is operating normally, grease pres-
sure at the rear axle injector bank will rise to
pressure switch (9) setting of 2000 psi (13.8
MPa) and energize relay RB7K1 (8), removing
24VDC from the delay timer.
3. If a problem occurs and the system is not able to
attain 2000 psi (13.8 MPa), the delay timer (7)
will energize relay RB7K4 (10) after 60 seconds,
turning on the low lube system pressure warning
lamp on the overhead display. After RB7K4
relay energizes, it will energize relay RB7K3 (6).
4. Once RB7K3 is energized, it will latch and
remain energized as long as the keyswitch is on.
In addition, RB7K4 will also remain energized
and the low lube pressure warning lamp will
remain on to notify the operator a problem exists
and the system requires service.
FIGURE 3-4. ELECTRICAL SCHEMATIC
1. Lubrication Cycle Timer
2. Fuse FB1-5 (In Electrical Interface Cabinet)
3. Fuse FB1-24 (In Electrical Interface Cabinet)
4. Pressure Switch; N.O., 2500 psi (17 237)
5. Grease Pump Motor Solenoid
6. Relay K3 (On Relay Board RB7)
7. Time Delay Module
9. Pressure Switch; N.O. 2000 psi (13 790)
11. Low Grease Pressure Warning Lamp
(On Overhead Display Panel)
13. Manual Test Switch, Optional (at grease reservoir)
GENERAL INSTRUCTIONS
LUBRICANT REQUIREMENTS
Grease requirements will depend on ambient tem-
peratures encountered during truck operation:
Above 90F (32C) - Use NLGI No.2
multipurpose grease (MPG).
-25 to 90F (-32 to 32C) - Use NLGI No. 1
multipurpose grease (MPG).
Below -25F (-32C) - Refer to local supplier for
extreme cold weather lubricant requirements.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if
the primary or secondary lubrication lines were
replaced, it will be necessary to prime the system to
eject all entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the canister and connect
an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for remain-
ing injector groups.
5. Remove the caps from each injector and con-
nect an external grease supply to the zerk on
the injector and pump until grease appears at
the far end of the individual grease hose or the
joint being greased.
LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Oil level should be
checked at 1000 hour intervals. To add oil, remove
pipe plug (4, Figure 3-5) and fill housing to bottom of
plug hole.
Pump Pressure Control
High pressure hydraulic fluid from the truck steering
system is reduced to 325 to 350 psi (2 240 to 2 413
kPa) by the pressure reducing valve (4, Figure 3-1)
located on the manifold on top of the pump motor.
This pressure can be read on the gauge installed on
the manifold and should be checked occasionally to
verify pressure is within the above limits.
Pressure Control Valve Adjustment
1. With the truck engine running, activate the
manual override switch (2, Figure 3-5) to start
the hydraulic motor and pump.
2. Loosen the locknut on the pressure control (1)
by turning the nut counterclockwise.
3. Turn the valve stem counterclockwise until it no
longer turns. (The valve stem will unscrew until
it reaches the stop - it will not come off.)
Note: This is the minimum pressure setting, which is
about 170 psi (1 172 kPa).
4. With the pump stalled against pressure, turn the
pressure control valve stem clockwise until 325
to 350 psi (2 240 to 2 413 kPa) is attained on
the manifold pressure gauge (3).
5. Tighten the locknut to lock the stem in position.
Note: The flow control valve (5) is factory adjusted to
2.5 gpm (9.5 L/min.). Do not change this setting.
FIGURE 3-5. PUMP CONTROLS
1. Pump Pressure Control
2. Manual Override Switch
(Test)
3. Pressure Gauge
4. Oil Level Plug
Lubrication Cycle Timer Check
To check the solid state timer operation without wait-
ing for the normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust tight
cover which must be in place and secured at all times
during truck operation.
2. Adjust timer selector (3, Figure 3-6) to 5 minute
interval setting.
3. The timer should cycle in five minutes if the
truck is operating.
NOTE: If the timer check is being made on a cold
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be
within the selected time tolerance.
4. Voltage checks at the timer should be accom-
plished if the above checks do not identify the
problem.
a. Insure timer ground connection is clean and
tight.
b. Using a volt-ohm meter, read the voltage
between positive and negative posts on the
solid state timer with the truck keyswitch
ON.
Normal reading should be 18-26 VDC,
depending upon whether or not the engine
is running.
Lubrication Cycle Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
turning the Selector knob (3, Figure 3-6) to the
desired position.
NOTE: Set timer by turning the selector knob (3) to
the 2.5 minute setting point. Then, turn the Selector
clockwise, one detent at a time, to the desired
setting, or until the maximum limit of eighty minutes
is reached.
The timer is a sealed unit, do not attempt disas-
sembly.
FILTER ASSEMBLY
The filter assembly element (5, Figure 3-7) should be
replaced if the bypass indicator (2) shows excessive
element restriction.
FIGURE 3-6. TIMER (TOP COVER REMOVED)
1. Timer Enclosure
2. Red LED (Light Emitting Diode)
3. Timer Selector
FIGURE 3-7. FILTER ASSEMBLY
1. Housing
2. Bypass Indicator
3. O-Ring
4. Backup RIng
5. Element
6. Spring
7. Bowl
8. O-Ring
9. Plug
SYSTEM CHECKOUT
To check system operation (not including timer), pro-
ceed as follows:
1. Turn keyswitch ON and start the engine.
2. Actuate the lube system test switch at the reser-
voir/pump assembly on the front bumper.
3. The motor and pump should operate until the
system attains 2500 psi (17 237 kPa).
4. Once the required pressure is achieved, the
pump motor should turn off and the system
should vent.
5. Check for pump, hose or injector damage or
leakage with the system under pressure.
After checking system, shutdown engine, observing
normal precautions regarding high voltage present in
the propulsion system before attempting to repair
lube system.
INJECTORS (SL-1 Series H))
Injector Specifications
Each lube injector services only one grease
point. In case of pump malfunction, each injector
is equipped with a covered grease fitting to allow
the use of external lubricating equipment.
Injector output is adjustable:
Maximum output = 0.08 in
3
(1.31 cc).
Minimum output = 0.008 in
3
(0.13 cc).
Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
Injector Adjustment
The injectors may be adjusted to supply from 0.008
in3 to 0.08 in
3
(0.13 cc to 1.31 cc) of lubricant per
injection cycle. The injector piston travel distance
determines the amount of lubricant supplied. This
travel is in turn controlled by an adjusting screw in
the top of the injector housing.
Turn the adjusting screw (1, Figure 3-8) counter-
clockwise to increase lubricant amount delivered and
clockwise to decrease the lubricant amount.
When the injector is not pressurized, maximum injec-
tor delivery volume is attained by turning the adjust-
ing screw (1) fully counterclockwise until the
indicating pin (8) just touches the adjusting screw. At
the maximum delivery point, about 0.38 inch (9.7
mm) adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 0.19 inch
(4.8 mm) threads are showing. The injector will be
set at minimum delivery point with about 0.009 inch
(0.22 mm) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.
NOTE: The piston assembly (8) has a visible indica-
tor pin at the top of the assembly to verify the injector
operation.
FIGURE 3-8. TYPE SL-1 INJECTOR
1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body Assy.
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat
12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal or
rest position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the pas-
sage (4) leading to the measuring chamber
(1) above the injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the pas-
sage (4), lubricant (6) is admitted to the
measuring chamber (1) above the injector
piston (2) which forces lubricant from the dis-
charge chamber (3) through the outlet port
(7) to the bearing.
STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and measur-
ing chamber (1). The injector piston (2) and
slide valve (5) remain in this position until
lubricant pressure in the supply line (6) is
vented.
STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston
to move upward, forcing the lubricant in the
measuring chamber (1) through the passage
(4) and valve port (8) to refill the discharge
chamber (3).
The injector is now ready for the next cycle.
PUMP REBUILD
Be certain to bleed steering accumulators to
relieve hydraulic pressure and to relieve pump
outlet grease pressure before removing any
hoses or fittings.
Disassembly
1. Remove the four socket head screws (33, Fig-
ure 3-9) and separate the manifold (37) from
the hydraulic motor (42).
2. Remove pipe plug (45) and drain the crankcase
oil from pump housing (46).
3. Remove the six screws (29) and remove the
housing cover (30) and cover gasket (31).
4. Remove retaining ring (57) and pull the shovel
plug (56) from the housing tube (55).
5. Remove two socket head screws (44) and sep-
arate hydraulic motor (42) from the pump hous-
ing (46).
6. Remove two outlet pin nuts (50) from pump
housing.
7. Remove the pump subassembly (1 through 28)
from the pump housing. Pushing the subassem-
bly up with a 0.75 in. (19 mm) diameter wooden
or plastic rod against the check seat housing
(28) is helpful.
8. Remove the housing tube (55) from the pump
housing by inserting a 0.75 in. (19 mm) diame-
ter rod through the inlet holes at the bottom of
the housing tube and unscrewing it.
9. Remove the bronze bearing (51), O-ring (52),
backup washer (53), and O-ring (54) from the
housing tube.
10. Remove the crankrod assembly (1 through 8)
from the pump by unscrewing the button head
screws (12) and then pulling out the wrist pin
bushings (13).
11. Remove the check seat housing (28) from the
reciprocating tube (21).
Note: There is a 3/8 in. allen head socket in the
throat of the check seat housing to facilitate removal.
12. Unscrew the wrist pin anchor (14) from the
reciprocating tube (21) and pull the plunger
assembly (9 through 20) from the tube.
13. Using a 0.50 in. (13 mm) diameter wooden or
plastic rod, push the cup seal (22) and the
pump cylinder (24) from the reciprocating tube.
14. Remove the pump plunger (20) from the
plunger link rod (17). (A spanner wrench, which
uses the holes in the pump plunger, is
required.)
15. Unscrew the plunger link rod (17) from the
plunger tube (11) and slide off the cup seal (16)
backup washer (15) and wrist pin anchor (14).
16. Unscrew the plunger tube (11) from the outlet
pin (9).
17. To dismantle the crankrod assembly (1 through
8), remove flat head screws (1) and the inner
and outer weights (2 & 3).
18. Remove the small retaining rings (6) and press
the crank eccentric (7) out of the ball bearing
(8). Be sure to support the ball bearing on the
inner race.
1. Discard all seals and gaskets. Repair kits are
available containing all the necessary seals and
gaskets for reassembly. Refer to the appropri-
ate truck parts book.
2. Clean and inspect the following parts. Replace
if excessive wear is evident:
Ball bearing (8)
Crank eccentric (7)
Crankrod (5)
Wrist pin bushings (13)
Plunger tube (11)
Pump plunger & upper check parts (20, 19 & 18)
Pump cylinder (24)
Check seat housing/lower check ball (28, 26)
Upper bronze bushing (51)
Housing tube (55)
Shovel plug (56)
Reciprocating tube (21)
FIGURE 3-9. LUBE PUMP ASSEMBLY
1. Screw
2. Outer Weight
3. Inner Weight
4. Retaining Ring
5. Crankrod
6. Retaining Ring
7. Eccentric Crank
8. Ball Bearing
9. Outlet Pin
10. O-Ring
11. Plunger Tube
12. Screw
13. Wrist Pin Bushing
14. Wrist Pin Anchor
15. Backup Washer
16. Cup Seal
17. Plunger Rod
18. Spring
19. Steel Ball
20. Plunger
21. Reciprocating Tube
22. Cup Seal
23. O-Ring
24. Cylinder
25. Ball Cage
26. Steel Ball
27. O-Ring
28. Check Seat
29. Screw
30. Housing Cover
31. Cover Gasket
32. Gauge
33. Screw
34. Valve Cartridge
35. Solenoid Valve
36. Connector
37. Manifold
38. Press. Reducing Valve
40. O-Ring
41. Gasket
42. Hydraulic Motor
43. Washer
44. Screw
45. Pipe Plug
46. Pump Housing
47. Backup Ring
48. O-Ring
49. O-Ring
50. Nut
51. Bronze Bearing
52. O-Ring
53. Backup Washer
54. O-Ring
55. Housing Tube
56. Shovel Plug
57. Retaining Ring
58. Orifice Fitting
Assembly
Note: Use Loctite 242 (or equivalent) thread locker
on all torqued, threaded connections. Use extreme
care to prevent thread locker from flowing into
adjacent areas such as clearance fits and ball check.
Allow a minimum of 30 minutes cure time before
operating pump.
1. Support ball bearing (8, Figure 3-9) inner race
and press eccentric (7) into bore. Install small
retaining rings (6).
2. Assemble crankrod assembly parts; large
retaining rings (4), inner weights (3), outer
weights (2) and install flat head screws (1).
Tighten to 100 - 110 in. lbs. (11.3 - 12.4 N.m)
torque.
3. Using a new O-ring (10), install plunger tube
(11) on outlet pin (9). Tighten to 100 - 110 in.
lbs. (11.3 - 12.4 N.m) torque.
4. Assemble the wrist pin anchor (14), backup
washer (15), cup seal (16) and plunger link rod
(17) onto plunger tube (11). Tighten to 100 -
110 in. lbs. (11.3 - 12.4 N.m) torque.
5. Assemble spring (18), ball (19), and plunger
(20) on plunger link rod (17). Tighten plunger to
100 - 110 in. lbs. (11.3 - 12.4 N.m) torque.
6. Install reciprocating tube (21) onto wrist pin
anchor (14). Tighten to 20 - 25 ft. lbs. (27.1 -
33.9 N.m) torque.
7. Install cup seal (22), O-ring (23), cylinder (24),
ball cage (25), ball (26), O-ring (27) and check
seat (28) into reciprocating tube (21). Tighten
check seat housing to 20 - 25 ft. lbs. (27.1 -
33.9 N.m) torque.
8. Assemble crank rod assembly, to pump with
bushings (13) and button head screws (12).
Tighten screws to 100 - 110 in. lbs. (11.3 - 12.4
N.m) torque.
9. Place pump subassembly (parts 1 through 28)
into pump housing (46).
10. Install new O-ring (54), backup washer (53) and
O-ring (52) and bronze bushing (51) into hous-
ing tube (55).
11. Install housing tube assembly onto pump hous-
ing (46). Be certain reciprocating tube (21) is
inserted through both bushings. Using a 0.75 in.
(19 mm) diameter rod through the inlet holes at
bottom of tube, tighten to 20 - 25 ft. lbs. (27.1 -
33.9 N.m) torque.
12. Install shovel plug (56) and retainer (57).
13. Install new backup rings (47), O-rings (48 & 49),
and outlet pin nuts (50). Tighten to 30 - 35 ft.
lbs. (40.7 - 47.5 N.m) torque.
14. Install gasket (41) and motor (42) on pump
housing (46). Install washers (43) and socket
head screws (44).
15. Install shovel plug (56) in housing tube (55).
Install retaining ring (57).
16. Install gasket (31), cover (30) and six self-tap-
ping screws (29), on pump housing.
17. Using new O-rings (40), install manifold (37) on
motor (42). Install socket head screws (33).
18. With the pump assembly in its normal operating
position, add SAE 10W-30 motor oil to pump
housing until oil is level with bottom of pipe plug
(45) hole. Install pipe plug.
SYSTEM TROUBLESHOOTING CHART
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE: Pump Does Not Operate
NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge, therefore the first timing
cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as
specified.
Lube system not grounded. Correct grounding connections to pump assembly
and truck chassis.
Electrical power loss. Locate cause of power loss and repair. Check circuit
breaker CB7. Be sure keyswitch is ON.
Timer malfunction. Replace timer assembly.
Solenoid valve malfunctioning. Replace the solenoid valve assembly.
RB7K5 Relay malfunctioning Replace relay.
Motor or pump malfunction. Replace motor and/or pump assembly.
Pressure switch defective Replace pressure switch.
TROUBLE: Pump Will Not Prime
Low lubricant supply. Dirt in reservoir, pump inlet clogged, filter clogged.
TROUBLE: Pump Will Not Build Pressure
Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair leakage.
Vent valve leaking. Clean or replace vent valve.
Pump worn or scored. Repair or replace pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate
NOTE: Normally, during operation, the injector indicator stem will move into the body of the injector when pressure
builds properly. When the system vents (pressure release) the indicator stem will again move out into the
adjusting yoke.
Malfunctioning injector - usually indicated by
the pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump build up not
sufficient to cycle injectors.
Service and/or replace pump assembly.
TROUBLE: Pressure Gauge Does Not Register Pressure
No system pressure to the pump motor. Check hydraulic hose from steering system.
No 24 VDC signal at pump solenoid. Determine problem in 24 VDC electric system.
Pressure reducing valve set too low. Refer to Pressure Control Valve Adjustment.
Relay (RB7K5) may be defective. Replace relay.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All
No signal at RB7K5 relay. Check timer and CB7.
Pressure switch may be defective. Replace pressure switch.
Pressure reducing valve may be set too low. Refer to Pressure Control Valve Adjustment.
Grease viscosity may be too high for temperature
at which pump is operating.
Replace grease with a lower viscosity lubricant.
Pump inlet check or outlet check may have foreign
matter trapped causing leakage.
Remove, inspect and clean, if necessary.Inspect
sealing surfaces between checks. Replace if rough
or pitted.
Lubricant supply line leaks or is broken. Repair lubricant supply line.
Insufficient hydraulic oil supply. Check oil pressure and flow to motor.
TROUBLE: Lube Cycle Timer Not Operating
Timer BAT (-) connection is not on grounded mem-
ber.
Connect to good ground.
Timer BAT (+) connection not on circuit continu-
ously connected to BAT (+) terminal during opera-
tion of vehicle.
Establish direct connection between Timer BAT (+)
connection and 24 V BAT (+) terminal.
Loose wire connections at any of the timer termi-
nals.
Secure wire connections.
TROUBLE: Timer Stays Timed Out
Commutation failure in timer caused by damaged
component.
Replace timer.
Output relay contacts welded shut caused by
extended short to ground.
Replace timer.
Solenoid valve connected to "IGN" terminal of
timer instead of terminal marked "SOL".
Correct wiring hook-up.
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval
Electrical noise is being introduced into the power
supply to the timer overcoming suppressor capaci-
tor causing uncontrolled turn-on of its output relay.
IMPORTANT: In some instances, electrical noise
may be generated into vehicle electrical system
which may cause timer to turn on at random
intervals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+)
and BAT (-) terminals to suppress this noise and
improve timer performance.
TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings
Timer out of adjustment or damaged component. Refer to Timer Adjustment and re-adjust timer or
replace timer.
PREVENTATIVE MAINTENANCE PROCEDURES
The following maintenance procedures should be
used to insure proper system operation.
Daily Lubrication System Inspection
1. Check grease reservoir level.
Inspect grease level height after each shift of opera-
tion. Grease usage should be consistent from day-to-
day operations.
Lack of lubricant usage would indicate an
inoperative system. Excessive usage would
indicate a broken supply line.
2. Check filter bypass indicator when filling reser-
voir. Replace element if bypassing.
3. Check all grease feed line hoses from the SL-1
Injectors to the lubrication points.
a. Repair or replace all damaged feed line
hoses.
b. Make sure that all air is purged and all new
feed line hoses are filled with grease before
sending the truck back into service.
4. Inspect key lubrication points for a bead of lubri-
cant around seal. If a lubrication point appears
dry, troubleshoot and repair problem.
250 Hour Inspection
1. Check all grease feed line hoses from the SL-1
Injectors to the lubrication points (see, Figure 3-
1).
a. Repair or replace all worn / broken feed line
hoses.
feed line hoses are filled with grease before
sending the truck back into service.
2. Check all grease supply line hoses from the
pump to the SL-1 injectors.
a. Repair or replace all worn / broken supply
lines.
supply line hoses are filled with grease
before sending the truck back into service.
3. Check grease reservoir level.
a. Fill reservoir if low.
b. Check reservoir for contaminants. Clean, if
required.
c. Check that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
It is good practice to manually lube each bearing
point at the grease fitting provided on each Injector.
This will indicate if there are any frozen or plugged
bearings, and will help flush the bearings of contami-
nants.
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indica-
tor pins during system operation.
b. Start truck engine.
c. Actuate the manual override switch (6, Fig-
ure 3-1). The hydraulic motor and grease
pump should operate.
d. With the grease under pressure, check each
SL-1 injector assembly. The cycle indicator
pin should be retracted inside the injector
body.
e. When the system attains 2500 psi (17 237
kPa), the pump should shut off and the pres-
sure in the system should drop to zero, vent-
ing back to the grease reservoir.
f. With the system vented, check all of the SL-1
injector indicator pins; all of the pins should
be visible. Replace or repair injectors, if
defective.
g. Reinstall all injector cover caps.
h. Check timer operation.
Note: With engine running, lube system should
activate within 5 minutes. The system should build
2000 to 2500 psi within 25-40 seconds.
a. If the system is working properly, the truck is
ready for operation.
b. If the system is malfunctioning, refer to the
troubleshooting chart.
1000 Hour Inspection
1. Check pump housing oil level and correct if
necessary.
Q01045 Alphabetical Index Q1-1
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-54
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . L6-23
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-25
AC Drive System Electrical Checkout . . . . . . . . . . E3-3
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7
Component Service . . . . . . . . . . . . . . . . . . . . . N4-14
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . D3-10
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Alternator, Propulsion . . . . . . . . . . . . . . . . . . . . . . C4-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Automatic Lubrication System. . . . . . . . . . . . . . . . P3-3
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3
Battery Charging System. . . . . . . . . . . . . . . . . . . D10-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Disconnect Switches. . . . . . . . . . . . . . . . . D2-6
Battery Converter (24V to 12V) . . . . . . . . . . . . . . . D2-7
Bearing, Wheel
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3
Body, Dump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Body Pad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-6
Body-Up Switch. . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-24
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Bleeding Procedures
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-3
Failure Modes Checkout Procedure . . . . . . . . . . J4-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-10
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . J5-4
Brake, Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Brake Seal Assembly, Rear . . . . . . . . . . . . . . . . . J5-13
Brake Seal Gap Adjustment (Rear) . . . . . . . . . . . J5-12
Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
C
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Charging Procedure
Brake Accumulators (Frame) . . . . . . . . . . . . . . J3-25
Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-23
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Checkout Procedures
Brake Apply Circuit . . . . . . . . . . . . . . . . . . . . . . . J4-3
Brake Cooling Circuit . . . . . . . . . . . . . . . . . . . . L10-8
Data Sheet (Hydraulic System). . . . . . . . . . . . L10-15
Electrical Propulsion System . . . . . . . . . . . . . . . E3-3
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-19
Center Console . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Control Cabinet, Electrical . . . . . . . . . . . . . . . . . . E2-50
Cooling System (Engine) . . . . . . . . . . . . . . . . . . . . C3-3
Cooling System (Disc Brakes) . . . . . . . . . . . . . . . . L2-8
Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Steering
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Q1-2 Alphabetical Index Q01045
D
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Diagnostic Information Display. . . . . . . . . . . . . . . E2-7
Fault Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Differential Pressure Switch . . . . . . . . . . . . . . . . . J3-20
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23
E
Electrical Interface Cabinet. . . . . . . . . . . . . . . . . . D3-3
Electrical Propulsion Components . . . . . . . . . . . . E2-3
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
F
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . D3-6
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-13
Front Suspension, HYDRAIR
II . . . . . . . . . . . . . H2-3
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-4
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Fuse Block Chart . . . . . . . . . . . . . . . . . . . . . . . . D3-19
G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
H
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Core, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor and Speed Control . . . . . . . . . . . . . . N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hood. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
HYDRAIR
II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Oil and Nitrogen Specifications . . . . . . . . . . . . H4-10
Hydraulic System
Disc Brake Cooling System . . . . . . . . . . . . . . . . .L2-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Steering and Brake Pump . . . . . . . . . . . . . . . . .L6-12
System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-13
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Troubleshooting
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Steering System. . . . . . . . . . . . . . . . . . . . . . . . .L6-30
I
Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
L
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-3
Q01045 Alphabetical Index Q1-3
M
Manifold,
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-2
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-6
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
O
Oiling and Charging Procedure, Suspension . . . . H4-3
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-3
Optional Equipment
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-3
Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-23
P
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Pedal
Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-54
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-54
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Plates, Warning and Caution. . . . . . . . . . . . . . . . . A4-1
Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . E3-6
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Pressure Control Adjustment, Pump . . . . . . . . . . L10-4
Propulsion System Controller (PSC) . . . . . . . . . . . E2-5
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-22
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3
Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-12
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Rear Axle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Rear HYDRAIR
II Suspension. . . . . . . . . . . . . . . H3-3
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-54
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
S
Safety Rules, General . . . . . . . . . . . . . . . . . . . . . . A3-3
Software Functions, PSC. . . . . . . . . . . . . . . . . . . E2-32
Starter, 24VDC (Refer to Engine Manual)
Seal Assemblies, Gap Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-12
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities. . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Solenoid
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Specifications
HYDRAIR
II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-10
HYDRAIR
II Nitrogen . . . . . . . . . . . . . . . . . . . H4-10
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . . G3-3
Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-24
Steering
Accumulator Charging Procedure. . . . . . . . . . . L6-28
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Suspension, HYDRAIR
II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Q1-4 Alphabetical Index Q01045
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Switch
Accumulator Pressure . . . . . . . . . . . . . . . . . . . . .L4-7
Body-Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Differential Pressure . . . . . . . . . . . . . . . . . . . . . J3-20
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Low Steering Pressure. . . . . . . . . . . . . . . . . . . . .L4-5
T
Tank
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Tie Rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Table
Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . D10-3
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . J4-10
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . E2-6
Checkout Procedure . . . . . . . . . . . . . . . . . . . . E3-14
U
Unloader Valve, adjustment . . . . . . . . . . . . . . . . .L10-4
V
Valves
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-5
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
Pressure Compensator, Adjustment . . . . . . . . .L10-4
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Unloader Adjustment . . . . . . . . . . . . . . . . . . . . L10-4
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Wheel Bearing Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Front Wheel Bearing Seal Adjustment . . . . . . . G3-11
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Window, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
R01063 Index R1-1
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SUPPLY AND BRAKE COOLING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH359
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH358
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS1300
R1-2 Index R01063
NOTES

Komatsu 930E-3 DUMP TRUCK Service Manual

Uploaded by

Copyright:

Available Formats

Komatsu 930E-3 DUMP TRUCK Service Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Komatsu 930E-3 DUMP TRUCK Service Manual

Uploaded by

Copyright:

Available Formats

What is the purpose of this shop manual?

What is the purpose of this shop manual?

What safety precautions should be followed when working on the truck?

What safety precautions should be followed when working on the truck?

CEBM008400

, and will require extra force

to the four mounting screws for the

II suspensions on Komatsu 930E dump

II suspensions to produce a comfortable

II suspensions are charged with com-

Oil (See Specifications Chart)

II suspensions are charged with com-

II suspensions. Charging of these com-

charging kit and a bottle of

suspensions are now ready for

oil (with 6% friction modifier) until

II suspensions. Charging of these com-

charging kit and a bottle of

suspensions are now ready for

Prism 410 onto the

242 to the adjustment screw prior to

to the jam nut.

during assembly. A small amount of heat

Primer T (TL8753) was not

Primer T (TL8753) was not

You might also like