930e-4 Cebm017908 PDF

CEBM017908
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS A30462 - A30600
®
This material is proprietary to Komatsu America
Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written autho-
rization from KAC.
It is the policy of the Company to improve prod-
ucts 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 obligation 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 dis-
tributor for information on the latest revision.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel
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 per-
sonnel who will come into contact with it.
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
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.
CALIFORNIA
Mercury and mercury compounds are known to the State of California to cause developmental prob-
lems. This machine may be equipped with optional HID lamps which contain mercury. There is no risk
of exposure unless the lamps are broken. However, the lamps must be reused, recycled or properly
disposed of in accordance with Local, State and Federal Laws at the end of their useful lives.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be

designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the Kom-
atsu product on the supplier and user. Komatsu will not in any case accept responsi-
bility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
FOREWORD
This manual is written for use by the operator and/or the service technician. It is designed to help these persons to
become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All
operators and maintenance personnel should read and understand the information in this manual before operating
the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when operating the truck or performing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other
general 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 typical of the component shown and may not be an exact reproduction of
what is found on the truck.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to “right,” “left,”
“front,” or “rear” are made with respect to the operator's normal seated position unless specifically stated otherwise.
When assembly instructions are provided without references to specific torque values, standard torque values
should be used. Standard torque values are shown in torque charts in the General Information section of this
manual. Specific torques, when provided in the text, are in bold face type, such as 135 N•m (100 ft lbs). All torque
specifications have ±10% tolerance unless otherwise specified.
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck
Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (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 “E” designates an Electrical wheel motor drive system.
The Product Identification Number (vehicle serial number) contains information which identifies several
characteristics of this unit. For a more detailed explanation, see the end of Section A4.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the maximum GVW.
GVW is total weight: empty vehicle weight + fuel & lubricants + payload.
To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck
(which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and
subtract it from the GVW. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload.
To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be
removed as often as practical.
Exceeding the allowable payload will reduce the expected life of truck components.
A00041 8/10 Introduction A-1

This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” in this
manual 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
precautions are not taken.
“CAUTION” is used for general reminders of proper safety

practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
A-2 Introduction 8/10 A00041

TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRICAL SYSTEM (24VDC NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
REAR AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR CAB AND CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00041 8/10 Introduction A-3

KOMATSU MODEL 930E-4 DUMP TRUCK
A-4 Introduction 8/10 A00041

SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 8/10 Index A1-1

NOTES
A1-2 Index 8/10 A01001

MAJOR COMPONENTS & SPECIFICATIONS
TRUCK AND ENGINE OPERATOR’S CAB
The 930E-4 Dump Truck is an off-highway, rear The operator cab has been engineered for operator
dump truck with AC Electric Drive. The gross vehicle comfort and to allow for efficient and safe operation
weight is 1,100,000 lbs (498,960 kg). The engine is a of the truck. The cab provides wide visibility with an
Komatsu SSDA16V160 rated @ 2700 HP (2014 kW). integral 4-post ROPS/FOPS structure and an
advanced analog operator environment. It includes a
MAIN ALTERNATOR tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
The diesel engine drives an in-line alternator at
seat with lumbar support, a fully adjustable/tilt
engine speed. The alternator produces AC current
steering wheel, controls mounted within easy reach
which is rectified to DC within the main control
of the operator, and an analog instrument panel
cabinet. The rectified DC power is converted back to
which provides the operator with all instruments and
AC by groups of devices called "inverters", which are
gauges which are necessary to control and/or
also within the main control cabinet. Each inverter
monitor the truck's operating systems.
consists of six phase modules under the control of a
gate driver power converter (GDPC). The two
GDPCs control the operation of each phase module.
POWER STEERING
Each phase module contains paired positive and The truck is equipped with a full time power steering
negative semiconductor switches referred to as system which provides positive steering control with
insulated gate bipolar transistors (IGBT). The IGBTs minimum operator effort. The system includes
cycle on and off at varying frequencies to create an nitrogen-charged accumulators which automatically
AC power signal from the DC supply. provide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency (VVVF) signal.
DYNAMIC RETARDING
Frequency and voltage are changed to suit the
operating conditions. The dynamic retarding is used to slow the truck
Cooling air for the control/power group and wheel during normal operation or control speed coming
motors, as well as the alternator itself, is provided by down a grade. The dynamic retarding ability of the
dual fans mounted on the alternator shaft. electric system is controlled by the operator through
the activation of the retarder pedal (or by operating a
AC INDUCTION TRACTION MOTORIZED lever on the steering wheel) in the operators cab and
by setting the RSC (Retarder Speed Control).
WHEELS
Dynamic retarding is automatically activated, if the
The alternator output supplies electrical energy to the truck speed goes to a preset overspeed setting.
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction BRAKE SYSTEM
motors with full-wave AC power.
Service brakes at each wheel are oil-cooled multiple
The two wheel motors convert electrical energy back disc brakes applied by an all-hydraulic actuation
to mechanical energy through built-in gear trains system. Depressing the brake pedal actuates both
within the wheel motor assembly. The direction of the front and rear brakes after first applying the retarder.
wheel motors is controlled by a directional control All wheel brakes will be applied automatically if the
lever located on the center console. brake system pressure decreases below a preset
minimum.
SUSPENSION
The parking brake is a dry disc type, mounted
® inboard on each rear wheel motor, and is spring-
Hydrair II suspension cylinders located at each
wheel provide a smooth and comfortable ride for the applied and hydraulically-released with wheel speed
operator and dampens shock loads to the chassis application protection (will not apply with truck
during loading and operation. moving).
A02074 9/09 Major Components & Specifications A2-1

A2-2 Major Components & Specifications 9/09 A02074
SPECIFICATIONS
These specifications are for the standard Komatsu 930E-4 Truck. Customer options may change this listing.
ENGINE
Komatsu SSDA16V160
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700 HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2550 HP (1902 kW) @ 1900 RPM
Weight (Wet)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9608 kg (21,182 lbs)
* 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340 m³/ min (12,000 cfm)
Motorized Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GDY106 AC Induction Traction Motors
Standard Gear Ratio* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32.62:1
Maximum Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.5 km/h (40 mph)
* Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters.
Komatsu and GE must analyze each job condition to ensure 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four 8D, 12 volt wet batteries with disconnect switch
Cold Cranking Amps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 CCA
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt, 260 Amp Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts
Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts
SERVICE CAPACITIES
Crankcase (including lube oil filters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 liters (74 gallons)
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 liters (157 gallons)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4542 liters (1200 gallons)
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 liters (350 gallons)
Wheel Motor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 liters (25 gallons) per wheel

HYDRAULIC SYSTEMS
Hoist and Brake Cooling Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tandem Gear
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931 L/min (246 gpm) @ 1900 RPM and 17,237 kPa (2500 psi)
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Compensated Piston
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 L/min (65 gpm) @ 1900 RPM and 18,961 kPa (2750 psi)
Relief Pressure - Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,237 kPa (2500 psi)
Relief Pressure - Steering/Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27,579 kPa (4000 psi)
Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-Stage Hydraulic
Tank (Vertical/Cylindrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-Pressurized
Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 947 liters (250 gallons)
Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single, Full Flow, 100 Mesh
Hoist and Steering Filters (Dual In-Line, High Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beta 12 Rating =200
SERVICE BRAKES
All Hydraulic Actuation with Traction System Wheel Slip/Slide Control
Front and Rear Oil-Cooled Multiple Discs on each wheel
Total Friction Area / Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,019 cm² (15,038 in²)
Maximum Apply Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,238 kPa (2500 psi)
STEERING
Twin hydraulic cylinders with accumulator assist to provide constant rate steering
Emergency power steering automatically provided by accumulators
Turning Circle (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 m (97 ft. 7 in.)
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tubeless
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . patented Phase I New Generation™ rims
STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

Capacity
Heaped @ 2:1 (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 m3 (276 yd3)
Struck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171 m3 (224 yd3)
Width (Inside) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15 m (26 ft. 9 in.)
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 m (10 ft. 7 in.)
Loading Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.06 m (23 ft. 2 in.)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45°
NOTE: Optional capacity dump bodies are available.

WEIGHT DISTRIBUTION
Empty Vehicle Loaded Vehicle

Front Axle (49.3%). . . . . . . 103,301 kg (227,738 lbs) Front Axle (33.0%) . . . . . 165,554 kg (364,980 lbs)
Rear Axle (50.7 %) . . . . . . 107,518 kg (237,034 lbs) Rear Axle (67.0%) . . . . . 336,124 kg (741,020 lbs)
Total (with 50% fuel) . . . . . 210,819 kg (464,772 lbs) Total . . . . . . . . . . . . . . . 501,678 kg (1,106,000 lbs)
Standard Komatsu body . . . . 30,362 kg (66,936 lbs) Nominal Payload*. . . . . . . . 290,859 kg (641,228 lbs)
Standard tire weight. . . . . . . . 26,127 kg (57,600 lbs)
* Nominal payload is defined within Komatsu
America Corporation’s payload policy
documentation. Nominal payload must be adjusted if
the weight of any customized body or tires vary from
that of the standard Komatsu body and tires. Nominal
payload must also be adjusted to take into account
the additional weight of any custom/optional extras
fitted to the truck which are not stated within the
Standard Features list of the applicable specification
sheet.

NOTES

SAFETY
GENERAL Fire Extinguisher And First Aid Kit
Safety records from most organizations will show that • Make sure that fire extinguishers are accessible
the greatest percentage of accidents are caused by and proper usage techniques are known.
unsafe acts performed by people. The remainder are • Provide a first aid kit at the storage point.
caused by unsafe mechanical or physical conditions.
Report all unsafe conditions to the proper authority. • Know what to do in the event of a fire.
• Keep the phone numbers of persons you should
The following safety rules are provided as a guide for
contact in case of an emergency on hand.
the operator. However, local conditions and
regulations may add many more to this list.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death.
Safety Rules
• Only trained and authorized personnel may Clothing And Personal Items
operate and maintain the truck.
• Avoid loose clothing, jewelry, and loose long hair.
• Follow all safety rules, precautions and They can catch on controls or in moving parts
instructions when operating or performing and cause serious injury or death. Also, never
maintenance on the truck. wear oily clothes as they are flammable.
• When working with another operator or a person • Wear a hard hat, safety glasses, safety shoes,
on work site traffic duty, make sure that all mask and gloves when operating or maintaining
personnel understand all hand signals that are to a truck. Always wear safety goggles, hard hat
be used. and heavy gloves if your job involves scattering
metal chips or minute materials--particularly
Safety Features when driving pins with a hammer or when
• Make sure that all guards and covers are in their cleaning air cleaner elements with compressed
proper position. Have any damaged guards and air. Also, ensure that the work area is free from
covers repaired. (See Operating Instructions - other personnel during such tasks.
“Preparing For Operation”.)
• Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. 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.
• Check the seat belt fabric, buckle and hardware
for damage or wear. Replace any worn or
damaged parts immediately.
• The seat belts must be replaced 5 years after
seat belt manufacture, or after every 3 years of
use, whichever comes first.
A03039 12/11 General Safety & Operating Instructions A3-1

Leaving The Operator’s Seat Fire Prevention For Fuel And Oil
When preparing to leave the operator's seat, do not • Fuel, oil, and antifreeze can be ignited by a
touch any control lever that is not locked. To prevent flame. Fuel is extremely flammable and can be
accidental operations from occurring, always perform hazardous. Keep flames away from flammable
the following: fluids.
• Move the directional control lever to PARK. Do • Keep oil and fuel in a designated location and do
not use the wheel brake lock when the engine not allow unauthorized persons to enter.
will be turned off. • When refueling, stop the engine and do not
• Lower the dump body to the frame. smoke.
• Stop the engine. When exiting the truck, always • Refueling and oiling should be done in well
lock compartments and take the keys with you. If ventilated areas.
the truck should suddenly move or move in an • Tighten all fuel and oil tank caps securely.
unexpected way, this may result in serious bodily
injury or death.
Mounting And Dismounting

• Use the handrails and steps when getting on or
off the truck.
• Never jump on or off the truck. Never climb on or
off a truck while it is moving.
• When climbing on or off a truck, face the truck
and use the hand-hold and steps.
• Never hold any control levers when getting on or
off a truck.
• 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.
A3-2 General Safety & Operating Instructions 12/11 A03039

Precautions With High Temperature Fluids Prevention Of Injury By Work Equipment
Immediately after truck operation, engine coolant, Never enter or put your hand, arm or any other part of
engine oil, and hydraulic oil are at high temperatures your body between movable parts such as the dump
and are pressurized. If the cap is removed, the fluids body, chassis or cylinders. If the work equipment is
are drained, the filters are replaced, etc., there is operated, clearances will change and may lead to
danger of serious burns. Allow heat and pressure to serious bodily injury or death.
dissipate before performing such tasks and follow
proper procedures as outlined in the service manual.
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
To prevent hot coolant from spraying: modification.
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
Precautions When Using ROPS
3. Depress the pressure release button on the cap
to vent cooling system pressure. The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
4. Turn the radiator cap slowly to release the support the load of the truck, but also to absorb the
pressure before removing. energy of the impact.
To prevent hot engine oil spray: • The Rollover Protection Structure (ROPS) must
1. Stop the engine. be properly installed before the truck is operated.
2. Wait for the oil temperature to cool down. • ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
3. Turn the cap slowly to release the pressure the regulations and standards for all countries. If
before removing the cap. it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
rolls over, the strength of the structure will be
compromised and will not be able to fulfill its
Asbestos Dust Hazard Prevention
intended purpose. Optimum strength of the
Asbestos dust is hazardous to your health when structure can only be achieved if it is repaired or
inhaled. If you handle materials containing asbestos modified as specified by Komatsu.
fibers, follow the guidelines below: • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Never use compressed air for cleaning.
• Even with the ROPS installed, the operator must
• Use water for cleaning to control dust.
always use the seat belt when operating the
• Operate the truck or perform tasks with the wind truck.
to your back whenever possible.
• Use an approved respirator when necessary.

Precautions For Attachments PRECAUTIONS BEFORE OPERATION
• When installing and using optional equipment, Safety is thinking ahead. Prevention is the best safety
read the instruction manual for the attachment program. Prevent a potential accident by knowing the
and the information related to attachments in this employer's safety requirements and all necessary job
manual. site regulations. In addition, know the proper use and
• Do not use attachments that are not authorized care of all the safety equipment on the truck. Only
by Komatsu America Corp. or the authorized qualified operators or technicians should attempt to
regional Komatsu distributor. Use of unauthorized operate or maintain a Komatsu machine.
attachments could create a safety problem and
adversely affect the proper operation and useful Safe practices start before the operator gets to the
life of the truck. equipment.
• Any injuries, accidents, and product failures Safety At The Worksite
resulting from the use of unauthorized
attachments will not be the responsibility of • When walking to and from a truck, maintain a
Komatsu America Corp. or the authorized safe distance from all machines even when the
regional Komatsu distributor. operator is visible.
• Before starting the engine, thoroughly check the
area for any unusual conditions that could be
Precautions For Starting The Truck dangerous.
Start the engine from the operator’s seat only. Never • Examine the road surface at the job site and
attempt to start the engine by shorting across determine the best and safest method of
cranking motor terminals. This may cause a fire, or operation.
serious injury or death to anyone in truck’s path. • 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
area, the roads to be used, and the 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 that
exceeds the permissible water depth.

Fire Prevention Mirrors, Windows And Lights
• Remove wood chips, leaves, paper, and other • Remove any dirt from the surface of the
flammable items that have accumulated in the windshield, cab windows, mirrors and lights.
engine compartment. Failure to do so could result Good visibility may prevent an accident.
in a fire.
• Adjust the rear view mirror to a position where
• Check the fuel, lubrication, and hydraulic the operator can see best from the operator's
systems for leaks. Repair any leaks. Clean any seat. If any glass or light is broken, replace it with
excess oil, fuel or other flammable fluids, and a new part.
dispose of them properly.
• Make sure that the headlights, work lights, and
• Make sure that a fire extinguisher is present and taillights are in proper working order. Make sure
in proper working condition. that the truck is equipped with the proper work
lamps that are needed for the operating
• Do not operate the truck near open flames.
conditions.
In The Operator Cab (Before Starting The Engine)

• Do not leave tools or spare parts lying around. Do
not 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.
Ventilation In Enclosed Areas
• Read and understand the contents of this
If it is necessary to start the engine within an manual. Pay special attention to Section A3
enclosed area, provide adequate ventilation. Inhaling pertaining to safety and operating instructions.
exhaust fumes from the engine can kill. 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.
• Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
• Check the operation of the windshield wiper,
condition of wiper blades, and the washer fluid
reservoir level.
Preparing For Operation • Be familiar with all steering and brake system
controls, warning devices, road speeds and
• Always mount and dismount while facing the loading capabilities before operating the truck.
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails Seat Belts
and ladders when mounting or dismounting the
truck. • On both driver and passenger seats, check the
seat belt fabric, buckle, all belt retractors and
• Check the deck areas for debris, loose hardware hardware for damage or wear. Replace any worn
and tools. Check for people and objects that or damaged parts immediately.
might be in the area.
• Even if there are no signs of damage, replace
• Become familiar with and use all protective both driver and passenger seat belts 5 years after
equipment devices on the truck and ensure that seat belt manufacture, or every 3 years after start
these items (anti-skid material, grab bars, seat of use, whichever comes first. The passenger
belts, etc.) are securely in place. seat belt date of manufacture label is sewn into
the seat belt near the buckle. The driver seat belt
date of manufacture label is sewn into the
shoulder harness belt, near the retractor end.

OPERATING THE TRUCK
When Starting The Engine
• Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
The tire and rim assembly may explode if
truck’s path.
subjected to excessive heat. Personnel should
• Never start the engine if a warning tag has been move to a remote or protected location if sensing
attached to the controls. excessively hot brakes, smelling burning rubber
• When starting the engine, sound the horn as an or observing evidence of fire near the tire and
alert. wheel area.
• Start and operate the truck only while seated in If the truck must be approached to extinguish a
the operator’s seat. fire, those personnel should do so only while
facing the tread area of the tire (front or back)
• Do not allow any unauthorized persons in the
operator's compartment or any other place on the unless protected by using large heavy equipment
truck. as a shield. Stay at least 50 ft. (15 m) from the
tread of the tire.
General Truck Operation
In the event of fire in the tire and wheel area
• Wear the seat belt at all times. (including brake fires), stay away from the truck
for at least 8 hours or until the tire and wheel are
• Only authorized persons are allowed to ride in
cool.
the truck. Riders must be in the cab and belted in
the passenger seat. • Keep serviceable fire fighting equipment on
• Do not allow anyone to ride on the decks or steps hand. Report empty extinguishers for
of the truck. replacement or refilling.
• Do not allow anyone to get on or off the truck • Always place the directional control lever in the
while it is in motion. PARK when the truck is parked and unattended.
Do not leave the truck unattended while the
• Do not move the truck in or out of a building engine is running.
without a signal person present.
• Park the truck a safe distance away from other
• Know and obey the hand signal communications vehicles as determined by the supervisor.
between operator and spotter. When other
machines and personnel are present, the • Stay alert at all times! In the event of an
operator should move in and out of buildings, emergency, be prepared to react quickly and
loading areas, and through traffic under the avoid accidents. If an emergency arises, know
direction of a signal person. Courtesy at all times where to get prompt assistance.
is a safety precaution!
• Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an Ensuring Good Visibility
operating hazard. • When working in dark places, install work lamps
• Check for flat tires periodically during a shift. If and head lamps. Set up extra lighting in the work
the truck has been operating on a “flat”, do not area if necessary.
park the truck inside a building until the tire cools. • Discontinue operations if visibility is poor, such as
If the tire must be changed, do not stand in front in mist, snow, or rain. Wait for the weather to
of the rim and locking ring when inflating a tire improve to allow the operation to be performed
mounted on the truck. Observers should not be safely.
permitted in the area and should be kept away
from the side of such tires.

Traveling Traveling On Slopes
• When traveling on rough ground, travel at low • Traveling on slopes could result in the truck
speeds. When changing direction, avoid turning tipping over or slipping.
suddenly.
• Do not change direction on slopes. To ensure
• Lower the dump body and set the dump lever to safety, drive to level ground before turning.
the FLOAT position before traveling.
• Do not travel up and down on grass, fallen
• If the engine stops while the truck is in motion, leaves, or wet steel plates. These materials may
secondary steering and braking enable the truck make the truck slip on even the slightest slope.
to be steered and stopped. A fixed amount of Avoid traveling sideways, and always keep travel
reserve oil provides temporary steering and speed low.
braking to briefly allow the truck to travel to a safe
• When traveling downhill, use the retarder to
area. Apply the brakes immediately and stop the
reduce speed. Do not turn the steering wheel
truck as quickly and safely as possible off of the
suddenly. Do not use the foot brake except in an
haul road, if possible.
emergency.
• If the engine should stop on a slope, apply the
service brakes fully and stop the truck. Move the
Traveling In Reverse
directional control lever to PARK after the truck
Before operating the truck: has stopped.
• Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
Operating On Snow Or Ice
• Check for personnel near the truck. Be
particularly careful to check behind the truck. • When working on snowy or icy roads, there is
danger that the truck may slip to the side on even
• When necessary, designate a person to watch the slightest slope. Always travel slowly and
the area near the truck and signal the operator. avoid sudden starting, turning, or stopping in
This is particularly necessary when traveling in these conditions.
reverse.
• Be extremely careful when clearing snow. The
• When operating in areas that may be hazardous road shoulder and other objects are buried in the
or have poor visibility, designate a person to snow and cannot be seen.
direct work site traffic.
• Do not allow any one to enter the line of travel of
the truck. This rule must be strictly observed Avoid Damage To Dump Body
even with machines equipped with a back-up
horn or rear view mirror. Always be extremely cautious when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the truck.

Driving Near High Voltage Cables When Loading
Driving near high-voltage cables can cause electric • Make sure that the surrounding area is safe. Stop
shock. Always maintain safe distances between the the truck in the correct loading position, then load
truck and the electric cable as listed below. the body uniformly.
Voltage Minimum Safety Distance • Do not leave the operator's seat during the
6.6 kV 3m 10 ft. loading operation.
33.0 kV 4m 14 ft.
Parking The Truck
66.0 kV 5m 17 ft.
• Choose a flat, level surface to park the truck. If
154.0 kV 8m 27 ft. the truck has to be parked on a slope, put blocks
275.0 kV 10 m 33 ft. behind all the wheels to prevent truck movement.
• When parking on public roads, provide fences
The following actions are effective in preventing and signs, such as flags or lights, on the truck to
accidents while working near high voltages: warn pedestrians and other vehicles. Make sure
that the truck, flags or lights do not obstruct
• Wear shoes with rubber or leather soles. traffic.
• Use a signalman to give warning if the truck • Before leaving the truck, lower the dump body
approaches an electric cable. fully, move the directional control lever to PARK,
• If the work equipment touches an electric cable, stop the engine and lock everything. Always take
the operator should not leave the cab. the key with you.
• When performing operations near high voltage
cables, do not allow anyone to approach the
truck.
• Check with the electrical maintenance
department about the voltage of the cables Do not activate the wheel brake lock when the
before starting operations. parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
Working On Loose Ground
to roll away.
• Avoid operating the truck near cliffs, overhangs
and deep ditches. If these areas collapse, the Towing
truck could fall or tip over and result in serious
injury or death. Remember that ground surfaces • Improper towing methods may lead to serious
in these areas may be weakened after heavy rain personal injury and/or damage.
or blasting. • Use a towing device with ample strength for the
• Freshly laid soil and the soil near ditches is loose. weight of this truck.
It can collapse under the weight or vibration of • Never tow a truck on a slope.
the truck. Avoid these areas whenever possible.
• Inspect towing components, such as tow bars
When Dumping and couplings, for any signs of damage. Never
use damaged or worn components to tow a
• Before starting the dumping operation, make disabled vehicle.
sure that there are no persons or objects behind
the truck. • Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
• Stop the truck in the desired location. Check
again for persons or objects behind the truck. • When connecting a truck that is to be towed, do
Give the determined signal, then slowly operate not allow anyone to go between the tow vehicle
the dump body. If necessary, use blocks for the and the disabled vehicle.
wheels or position a flagman. • Set the coupling of the truck being towed in a
• When dumping on slopes, truck stability is poor straight line with the towing portion of the tow
and there is danger of tipping over. Always use truck, and secure it in position.
extreme care when performing such operations. • For towing methods, refer to Operating
• Never travel with the dump body raised. Instructions, Towing.

WORKING NEAR BATTERIES • Batteries generate hydrogen gas. Hydrogen gas
is very explosive and can easily be ignited with a
Battery Hazard Prevention small spark or flame.
• Battery electrolyte contains sulfuric acid, which • Before working with batteries, stop the engine
can quickly burn the skin and eat holes in and turn the key switch to the OFF position.
clothing. If you spill acid on yourself, immediately • Avoid short-circuiting the battery terminals
flush the area with water. through accidental contact with metallic objects,
• Battery acid can cause blindness if splashed into such as tools, across the terminals.
your eyes. If acid gets into your eyes, flush them • When removing or installing batteries, check
immediately with large quantities of water and which is the positive (+) terminal and the negative
see a doctor at once. (-) terminal.
• If you accidentally drink acid, drink a large • Tighten the battery terminals securely. Loose
quantity of water, milk, beaten eggs or vegetable terminals can generate sparks and lead to an
oil. Call a doctor or poison prevention center explosion.
immediately.
• Tighten battery caps securely.
• Always wear safety glasses or goggles when
working with batteries.

Jump Starting With Booster Cables Jump Starting With Receptacles
• Always wear safety glasses or goggles when • Always wear safety glasses or goggles when
starting the truck with booster cables. starting the machine with booster cables.
• When starting from another truck, do not allow • While jump starting with another machine, DO
the two trucks to touch. NOT allow the two machines to touch.
• Perform the operation with two people: one • Perform the operation with two people: one
person in the cab of the disabled machine, the person in the cab of the disabled machine, the
other person working with the jumper cables. other person working with the jumper cables.
• Ensure the parking brake is applied on both • Ensure the parking brake is applied on both
machines. machines.
• Ensure the size of the booster cables and clips • Inspect the cables and connectors for any
are suitable for the battery size. Inspect the damage or corrosion.
cables and connectors for any damage or
• Ensure the key switch and both battery
corrosion.
disconnect switches on the disabled machine are
• Ensure the key switch and both battery in the OFF position.
disconnect switches on the disabled machine are
• Connect the jumper cable to the receptacle on
in the OFF position.
the good machine to the receptacle on the
• Connect the batteries in parallel: positive to disabled machine.
positive and negative to negative.
• Allow time for the batteries to charge.
• Connect the positive (+) cable from the good
NOTE: The batteries will charge even with the
machine to the (+) on the disabled machine first.
Then connect the ground cable from the negative battery disconnect switches are in the OFF position.
(-) battery terminal on the good machine to the • If the batteries are low, DO NOT attempt starting
frame of the disabled machine, as far away as the machine with only one set of jumper cables
possible from the batteries. This will prevent a installed. Install the second set of jumper cables
spark from possibly starting a battery fire. in the same way as already described.
• If the batteries are low, DO NOT attempt starting • Turn the battery disconnect switches to the ON
the machine with only one set of jumper cables position and attempt starting.
installed. Install the second set of jumper cables
in the same way as already described. • For booster cable removal, disconnect the cables
from each machine.
• For booster cable removal, disconnect the
ground or negative (-) cable first, then the • If any tool touches between the positive (+)
(24VDC +) cable last. terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
• If any tool touches between the positive (+) battery.
terminal and the chassis, it will cause sparks.
Always be cautious when using tools near the
battery.

BEFORE PERFORMING MAINTENANCE Proper Tools
Only use tools that are suited to the task. Using
Stopping The Engine Before Service
damaged, low quality, faulty or makeshift tools could
• Before performing inspections or maintenance, cause personal injury.
stop the truck on firm flat ground, lower the dump
body, move the directional control lever to PARK,
and stop the engine.
• If the engine must be run during service, such as
when cleaning the radiator, the directional control
lever must be in PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand. Use of Tie-Off Anchor During Maintenance and
Repair
• When servicing the truck, do not to touch any
moving parts. Never wear loose clothing or While working at heights
jewelry. during assembly, mainte-
• Put wheel blocks under the wheels to prevent nance or repair of the
truck movement. haul truck, workers
should wear an appropri-
• When performing service with the dump body ate fall protection har-
raised, place the dump lever in the HOLD ness and attach it to a
position and apply the lock (if equipped). Install
tie-off anchor or tie-off
the body-up safety pins or cable securely.
point.
Warning Tag Komatsu anchor (58B-98-75190) is available for use
Starting the engine or operating the controls while with fall protection harnesses. Carefully read and
other personnel are performing maintenance on the understand the harness maker’s instructions before
truck can lead to serious injury and/or death. Always using any fall protection harness.
attach the warning tag to the control lever in the NOTE: The anchor must not be used for lifting.
operator's cab to alert others that you are working on
the truck. Attach additional warning tags around the
truck, if necessary.
These tags are available from your Komatsu
distributor. Warning tag part number: 09963-03001

Securing The Dump Body
To avoid serious personal injury or death, the

body retention sling must be installed whenever
personnel are required to perform maintenance
on the truck while the dump body in the raised
position.
The Komatsu body-up safety sling can only be
used with a Komatsu body. Non-OEM body may
not accommodate the Komatsu body-up safety
sling. The end user must ensure that a proper
cable/sling is used.
1. Raise the body to its maximum height.
2. Install two shackles (2, Figure 3-1) and body
retention sling (3) between rear body ear (1)
and the axle housing.
3. Secure the shackle pins with cotter pins.
4. Move the hoist lever to the FLOAT position to
slowly lower the body until the sling is
supporting the full weight of the body. Then FIGURE 3-1. BODY RETENTION SLING
move the hoist lever to the HOLD position. INSTALLATION
5. After service work is completed, reverse the 1. Rear Body Ear 3. Body Retention
installation steps to remove the sling. 2. Shackle & Pin Sling

WHILE PERFORMING MAINTENANCE Working Under The Truck
NOTE: Only authorized personnel should service • Always lower all movable work equipment to the
and repair the truck. ground or to their lowest position before
performing service or repairs under the truck.
Keep The Truck Clean • Always block the tires of the truck securely.
• Spilled oil, grease, scattered tools, etc., can • Never work under the truck if the truck is poorly
cause you to slip or trip. Always keep your truck supported.
clean and tidy.
• If water gets into the electrical system, there is
danger that the truck 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 Rotating Fan And Belts
control cabinet around the doors or vents. Do not Stay away from all rotating parts such as the radiator
allow any water to enter the cooling air inlet duct
fan and fan belts. Serious bodily injury may result
above the electrical control cabinet. If water
enters the control cabinet through any opening or from direct or indirect contact with rotating parts and
crevice, major damage to the electrical flying objects.
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 retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Waste Materials
• Never dump oil into a sewer system, river, etc.
• Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
• Obey appropriate laws and regulations when
Attachments disposing of harmful objects such as oil, fuel,
coolant, solvent, filters and batteries.
Place attachments that have been removed from the
truck in a safe place and manner to prevent them • The machine may be equipped with optional High
from falling. Intensity Discharge (HID) lighting lamps which
contain mercury. These lamps must be reused,
recycled or properly disposed of in accordance
with applicable local, state and federal laws.

Adding Fuel Or Oil Handling High Pressure Hoses
• Spilled fuel and oil may cause slipping. Always • Do not bend high pressure hoses or hit them with
clean up spills immediately. hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during
• Always add fuel and oil in a well-ventilated area. use.
• When refueling, stop the engine and do not • Always repair any loose or broken hoses. If fuel
smoke.
or oil leaks, it may result in a fire.
• Tighten the cap of the fuel and oil fillers securely.
Precautions With High Pressure Oil
• Never use fuel to wash parts.
• Work equipment circuits are always under
Radiator Coolant Level pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
If it is necessary to add coolant to the radiator, stop releasing the internal pressure.
the engine and allow the engine and radiator to cool
down before adding the coolant. Depress the • Small, high-pressure pin hole leaks are extremely
pressure release button on the cap to vent cooling dangerous. The jet of high-pressure oil can
pierce the skin and eyes. Always wear safety
system pressure. Slowly loosen the cap to relieve
glasses and thick gloves. Use a piece of
any remaining pressure. 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.
Use Of Lighting
When checking fuel, oil, coolant or battery electrolyte, Performing Maintenance Near High Temperature
always use lighting with anti-explosion specifications. Or High Pressure
If such lighting equipment is not used, there is danger
of an explosion. Immediately after stopping operation, engine coolant
and operating oils are at high temperature and under
high pressure. If the cap is removed, the oil or water
is drained, or the filters are replaced under these
conditions, 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
as outlined in the shop manual.
Precautions With The Battery

When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.

TIRES Tire Maintenance
If the proper procedure for performing maintenance
Handling Tires
or replacement of the wheel or tire is not used, the
Rim and tire maintenance can be hazardous unless the wheel or tire may burst, causing damage, serious
correct procedures are followed by trained personnel. injury, or even death. When performing such mainte-
Improperly maintained or inflated tires can overheat nance, consult your authorized regional Komatsu dis-
and burst due to excessive pressure. Improper inflation tributor, or the tire manufacturer.
can also result in cuts in the tire caused by sharp
Refer to the Society of Automotive Engineers (SAE),
stones. Both of these conditions can lead to tire dam-
SAE J1337, Off-Road Rim Maintenance Procedures
age, serious personal injury, or even death. To safely
and Service Precautions, Section 4.2 for additional
maintain a tire, adhere to the following conditions:
information on demounting the tires and rim assem-
• Before a tire is removed from a vehicle for tire blies. Also, refer to Section 4.4 of SAE J1337 for
repair, the valve core must be partially removed assembly and inflation recommendations.
to allow deflation, and then the tire/rim assembly
can be removed. During deflation, persons must The U.S. Department of Labor Mine Safety and Health
stand outside of the potential trajectory of the Administration (MSHA) addresses tire repairs in its Title
locking ring of a multi-piece wheel rim. 30 Code of Federal Regulations, 30 CFR 57.14104.
• After the tire/rim assembly is installed on the
vehicle, inflate the tires to their specified
pressure. Abnormal heat is generated,
particularly when the inflation pressure is too low.
DO NOT stand in front of a rim and locking ring
NOTE: To prevent injury from the wheel rims during when inflating a tire mounted on the machine.
tire inflation, use one of the following: Observers must not be permitted in the area.
• A wheel cage or other restraining device that will DO NOT weld or heat the rim assembly with the tire
constrain all wheel rim components during an mounted on the rim. Resulting gases inside the tire
explosive separation of a multi-piece wheel rim, may ignite, causing explosion of the tire and rim.
or during the sudden release of air.
• A stand-off inflation device which permits a Storing Tires After Removal
person to stand outside of the potential trajectory
• As a basic rule, store the tires in a warehouse in
of the wheel components.
which unauthorized persons cannot enter. If the
• Use the specified tires. tires are stored outside, always erect a fence
around the tires and put up “No Entry” signs and
The tire inflation pressure and permissible speeds, other warning signs that even young children can
given in this manual, are general values. The actual understand.
values may differ, depending on the type of tire and
the specific operating conditions. For details, please • Stand the tire on level ground and block it
consult the tire manufacturer. securely so that it cannot roll or fall over.
• If the tire falls over, flee the area quickly. The tires
When the tires become overheated, a flammable gas
for dump trucks are extremely heavy. Never
is produced inside the tire which can ignite. It is par- attempt to hold or support the tire. Attempting to
ticularly dangerous if the tires become overheated hold or support a tire may lead to serious injury.
while the tires are pressurized. If the gas generated
inside the tire ignites, the internal pressure will sud-
denly rise, and the tire will explode, resulting in dan-
ger and/or death to personnel in the area. Explosions
differ from punctures or tire bursts because the
destructive force of the explosion is extremely large.
Therefore, the following operations are strictly pro-
hibited when the tire is pressurized:
• Welding the rim • Mounted tires stored as spares must be inflated
• Welding near the wheel or tire. to the minimum inflation pressure necessary to
keep the tire beads properly seated. Maximum
• Smoking or creating open inflation pressure of the stored tire must not
flames exceed 15% of the tire’s cold inflation pressure.

WHEN REPAIRS ARE NECESSARY
NOTE: Only qualified maintenance personnel who • Always fasten the welding machine ground (-)
understand the systems being repaired should lead to the piece being welded. The grounding
attempt repairs. clamp must be attached as near as possible to
the weld area. Never allow welding current to
• Many components on the Komatsu truck are pass through ball bearings, roller bearings,
large and heavy. Ensure that lifting equipment - suspensions or hydraulic cylinders. Always avoid
hoists, slings, chains, and lifting eyes - are of laying welding cables over or near the vehicle
adequate capacity to handle the lift. electrical harnesses. Welding voltage could be
• Do not work under a suspended load. Do not induced into the electrical harness and possibly
work under a raised body unless body safety cause damage to components.
cables, props or pins are in place to hold the • If the truck must be towed, use a rigid tow bar.
body in up position. Check the truck frame for a decal recommending
• Do not repair or service the truck while the engine special towing precautions. Also refer to
is running, except when adjustments can only be Operating Instructions - Section 30, Towing.
made under such conditions. Keep a safe • Drain, clean, and ventilate fuel tanks and
distance from moving parts. hydraulic tanks before making any welding
• When servicing any air conditioning system with repairs.
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Follow all
current regulations for handling and recycling
refrigerants.
• Follow package directions carefully when using
cleaning solvents. Any operating fluid, such as hydraulic oil,
escaping under pressure can have sufficient
• If an auxiliary battery assist is needed, first use
force to enter a person's body by penetrating the
one cable to connect the 24V positive (+) post of
the disabled truck batteries to the 24V positive skin. Serious injury and possibly death may
(+) post of the auxiliary assist. Use a second result if proper medical treatment by a physician
cable to connect the 24V negative (-) post of the familiar with this injury is not received
auxiliary assist battery to a frame ground (-) on immediately.
the disabled truck away from the battery.
• Relieve pressure in lines or hoses before making
• Always disconnect the positive and negative any disconnects.
battery cables of the vehicle before doing any
• After adjustments or repairs, replace all shields,
welding on the unit. Failure to do so may
screens and clamps.
seriously damage the battery and electrical
equipment. Disconnect the battery charging • Only a qualified operator or maintenance
alternator lead wire and isolate the electronic personnel who are also qualified in truck
control components before making welding operation should move the truck under its own
repairs. (It is not necessary to disconnect or power in the repair facility or during road testing
remove any control circuit cards on electric drive after repairs are complete.
dump trucks or any of the AID circuit control
cards.)

SPECIAL PRECAUTIONS FOR WORKING Engine Shutdown Procedure Before Welding or
ON AC DRIVE TRUCKS Performing Maintenance
Normal operation of the AC drive system at shutdown
Preliminary Procedures Before Welding
should leave the system safe to service. However, in
or Performing Maintenance
the event of a system failure, performing the following
Before welding or repairing an AC drive truck, procedure before any maintenance activities will
maintenance personnel should notify a Komatsu ensure that no hazardous voltages are present in the
service representative. Only qualified personnel, AC drive system.
specifically trained for servicing the AC drive system,
1. Before shutting down the engine, verify the
should perform this service.
status of all the drive system warning lights on
If it is necessary to perform welding or repair to the the overhead display panel. Use the lamp test
truck without the field engineer present, the following switch to verify that all lamps are functioning
procedures must be followed to ensure that the truck properly.
is safe for maintenance personnel to work on and to If any of the red drive system warning lights
reduce the chance for damage to equipment. remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarding grid cabinet without a trained drive
system technician present, even if the engine is
off. Only qualified personnel, specifically trained
for servicing the AC drive system, should
perform this service.
Anytime the engine is running, do not open any
of the cabinet doors or remove any covers. Do 2. If all red drive system warning lights are off,
not use any of the power cables for hand holds or follow the “Normal Engine Shutdown
foot steps. Do not touch the retarding grid Procedure” later in this chapter.
elements. 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, it is safe to work on the retarding
grids, wheel motors, alternator and related
power cables.
Before opening any cabinets or touching a
retarding grid element or a power cable, the 4. Locate the GF cut-out switch in the access
engine must be shutdown and the red drive panel on the left side of the main control
system warning lights must not be illuminated. cabinet. 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. Before welding on the truck, disconnect all 11. If the red lights on the exterior of the control
electrical harnesses from the Engine Control cabinet and/or the back wall of the operator's
System (ECS) inside the electrical cabinet cab continue to be illuminated after following
behind the operator's cab. Also, disconnect the the above procedure, a fault has occurred.
ground strap from the ECS. Leave all cabinet doors in place. Do not touch
6. Do not weld on the rear of the control the retarding grid elements. Do not disconnect
cabinet! The metal panels on the back of the any power cables or use them as hand or foot
cabinet are part of capacitors and cannot be holds.
heated. Notify your Komatsu service representative
immediately. Only qualified personnel,
7. Do not weld on the retarding grid exhaust
specifically trained for servicing the AC drive
louvers! They are made of stainless steel.
system, should perform this service.
Some power cable panels throughout the truck
are also made of aluminum or stainless steel. 12. Replace all covers and doors. Place the GF
They must be repaired with the same material cutout switch and battery disconnect switches
or the power cables may be damaged. in their original positions. Reconnect all
8. Power cables must be cleated in wood or other harnesses prior to starting the truck.
non-ferrous materials. Do not repair cable Leave the drive system in the rest mode until
cleats by encircling the power cables with metal the truck is to be moved.
clamps or hardware. Always inspect power
cable insulation before servicing the cables and
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 volt-
age could be induced into the electrical harness
and cause damage to components.
Before doing any welding on the truck, discon-
nect the battery charging alternator lead wire
and isolate electronic control components.
Also, always disconnect the negative and posi-
tive battery cables of the vehicle. Failure to do
so may seriously damage the battery and elec-
trical equipment.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions or
hydraulic cylinders.

CAPACITOR DISCHARGE SYSTEM
The control cabinets are equipped with two capacitor • Personal Protective Equipment (PPE) for working
charge lights, one on the exterior of the cabinet and with 2000 VDC meter
one in the interior. The capacitor charge lights, when (safety shoes, high voltage gloves, and safety
off, indicate to service personnel that the drive sys- glasses)
tem is safe to work on. Certain drive system failures, • Multimeter for ground resistance measurement
however, can result in a condition where one or more
• Grounding stick pair (Figure 3-3)
capacitors can remain in a charged state even (Komatsu p/n PC3299)
though the capacitor charge lights are off. (HVR Advanced Power Components MAS-
Because a danger can still exist with the capacitor 000039 Ground Stick Pair or equivalent)
charge lights off, it is necessary to adhere to the fol-
lowing instructions before touching or servicing drive
system components. Only authorized service person-
nel are allowed to service the drive system.
Refer to the shop manual for rules when servicing
the drive system. Adhere to the proper procedures
for disabling the drive system.
Necessary Tools
• 2000 VDC meter (Figure 3-2)

(Komatsu p/n PC3186)
(Bierer RCDC 1000 or equivalent)
FIGURE 3-3. GROUNDING STICKS (PC3299)
FIGURE 3-2. VOLT METER (PC3186)

Warnings And Cautions
All applicable local mine, government, and industry
rules for working with high voltage must be followed.
Required personal protective equipment, including
but not limited to safety shoes, high voltage gloves,
Hazardous voltages are present in this equip-
and safety glasses must be worn.
ment. Avoid touching any energized equipment
Safety cautions and warnings appear throughout the when the door to the low voltage area is open.
instructions. WARNING indicates the potential for
personal injury and CAUTION indicates the potential Failure to do so may result in personal injury and
for equipment damage. Read the following warnings equipment damage.
prior to working on this drive system.

ment. Ensure that the Control Power Switch Hazardous voltages may be present in this equip-
(CPS) is in the OFF position and that the Genera- ment even if the engine and capacitor charge
tor Field Contactor (GFCO) switch is in the CUT- lights are off.
OUT position before attempting any work on the
drive system components. Check that Capacitor Use measurement and protective equipment
Charge Lights (CCL’s) are not illuminated. rated for 2000 VDC minimum to verify that no
voltage is present before touching any terminal.
Use measurement and protective equipment
rated for 2000 VDC minimum to verify that no Verify functionality of the measurement equip-
voltage is present before touching any terminal. ment using site-approved procedures both
before and after performing control group mea-
Verify functionality of the measurement equip- surements.
ment using site-approved procedures both
before and after performing control group mea- Failure to observe these precautions may result
surements. in death or serious personal injury.
Failure to observe these precautions may result
in death or serious personal injury.
Verify that the Capacitor Charge Light (CCL) Voltages in excess of 1500 VDC may be present.
above the high voltage contactor area is not illu- Any measurement and/or protective equipment
minated before opening the doors to the high used must be rated at 2000 VDC minimum.
voltage area or the high voltage contactor area.
Verify functionality of the measurement equip-
Use measurement and protective equipment ment using site-approved procedures both
rated for 2000 VDC minimum to verify that no before and after performing control group mea-
voltage is present before touching any terminal. surements.
Verify functionality of the measurement equip- Failure to observe these precautions may result
ment using site-approved procedures both in death or serious personal injury.
surements.


Manual DC Link Capacitor Discharge Procedure
Follow any and all local and site specific procedures
and requirements for working on off-highway mining
equipment.
Verify that:
• The engine is off and the parking brake is on.
FIGURE 3-4. INFORMATION DISPLAY PANEL
• The generator field is cut out via GF cutout switch
(2, Figure 3-4) in the low voltage area of the 1. Control Power Switch 3. Capacitor Charge
control cabinet. 2. GF Cutout Switch Light
1. Apply control power for a minimum of 30 sec-

onds. Then, turn off control power using control
power switch (1) on the switch panel.
In most control cabinets, RP2 is the normal dis-
charge path. In groups containing an RP3 contactor,
With control power on, an RP contactor closes
RP2 and RP3 are alternated as the normal discharge
and discharges the DC link through the
path. Refer to Figure 3-5.
retarding grids in less than 10 seconds.
FIGURE 3-5. DISCHARGE PATHS

2. Observe both capacitor charge lights (CCL1,
CCL2). CCL1 is on the outside of the contactor
box. CCL2 is on the switch panel inside the low
voltage area. The lights will stay illuminated as
long as the voltage on the DC link is greater
than 50 VDC. Refer to Figure 3-6. Verify functionality of the measurement equip-
surements.

Hazardous voltages may be present in this equip- in death or serious personal injury.
ment even if the engine and capacitor charge
lights are off.

rated for 2000 VDC minimum to verify that no
FIGURE 3-6. CAPACITOR CHARGE LIGHTS

1. Exterior Capacitor Charge Light (CCL2) 3. Information Display Panel
2. Interior Capacitor Charge Light (CCL1) 4. DC Link Capacitors

Failure of the Discharge System 1. Open the high voltage area doors.
If the capacitor charge lights remain illuminated, a 2. With a suitable high voltage meter rated for at
failure of the normal (fast) capacitor discharge sys- least 2000 VDC, such as PC3186 or equivalent,
tem (RP discharge path) has likely occurred. The plus suitable protective equipment, measure the
slow discharge resistors that are hard wired across voltage across each of the DC link capacitors.
the DC link should then discharge the capacitors. Place one meter lead on the positive (+) capaci-
The slow discharge resistors will discharge the DC tor terminal, and the other meter lead on the
link to less than 1 VDC in under 7.5 minutes. If after negative (-) capacitor terminal, and observe the
7.5 minutes, the capacitor charge lights are still illu- voltage. See Figure 3-7 and Figure 3-8. If the
minated, it must be assumed that the automatic dis- voltage is less than 1.0 V the capacitor is suffi-
charge system is not working and that high voltage is ciently discharged. Repeat on all DC Link
present in the high voltage area. capacitors. If the voltage of any capacitor is
above 1.0 V, manually discharge the capacitor
as described in “Manual Discharge of Capaci-
tors”.
FIGURE 3-7. DC METER ON CAPACITOR
FIGURE 3-8. CAPACITOR TERMINAL POLARITY

Manual Discharge of Capacitors 3. Discharge the relevant capacitors. Open the
door(s) and place one grounding stick on one of
If the voltage is greater than 1V on any of the capaci-
the positive (+) capacitor terminals and the
tors, the capacitor must be manually discharged.
other on the diagonally located negative (-) ter-
With a suitable capacitor discharge device, such as
minal. Refer to Figure 3-8 and Figure 3-10.
ground stick pair (PC3299), discharge the capacitors
Attempt to minimize the time between applica-
where needed per the following instructions:
tion of the positive stick and the negative stick
1. With the control cabinet high voltage compart- so that the current flow will be positive to nega-
ment doors closed, connect the ground stick tive rather than either to ground. Leave sticks in
pair ground lead to ground. The most conve- place until capacitors are discharged. Refer to
nient location is the middle top bolt that Figure 3-10.
attaches the door center post to the control cab-
NOTE: On the capacitors located behind the door
inet frame.
post, it is difficult to access diagonal terminals on the
2. Verify the ground connection and ground stick same capacitor. If using adjacent terminals, use care
resistance levels. Measure the resistance to keep the tips separated while discharging or else
between each individual ground stick tip to use a positive terminal on one capacitor and negative
either the GND1 or GND2 ground block in the terminal of the adjacent capacitor on the same bus
low voltage compartment of the control cabinet bar.
using a multimeter (Figure 3-9). Ensure that the
resistance is within the manufacturer’s specifi- For PC3299 grounding sticks, the discharge times
cations for the ground sticks. from 2000 volts are:
• 15 seconds (maximum) for 2 capacitors
For PC3299 grounding sticks, the valid range is
80 to 125 ohms per stick. • 75 seconds (maximum) for 10 capacitors

ment. Avoid touching any energized equipment
when the door to the low voltage area is open.
Failure to do so may result in personal injury and
equipment damage.
FIGURE 3-9. GROUNDING STICK LEAD CONNECTION AND CHECK

4. Measure voltage on all capacitors as described
in “Failure of the Discharge System”. Discharge
any capacitors that show voltage.
5. If all capacitors read discharged, verify that the
meter is functioning correctly using site-
Voltages in excess of 1500 VDC may be present.
approved procedures. If so, proceed to “Short
Any measurement and/or protective equipment
Isolated Capacitor Terminals”.
used must be rated at 2000 VDC minimum.

surements.

FIGURE 3-10. APPLICATION OF GROUNDING STICKS TO

CAPACITOR TERMINALS

Short Isolated Capacitor Terminals Any capacitor that is isolated from the DC link and
confirmed discharged must have its terminals electri-
cally shorted together to prevent static charge build
up. Use bare wire to jumper all four terminals on the
capacitor. See Figure 3-11. Proceed to troubleshoot
and repair the control group to restore it to original
Hazardous voltages may be present in this equip- functionality.
ment even if the engine and capacitor charge
lights are off.

rated for 2000 VDC minimum to verify that no

surements.

FIGURE 3-11. JUMPER ALL TERMINALS ON

ISOLATED CAPACITOR

OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made before
attempting to start the engine.
High voltage may be present on this truck! DO
Safety is thinking ahead. Prevention is the best safety NOT open any electrical cabinet doors on this
program. Prevent a potential accident by knowing the truck while the engine is running. Never climb on
employer's safety requirements, all necessary job site any power cables or use power cables for
regulations, and use and care of the safety handholds or footholds unless the engine has
equipment on the truck. Only qualified operators or been shut down and the system has been verified
technicians should attempt to operate or maintain a to be at “rest”.
Komatsu truck.
1. Start at left front of truck. Visually inspect all
Safe practices start before the operator gets to the lights and safety equipment for damage. Make
equipment. sure that the lenses are clean and unbroken.
• Wear the proper clothing. Loose fitting clothing, 2. Move in front of the left front tire. Inspect the
unbuttoned sleeves and jackets, jewelry, etc., hub and brake assemblies for leaks and any
can catch on a protrusion and cause a potential abnormal conditions.
hazard. 3. Make sure that all suspension mounting hard-
• Always use the personal safety equipment ware is secure. Inspect the mounting key area
provided for the operator such as hard hats, for evidence of wear. Make sure that the sus-
safety shoes, safety glasses or goggles. There pension extension (exposed piston rod) is cor-
are some conditions when protective hearing rect and that there are no leaks.
devices should also be worn for operator safety. 4. Make sure that the anchor end of the steering
• When walking to and from the truck, maintain a cylinder is secure and properly greased.
safe distance from all machines, even if the 5. With the engine stopped, check the engine oil
operator is visible. level. Use the service light, if necessary.
6. Inspect the air conditioner belts for correct ten-
WALK AROUND INSPECTION
sion, obvious wear, and tracking. Make sure
At the beginning of each shift, a careful walk around that the fan guard is secure and in good condi-
inspection should be performed before attempting to tion. When leaving this point, turn off the service
start the engine. A walk around inspection is a light if used.
systematic ground level inspection of the truck and its
7. Move outside of the front wheel. Make sure that
components to ensure that the truck is safe to
all of the mounting nuts/studs are in place and
operate before entering the operator's cab.
tight. Check the tires for cuts, damage, or
Start at the left front corner of the truck (see the bubbles. Check for evidence of incorrect tire
illustration on the next page) and move in a inflation.
counterclockwise direction. Move front-to-rear,
8. Move in behind the front wheel. Make sure that
across the rear, and continue forward up the opposite
the steering cylinder is properly greased and
side of the truck to the original starting point.
the mounting hardware is tight. Check the
If these steps are performed in sequence and are suspension mounting hardware and suspension
repeated from the same point and in the same extension. Make sure that the suspension
direction before every shift, many potential problems protective boot is in good condition. Inspect the
may be avoided or scheduled for maintenance. hub and brakes for any unusual conditions.
Unscheduled downtime and loss of production can be Check the entire area for leaks.
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 routine.

START HERE

13. Move around the left side dual tires. Make sure
FIGURE 3-12. TOP VIEW that all wheel nuts/studs are in place and tight.
Inspect the wheel for any oil that would indicate
1. Operator Cab brake leakage or wheel motor leakage.
2. Auto Lubrication
3. Radiator Check the dual tires for cuts, damage, and bub-
4. Reserve Oil System bles. Verify that tire inflation is correct. If the
5. Engine truck has been run on a “flat”, the tire must be
6. Fuel Filters cooled before moving the truck inside. Check
7. Suspension for any rocks that might be lodged between the
8. Wet Disc Brake dual tires.
9. Brake Accumulators 14. Inspect the left rear suspension for damage,
10. Hoist Filters correct rod exposure, and leaks. Ensure that
11. Steering Filter the covers over the chrome piston rod are in
12. Fuel Tank good condition.
13. Hoist Cylinder
15. Open the rear axle hatch. Inspect for leaks
14. Rear Axle Housing
around the parking brakes. Make sure the
15. Wet Disc Brake
cooling air exhaust ductwork is intact and there
16. Wheel Motor Transmission
are no obstructions.
17. Rear Tires
18. Rear Suspension 16. While standing at the rear axle hatch, look up to
19. Rear Axle Hatch check that the rear lights and backup alarms are
20. AC Electric Motor in good condition. Look up at the panhard rod to
21. Hydraulic Tank check that it is properly greased. Also check
22. Steering Pump both body hinge pins for proper greasing and
23. Hoist Pump any abnormal condition. Check the hoist limit
24. Steering Accumulators switch and clear any mud or debris from the
25. Alternator contacts.
17. Perform the same inspections on the right rear
suspension.
18. Move around the right side dual tires. Inspect
between the tires for rocks. Inspect the tires for
9. Inspect the sight glass on the hydraulic tank. cuts, damage and proper inflation.
With the engine stopped and the body down, 19. Make sure that all wheel nuts/studs are in place
the hydraulic oil level must be visible in the cen- and tight. Inspect the wheel for any oil that
ter of the upper sight glass. would indicate brake leakage or wheel motor
10. Verify that all hydraulic tank shut-off valves are leakage.
locked in their fully open positions. 20. Move in front of right dual tires. Inspect the hoist
11. Move around the hydraulic tank and in front of cylinder in the same manner as the left side.
the rear dual tires. Inspect the hoist cylinder for Make sure the body-up limit switch is secure
any damage and leaks. Make sure that both and in good condition. Remove any mud or dirt
upper and lower hoist cylinder pins are secure accumulation from the switch.
and properly greased. 21. Move around the fuel tank. Make sure that the
12. Look under the lower edge of the chassis to fuel gauge agrees with the fuel gauge in the
make sure that the flexible duct that carries the cab. Inspect the mounting hardware for the fuel
air from the main blower to the final drive tank at the upper saddles and at the lower back
housing is in good condition. Also, look up at side of the tank. Check the hoist filters for leaks.
the main hydraulic pumps to see if there is any
leakage or any other unusual condition with the
pumps or pump drive shafts.

22. Move in behind the right front wheel. Make sure
that the steering cylinder is properly greased
and the mounting hardware is secure. Check
the suspension mounting hardware and
suspension extension. Make sure that the
suspension protective boot is in good condition. If the engine has been running, allow the coolant
Inspect the hub and brakes for any unusual to cool before removing the fill cap or draining
conditions. Check the entire area for leaks. the radiator. Serious burns may result if skin
comes in contact with hot coolant.
23. Move out and around the right front wheel.
Make sure that all wheel nuts/studs are in place 29. Use the coolant level sight gauge to check the
and tight. coolant level in the radiator. If it is necessary to
remove the radiator cap, make sure that the
24. Move behind the front of the right front wheel. engine is off, then relieve the coolant pressure
Check the hub and brakes for leaks and any by slowly removing the radiator cap.
unusual conditions. Make sure that the steering
cylinder is secure and properly greased. Inspect 30. Inspect the retarding grid covers. Make sure
the engine compartment for any leaks and that the latches are in place and secure. Inspect
unusual conditions. Inspect the fan guard and the main air inlet to ensure that it is clear. Make
belts. Check for any debris behind the radiator. sure that all cabinet door latches are secure.
25. Inspect the auto lube system. See Section P3, 31. Move around to the rear of the cab. Open the
Automatic Lubrication System, for more doors of the brake cabinet and check inside the
information about the auto lube system. cabinet for leaks.
26. As you move in front of the radiator, remove any 32. Clean the cab windows and mirrors. Clean out
debris that is stuck in front of the radiator. the cab floor, if necessary. Make sure that the
Check for any coolant leaks. Inspect the steering wheel, operator controls, and pedals
headlights and fog lights. are free of any grease or mud.
27. Before climbing the ladder to the first level, 33. Stow any personal gear in the cab so that it
make sure that the ground level engine does not interfere with any operation of the
shutdown switch is ON. Inspect the fire control truck. Dirt or trash buildup, specifically in the
actuator. Make sure that the safety pin and the operator's cab, should be cleared. Do not carry
plastic tie that prevents accidental actuation are tools or supplies in the cab or on the deck.
in place and in good condition. Make sure that 34. Adjust the seat and the steering wheel for the
the battery disconnect switches are activated. most operator comfort.
28. Always use handrails and ladders when 35. Before operating the truck, read about and
mounting or dismounting the truck. Clean any understand the locations and functions of all
foreign material such as ice, snow, oil or mud operator controls listed in Section N5, Operator
from the ladders and handrails. Cab Controls.

ENGINE START-UP
Do not crank an electric starter for more than 30

Never attempt to start the engine by shorting seconds. Allow two minutes for cooling before
across the starter terminals. This may cause fire, attempting to start the engine again. Severe
or serious injury or death to anyone in the damage to the starter motors can result from
machine’s path. Start the engine from the overheating.
operator’s seat only. 5. The key switch is a four-position switch (ACC,
If the truck is equipped with an auxiliary cold OFF, RUN, START). The ACC position is not
weather heater system, do not attempt to start currently used.
the engine while the heaters are in operation. a. Turn the key switch one position clockwise to
Damage to the coolant heaters will result! the RUN (not START) position. All electrical
circuits except the start circuit are activated.
b. Turn the key switch fully clockwise to the
START position and hold this position until
the engine starts. The START position is
spring-loaded and will return the switch to
the RUN position when the key is released.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
6. After the engine has started, place the rest
switch in the OFF position to deactivate the rest
mode. Refer to Section N5, Operator Cab And
Controls for more information on the rest switch.
1. Make sure that all personnel are clear of the

truck before starting the engine. Always sound
the horn as a warning before moving any
controls.
2. If the truck is in an enclosure, make sure that
there is adequate ventilation before start-up.
Exhaust fumes are dangerous!
3. Make sure that the directional control lever is in
PARK before starting.
4. Place the rest switch in the ON position to put
drive system in rest mode. For more
information, refer to Section N5, Operator Cab
And Controls.

AFTER ENGINE HAS STARTED PRE-SHIFT BRAKE CHECK
(if equipped)
NOTE: Komatsu recommends that operators perform
static brake tests to verify that the braking systems
are adequate at the beginning of each shift before
operating the truck.
Do not leave the truck unattended while the The static brake test allows the operator to check the
engine is running. Move the directional control service brake, parking brake and the dynamic
lever to PARK and turn off the engine before retarder. The purpose of these tests is to verify the
leaving the truck. functionality of the service brake, parking brake and
Become thoroughly familiar with the steering, braking retarder systems at the time they are tested.
and emergency controls. After performing each test, it is the operator’s respon-
1. After the engine has been started and the low sibility to determine if the truck passed each test and
pressure warning systems are normal, test the if the truck is safe for operation.
steering by turning the steering wheel fully to The order of performing the brake tests, (service
the left and right. brake, parking brake or retard system) does not mat-
If the steering system is not operating properly, ter. Each brake test is a separate test, where one
turn the engine immediately. Determine the brake system or all three can be tested at any time.
steering system problem and have it repaired
before resuming operation. If an operator has questions during brake testing,
refer to the drive system Diagnostic Information Dis-
2. Operate each of the truck's brake circuits at play (DID) panel, located on the back wall of the cab
least twice before operating and moving the for guidance.
truck. These circuits include the service brake,
parking brake, and brake lock. With the engine
running and the hydraulic circuit fully charged,
activate each circuit individually from the
operator's cab.
If any application or release of any brake circuit If the truck fails any brake test, notify mainte-
appears sluggish or improper, or if warning nance personnel immediately. Do not resume
alarms are activated, turn off the engine and operation unless the truck passes all brake tests.
notify maintenance personnel immediately. Do
not operate the truck until the faulty brake circuit
is fully operational.
3. Check the gauges, warning lights, and Events
instruments before moving the truck to ensure The following events have been added to the drive
proper system operation and proper instrument system software to support the brake test feature.
functioning. Pay special attention to the braking
and steering hydraulic circuit warning lights. If • 645-1 Service Brake test Performed
warning lights come on, turn off the engine • 645-2 Parking Brake Test Performed
immediately and determine the cause.
• 645-3 Retard Test Performed
4. Make sure that the headlights, work lights, and
• 645-4 Brake Test Switch stuck closed
taillights are in proper working order. Check the
operation of windshield wiper. Good visibility
may help prevent an accident.
The Events Log will record when and which brake
tests have been performed.

OPERATION If the brake check light does not illuminate immedi-
ately after pressing the brake test switch, there is
The static brake test utilizes a momentary switch and
most likely a problem with the setup. Refer to the
a check light located in the overhead display panel.
setup conditions and take action to prepare the truck
for a brake test.
Brake Test Switch

The brake test switch is used to If there is a problem with the truck setup, the DID
initiate a brake test. Press on the panel will display the problem.
momentary switch to enter the For example if the engine is off:
brake test mode. If certain condi-
tions are met, the operator can ERROR Entering Brake Test
enter a brake test sequence. Engine not running
If the Truck is loaded:

ERROR Entering Brake Test
Truck is NOT Empty
Brake Check Light If all of the conditions are correct, except the brakes
The amber light is used to indi- are not set correctly, an error message will be dis-
cate when the truck is in the played. For example, if the service brake and parking
brake test mode. When illumi- brake are both applied together:
nated, a brake test is ready. ERROR Entering Brake Test
When flashing, the brake test is Set Brakes for Test
at the validation point, or the
retard system test is finished.
Brake Test Exit Criteria
Description Numerous conditions can occur which may interrupt

a brake test, including the following:
The operator can choose which brake test to per-
form, and will set the truck controls based on the set- • Any of the setup conditions becoming false
tings in Table 1. The drive system will detect the • Drive system fault which restricts the LINK or
position of the directional control lever, and will pre- Propel mode
pare for the appropriate test. The operator will then
• Truck Speed greater than 3.2 kph (2.0 mph)
press the brake test switch.
• Drive system at torque level for more than 30
If the brake check light is illuminated solid after seconds
pressing the brake test switch, the system is in brake
test mode and is ready for the chosen test to be initi- • Brake test requested, but not initiated by the
ated by the operator. After testing, the operator will operator within 60 seconds after pressing the
brake test switch
then determine if the truck passed the brake tests,
and if it is safe for operation.
Table 1: BRAKE TEST SETTINGS

Wheel Brake Service Brake Directional
Test Type Lock Pedal Control Lever
Service Brake OFF FULLY APPLIED NEUTRAL
Parking Brake OFF RELEASED PARK
Retard Test OFF RELEASED PARK

PERFORMING THE BRAKE TESTS Service Brake Test
Setup 1. Firmly depress the service brake pedal.

2. Place the directional control lever in the NEU-
Before performing any brake test, the following con- TRAL position. Ensure the wheel brake lock
ditions must be met: switch is OFF.
• Dump body empty 3. Press the brake test switch and wait for the
brake check light to be on solid.
NOTE: The drive system will not enter any brake test
if the truck is loaded. 4. Fully depress the service brake pedal. Ensure
full brake application is reached. Failure to
• Truck located outside on a flat area, where truck reach full brake application will affect the ser-
movement is allowed. vice brake test results.
5. The DID panel will display:
Service Brake Test READY
Press Accel Pedal to Start
6. With the service brake pedal still fully applied,

Ensure the area around the truck is free of per- fully depress the accelerator pedal. The drive
sonnel and objects. Some truck movement could system controller will enter propel mode and
occur during brake testing. generate torque up to the service brake limit.
Maintain full service brake pressure during the
The drive system is unable to determine if the test.
truck is on a hill or in a parking ditch. Testing
during these conditions will affect test results. NOTE: The drive system can only detect if the
service brakes are applied. It can not detect the
percentage of application. It is up to the operator to
Before performing any brake test, the truck must be press hard enough on the service brake pedal to
in the following state: achieve a full brake application.
• Engine on (low idle)

• Drive system ready (Ready Mode) 7. The DID panel will display:
• Dump body down Service Brake Test ACTIVE

Check Truck Movement when Light Flashes
• No drive system warning lights ON
(Can not be in LIMP mode.) 8. Once torque has reached the limit for the ser-
• Zero ground speed vice brake test, the brake check light will begin
to flash. This is the indication for the operator to
make a determination as to the status of the
service brake system.
• If the truck did not move:
The service brake system passed the test.
• If the truck moved during the test:
The service brake system failed the test.

9. Release the accelerator pedal and the torque Parking Brake Test
will be reduced, the test will stop and the brake 1. Place the directional control lever in the PARK
check light will turn off. position.
10. Place the directional control lever in the PARK 2. Press the brake test switch and wait for the
position. Release the service brake pedal. brake check light to be on solid.
11. If the truck failed the service brake test, notify 3. The DID panel will display:
maintenance personnel immediately.
Parking Brake or Retard Test READY
Press Accel or Retard Pedal to Start
4. Fully depress the accelerator pedal. The drive

system controller will enter propel mode and
generate torque up to the park brake limit.
If the truck fails the service brake test, notify 5. The DID panel will display:
maintenance personnel immediately. Do not
Park Brake Test ACTIVE
resume operation unless the truck passes all
Check Truck Movement when Light Flashes
brake tests.
6. Once the torque has reached the limit for the
parking brake test, the brake check light will
NOTE: If the operator partially or fully releases the
begin to flash. This is the indication for the oper-
accelerator pedal during the test, torque will be
ator to make a determination as to the status of
reduced and the brake check light will go back on
the parking brake system.
solid when torque falls below the test set point. The
operator can re-apply the accelerator pedal to • If the truck did not move:
increase torque and the brake check light will again The park brake system passed the test.
flash when the torque is at the test limit. • If the truck moved during the test:
The park brake test has failed. Release the
accelerator pedal. If the truck starts to roll, apply
If the test exits abnormally, or if the operator simply the service brakes to hold the truck stationary.
does not press the accelerator pedal far enough to Notify maintenance personnel immediately.
achieve the torque level for the service brake test,
the DID panel will display:
Brake Test ERROR
Test did NOT complete
If the truck fails the parking brake test, notify

brake tests.
7. When the operator releases the accelerator

pedal, torque will be reduced, the test will stop
and the brake check light will turn off.

Retard System Test EMERGENCY STEERING SYSTEM
1. Place the directional control lever in the PARK
Operation
position.
2. Press the brake test switch and wait for the This truck is equipped with an emergency steering
brake check light to be on solid. system. This system is a backup in the event of loss
of oil supply to the main steering system. The
3. The DID panel will display:
emergency steering system was designed to meet or
Parking Brake or Retard Test READY exceed SAE J1511 and ISO 5010 standards.
Press Accel or Retard Pedal to Start
If the low steering system pressure indicator light and
alarm are activated, a failure in the hydraulic oil
4. Fully depress the retard pedal. The drive sys-
supply to the steering and brake system exists. When
tem controller will ramp up the engine speed,
the alarm is activated, typically there is enough
close RP1, close RP2, close RP3 (if present),
hydraulic pressure stored in the brake and steering
turn on the choppers, and test the retarding sys-
accumulators to allow brief operation of the steering
tem. The system will verify current flow through
and brake functions. However, this oil supply is
each grid leg and the grid blower motor.
limited. Therefore, it is important to stop the truck as
5. The DID panel will display the current status of quickly and safely as possible after the alarm is first
the test. activated.
Retard System Test ACTIVE If the oil supply pressure drops to a predetermined
RP1 RP2 RP3 CHOP level, the low brake pressure warning light will also
(Elements are added as the test progresses.)
illuminate. If the oil pressure continues to decrease,
the brake auto-apply feature will activate the service
6. Upon successful completion of the test, the light brakes to stop the truck.
will flash for 10 seconds indicating a successful
test. The DID panel will display: Pre-Operation Testing
Retard System Test PASSED NOTE: Komatsu recommends that operators perform
or this test to verify that the steering accumulator
precharge pressure is adequate at the beginning of
Retard System Test FAILED or Incomplete each shift before operating the truck.
NOTE: If the brake check light never flashes, but 1. Park the empty truck on flat, level ground.
turns off, the test has failed. Lower the dump body onto the frame and stop
the engine. Make sure that the key switch is in
the OFF position.
2. Wait at least 90 seconds to verify that all
hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel
If the truck fails the retard system test, notify
from stop to stop. If the front wheels do not
move, there is no hydraulic pressure.
brake tests. 3. Check the hydraulic tank oil level. The oil level
must be visible in the center of the upper sight
glass and must not cover the entire upper sight
7. When the operator releases the retard pedal, glass. Add oil if necessary. Do not overfill.
the test will stop and the brake check light will
turn off.
8. If the retard system failed the test, notify main-
tenance personnel immediately. Do not resume
operation unless the truck passes all brake
tests.

4. Turn the key switch to the ON position, but do MACHINE OPERATION SAFETY
not start the engine. PRECAUTIONS
a. Steering system pressure: Verify that the low
After the engine is started and all systems are
steering pressure warning light is
functioning properly, the operator must follow all local
illuminated. If it is not illuminated,
safety rules to ensure safe machine operation.
immediately notify maintenance personnel.
Do not operate the truck until the problem is
corrected.
b. Steering accumulator precharge: Verify that
the low accumulator precharge warning light
is not illuminated and the warning buzzer is
not sounding. If the warning light is If any of the red warning lights come on or if any
illuminated and the buzzer is sounding, gauge reads in the red area during truck
immediately notify maintenance personnel. operation, a malfunction is indicated. Stop the
Do not operate the truck until the problem is truck as soon as possible and turn off the engine.
corrected. Have the problem corrected before resuming
truck operation.
5. Start the engine and allow the steering
accumulators to fully charge. Turn the steering
wheel so that the front wheels are straight.
6. Check the hydraulic tank oil level while the
engine is on.
a. If the oil level is visible in center of the lower The truck is equipped with “slip/slide” control. If
sight glass and does not cover the entire this function becomes inoperative, operating the
lower sight glass, the steering accumulators truck with stalled or free spinning wheel motors
are adequately charged. Proceed to Step 7. may cause serious damage to the wheel motors.
b. If the oil level is below the lower sight glass, If the truck does not begin to move within 10
the steering accumulators are not seconds after depressing the throttle pedal with
adequately charged. Stop the engine and the directional control lever in a F or R position,
turn the key switch to the OFF position. release the throttle pedal and allow the wheels to
Immediately notify maintenance personnel. regain traction before accelerating again.
Do not operate the truck until the problem is • Always look to the rear before backing the truck.
corrected. Watch for and obey the ground spotter's hand
signals before making any reverse movements.
7. If the steering accumulators are adequately
Sound the warning horn (three blasts). The
charged, stop the engine by using the spotter should have a clear view of the entire
emergency shutdown switch. Leave the key area at the rear of the truck.
switch in the ON position. This allows the
steering accumulators to retain their hydraulic • Operate the truck only while properly seated with
seat belt fastened. Keep hands and feet inside
charge. The low steering pressure warning light
the cab while the truck is in operation.
and the low accumulator precharge warning
light should not illuminate. • Do not allow unauthorized personnel to ride in or
on the truck. Do not allow anyone to ride on the
8. Turn the steering wheel from stop to stop. The ladder of the truck.
front wheels should turn fully to the left and to
the right. Also, the low steering pressure • Check the gauges and instruments frequently
warning light should illuminate and the warning during operation for proper readings.
buzzer should sound. • Observe all regulations pertaining to the job site's
If the front wheels cannot be turned fully to the traffic pattern. Be alert to any unusual traffic
left and right, or if the warning light and buzzer pattern. Obey the spotter's signals.
do not activate, immediately notify maintenance
personnel. Do not operate the truck until the
problem is corrected.
If the truck passes this test, the emergency steering
system is functioning properly.

• Match the truck speed to haul road conditions. 4. When backing up the truck, give a back-up
Slow down the truck in congested areas. Keep a signal of three blasts on the horn. When starting
firm grip on the steering wheel at all times. forward, give two blasts on the horn. These
• Do not allow the engine to run at idle for signals must be given each time the truck is
extended periods of time. moved forward or backward.
• When the truck body is in the dump position, do 5. Use extreme caution when approaching a haul
not allow anyone beneath it unless the body-up road intersection. Maintain a safe distance from
retaining pin or cable is in place. oncoming vehicles.
6. Maintain a safe distance when following
another vehicle. Never follow another vehicle in
the same lane closer than 15 m (50 ft). When
driving on a downgrade, this distance should be
at least 30 m (100 ft).
Do not use the brake lock or the emergency
brake (if equipped) for parking. With the engine 7. Do not stop or park on a haul road unless it is
stopped, hydraulic pressure will bleed down, unavoidable. If you must stop, move the truck to
allowing the brakes to release. a safe place, move the directional control lever
to PARK and turn off the engine before leaving
• Check the brake lock performance periodically the cab. Chock the wheels securely and notify
for safe loading and dump operation. maintenance personnel for assistance.
• Proceed slowly on rough terrain to avoid deep 8. Before driving up or down a grade, maintain a
ruts or large obstacles. Avoid traveling close to speed that will ensure safe driving and provide
soft edges or the edge of a fill area.
effective retarding under all conditions. Refer to
• Do not drive over unprotected power cables. Dynamic Retarding in Section N5, Operator
• Truck operation requires concentrated effort by Cab And Controls. Refer to the grade/speed
the driver. Avoid distractions of any kind while chart in the operator's cab to determine the
operating the truck. maximum safe truck speeds for descending
various grades with a loaded truck.
9. When operating the truck in darkness, or when
OPERATING ON THE HAUL ROAD visibility is poor, do not move the truck unless all
headlights, clearance lights, and tail lights are
1. Always stay alert! If you are unfamiliar with the on. Do not back up the truck if the back-up horn
road, drive with extreme caution. The cab doors or lights are inoperative. Always dim the
should remain closed at all times if the truck is headlights when meeting oncoming vehicles.
in motion or unattended.
10. If the emergency steering light and/or low brake
2. Obey all road signs. Operate the truck so it is pressure warning light illuminate during
under control at all times. Govern the truck operation, steer the truck immediately to a safe
speed by the road conditions, weather, and area away from other traffic, if possible, and
visibility. Report poor haul road conditions stop the truck. Refer to Step 7.
immediately. Muddy or icy roads, pot holes, or
other obstructions can present hazards. 11. Check the tires for proper inflation periodically
during your shift. If the truck has been run on a
3. Initial propulsion with a loaded truck should “flat”, or under-inflated tire, it must not be
begin from a level surface whenever possible. If parked in a building until the tire cools.
there are circumstances where starting on a hill
or grade cannot be avoided, refer to Starting On
a Grade With a Loaded Truck.

STARTING ON A GRADE WITH A Overload Speed Limit Function
LOADED TRUCK NOTE: This feature can be enabled or disabled at
Initial propulsion with a loaded truck should begin the discretion of site management. The setting for
from a level surface whenever possible. If the truck payload trigger and speed limits are also adjustable
must be started on a hill or grade, use the following by local site preference.
procedure: The overload speed limit function limits the speed of
1. Fully depress the service brake pedal. Do not the truck if a payload limit setting has been exceeded.
use the retarder lever to hold the truck on the The overload signal becomes true (24 volts) when the
grade. With the service brakes fully applied, PLMIII early estimate of payload exceeds the preset
move the directional control lever to a drive payload ton threshold.
position (FORWARD or REVERSE) and The PLMIII early estimate of payload calculation
increase the engine rpm with the throttle pedal. occurs after 12 seconds of travel above 5 kph (3
2. As the engine rpm approaches the maximum, mph) after being loaded. Once the overload signal
and the operator senses the propulsion effort becomes true, it stays true until the payload is
working against the brakes, release the brakes dumped.
and let truck movement start. Completely
By default, the overload speed limit is disabled
release the service brake pedal. As the truck
(option 0 in the configuration file). The configuration
speed increases above 5-8 kph (3-5 mph), the
file can be set to:
propulsion system controller (PSC) will drop the
propulsion if the retarder is still applied. Option 1 - Overload speed limit is imposed.
NOTE: Releasing and re-applying dynamic retarding or
during a hill start operation will result in loss of
Option 2 - No propel restriction is imposed and
propulsion.
logged. The truck cannot move under its own power
when the overload signal becomes true.
PASSING
1. Do not pass another truck on a hill or blind
curve. Only use areas designated for passing. The overload speed limit can be adjusted by
modifying the configuration file. Use the Payload
2. Before passing, make sure that the road ahead
Service Software Lite Version (available for download
is clear. If a disabled truck is blocking your lane,
at www.KomatsuAmerica.net) to set the overload
slow down and pass with extreme caution.
threshold.
LOADING When option 1 is selected, and the overload signal is
true, tractive effort is reduced to attempt to respect
1. Pull into the loading area with caution. Remain
the speed limit setting. The retard effort will not be
at a safe distance while the truck ahead is being
engaged to lower the speed of the truck. Once the
loaded.
truck speed matches that of the overload speed limit
2. When approaching or leaving a loading area, setting, limited propel efforts and retarding efforts will
watch out for other vehicles and personnel be used as necessary. This feature maintains the
working in the area. truck speed at the maximum of the overload speed
3. When pulling in under a loader or shovel, follow limit setting.
the spotter or shovel operator’s 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.
4. During loading, the operator must stay in the
cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
5. When loaded, pull away from shovel as quickly
as possible but with extreme caution.

DUMPING
Raising The Dump Body
1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
the edge of the dump area.
To prevent tipping or rolling, position the truck 5. Pull the lever to the rear to actuate the hoist
on a solid, level surface before dumping. As the circuit. Releasing the lever anywhere during
body raises, the truck center of gravity will move. “hoist up” will hold the body at that position.
3. Carefully maneuver the truck into the dump 6. Raise the engine rpm to accelerate the hoist
position. When backing the truck into the dump speed. If dumping very large rocks or sticky
position, use only the foot-operated brake pedal material as described in the WARNING above,
to stop and hold the truck. Do not rely on the slowly accelerate the engine to raise the body.
wheel brake lock to stop the truck. This control When the material starts to move, release the
is not modulated and applies the rear service hoist lever to the HOLD position. If the material
brakes only. does not continue moving and clear the body,
repeat this procedure until the material has
4. When the truck is stopped and in the dump cleared the body.
position, apply the brake lock and move the
directional control lever to NEUTRAL. 7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Let the engine
go to low idle as the last stage reaches half-
extension.
8. Release the hoist lever as the last stage of the
Dumping very large rocks (10% of payload or hoist cylinder reaches full extension.
greater) or sticky material (loads that do not flow
9. After the material being dumped clears the
freely from the body) may allow the material to
body, lower the body to the frame.
move too fast and cause the body to move
rapidly and suddenly. This sudden movement NOTE: If the directional control lever is in REVERSE
may jolt the truck violently and cause possible when the dump body is raised, reverse propel is
injury to the operator and/or damage to the hoist inhibited. To deactivate, lower the dump body and
cylinders, frame, and/or body hinge pins. move the directional control lever out of REVERSE.

Lowering The Dump Body Lowering The Dump Body
(When dumping on flat ground): (When dumping over a berm or into a crusher):
It is very likely when dumping on flat ground that the 1. Move the hoist lever forward to the DOWN
dumped material will build up enough to prevent the position. Release the lever to place the hoist
body from lowering. In this case, the truck will have to control valve in the FLOAT position, which
be driven forward a short distance (just enough to allows the body to return to the frame.
clear the material) before the body can be lowered.
1. Move the directional control lever to If dumped material builds up at the rear of the
FORWARD, release the brake lock, depress the body and the body cannot be lowered, perform
override button, and drive just far enough the following steps:
forward for the body to clear the material. a. Move hoist lever back to the HOIST position
2. Stop, move the directional control lever to to fully raise the dump body. Release the
NEUTRAL, and apply the brake lock. hoist lever so it returns to the HOLD position.
3. Move the hoist lever forward to the DOWN NOTE: Do not drive forward if the tail of body will not
position. Release the lever to place the hoist clear the crusher wall in the fully raised position.
control valve in the FLOAT position, which b. Move the directional control lever to
allows the body to return to the frame. FORWARD, release the brake lock, depress
If dumped material builds up at the rear of the the Override button, and drive forward to
body and the body cannot be lowered, then clear the material.
perform the following steps:
c. Stop, move the directional control lever to
a. Move the hoist lever back to the RAISE NEUTRAL, apply the brake lock and lower
position to fully raise the dump body. Then the body.
release the hoist lever so it returns to the
NOTE: Failure to hoist the body after making an
HOLD position.
unsuccessful attempt at lowering the body may result
b. Move the directional control lever to in the dump body suddenly lowering after the truck
FORWARD, release the brake lock, depress has pulled ahead of the material that was previously
the override button, and drive forward to preventing the body from lowering.
clear the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock, and lower
the body.
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. Do not move the truck with the dump body raised
except in an emergency. Failure to lower the
body before moving the truck may cause damage
to the hoist cylinders, frame and/or body hinge
pins.
2. With the body returned to the frame, move the

Do not move the truck with the dump body raised directional control lever to FORWARD, release
except in an emergency. Failure to lower body the brake lock, and leave the dump area
before moving truck may cause damage to hoist carefully.
cylinders, frame and/or body hinge pins.
4. With the body returned to frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.

TOWING SAFE PARKING PROCEDURES
Before towing a truck, many factors must be carefully Continue to use safety precautions when preparing
considered. Serious personal injury and/or significant for parking and engine shutdown.
property damage may result if important safety
If the equipment is being used in consecutive shifts,
practices, procedures and preparation for moving
any questionable truck performance the operator
heavy equipment are not observed. Do not tow the
may have noticed must be checked by maintenance
truck any faster than 8 kph (5 mph).
personnel before the truck is released to another
Information about the towing attachments listed operator.
below is available from your Komatsu service
1. Park the truck on level ground, if possible. If the
representative:
truck must be parked on a grade, position the
Front Bumper Modification Kit - MK3941: This kit truck at a right angle to the grade.
contains the parts necessary to modify the front 2. The directional control lever must be in PARK
bumper for installation of towing bosses. One and chocks must be placed in front of and
MK3941 kit is required for each truck in the fleet. behind the wheels so the truck cannot roll. Each
Tow Adaptor Structure - MK3945: This structure truck should be parked at a reasonable distance
must be ordered (or designed) to mate with the from one another.
intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following
precautions have been taken.
1. Turn off the engine. Do not activate the wheel lock feature when the
2. If the truck is equipped, install hydraulic parking brake is activated. Bleed down of
connections for steering and dumping between hydraulic pressure may occur, causing the truck
towing and towed vehicles. Check the towed to roll away.
vehicle braking system. 3. Haul roads are not safe parking areas. In an
3. If the truck is loaded, dump the entire load. emergency, pick the safest spot that is most
Never pull or tow a loaded truck. Refer to visible to other machines in the area. If the truck
Disabled Truck Dumping Procedure. becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
4. Make sure that the tow bar has adequate
at night.
strength (approximately 1.5 times the gross
vehicle weight of truck being towed).
5. Make sure that the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
6. Chock the disabled truck’s wheels to prevent
movement while attaching the tow bar.
7. Release the disabled truck’s brakes and
remove the blocking.
Sudden movement may cause tow bar failure.

Smooth, gradual truck movement is preferred.
8. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.

NORMAL ENGINE SHUTDOWN DELAYED ENGINE SHUTDOWN
PROCEDURE PROCEDURE
Follow this procedure 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
1. Stop the truck out of the way of other traffic on a
or other obstructions in case dump body needs
level surface. Make sure that there are no
to be raised.
overhead power lines or other obstructions in
case the dump body must be raised. a. Reduce the engine speed to low idle.
a. Reduce the engine speed to idle. b. Place the directional control lever in PARK.
Make sure that the parking brake applied
b. Place the directional control lever in PARK.
indicator light in the overhead display panel
Make sure that the parking brake applied
is illuminated.
indicator light is illuminated.
c. Allow the engine to cool gradually by running
the AC drive system in the rest mode. Make
at low idle for 3 to 5 minutes, or activate the
sure that the rest mode indicator light in the
5 minute shutdown delay timer as described
overhead panel is illuminated.
in “Delayed Engine Shutdown Procedure”.
3. Press the top of the engine
shutdown timer switch to select
the AC drive system in the rest mode. Make
the ON (center) position. Press
sure that the rest mode indicator light in the
the top of the switch again to
overhead panel is illuminated.
activate the timer delay
3. With the engine cooled down, turn the key (MOMENTARY position). Release the switch
switch to the OFF position for normal engine and allow it to return to the ON position.
shutdown.
If the engine does not shutdown with the key When the engine shutdown timer
switch, use the engine shutdown switch on the has been activated, the timer
operator cab center console. Pull this switch up delay indicator light in the
until the engine stops. overhead panel will illuminate to
4. With the key switch OFF and engine stopped, indicate that the shutdown timing
wait at least 90 seconds. Make sure that the sequence has started. The engine will continue
steering circuit is completely bled down by to idle for approximately 5 minutes to allow for
turning the steering wheel back and forth proper engine cool-down before stopping.
several times. The front wheels should not turn
when the hydraulic pressure is relieved. If the
4. Turn the key switch to the OFF position. The
front wheels can still be turned, notify
engine will shutdown when the timing sequence
maintenance personnel.
is complete. When the engine stops, this will
5. Make sure that the link voltage light in the activate the hydraulic bleed down timer and turn
control cabinet is off. Notify maintenance off the 24 VDC electric circuits that are
personnel if a light remains illuminated for controlled by the key switch.
longer than five minutes after the engine is shut
NOTE: To cancel the 5 minute idle timer sequence,
down.
press the engine shutdown timer switch to the OFF
6. Close and lock all windows. Remove the key (lower) position. If the key switch is in the OFF
from the key switch and lock the cab to prevent position, the engine will stop. If the key switch is in
unauthorized truck operation. Dismount the the ON position, the engine will continue to run.
truck properly. Put wheel chocks in place.

SUDDEN LOSS OF ENGINE POWER FUEL DEPLETION
If the engine suddenly stops, there is enough The high pressure injection (HPI) fuel system uses
hydraulic pressure stored in the brake and steering fuel to adjust fuel delivery timing by creating a
accumulators to allow the operation of the steering hydraulic link between the upper plunger and the tim-
and brake functions. However, this oil supply is ing plunger. Metered fuel is also used for lubricating
limited, so it is important to stop the truck as quickly the injector plunger and barrel. The maximum
and safely as possible after the loss of engine power. demand for metered fuel is required during high
speed / low load conditions.
If the brake supply pressure drops to a pre-
determined level, the low brake oil pressure warning
light will illuminate and sonalarm 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.
Operating the truck to fuel depletion forces the
1. Bring the truck to a safe stop as quickly as injector train into a no-follow condition. No fuel
possible by using the foot pedal to apply the flow between the plungers may cause damage to
service brakes. If possible, safely steer the the injectors and the overhead due to adhesive
truck to the side of the road while braking. wear, resulting in costly repairs and unnecessary
downtime.
Dynamic retarding will not be available. Do not

use the service brakes for continuous retarding Allowing the Komatsu truck to operate until fuel
purposes. depletion can lead to unsafe operating
2. Move the directional control lever to PARK as conditions possibly resulting in an
soon as the truck has stopped moving. uncontrollable vehicle and/or personal injury.
3. Turn the key switch to the OFF position and
notify maintenance personnel immediately.
4. If traffic is heavy near the disabled machine,
mark the truck with warning flags during
daylight hours or use flares at night. Adhere to
local regulations.

DISABLED TRUCK DUMPING Lowering the Body
PROCEDURE 1. Place the hoist lever of the good truck in FLOAT
Sometimes it is necessary to dump a load from the to lower the body. If necessary, momentarily
body of a truck if the hoist system is inoperable. The place the hoist control in POWER UP until the
following instructions describe the use of a “good” body is able to descend in FLOAT. Do not
truck to provide the hydraulic power required to raise accelerate the engine.
the body of the “disabled” truck to dump the load. 2. After the body is lowered, shut down the truck,
In the following example, Figure 3-13 illustrates a bleed the hydraulic system, and disconnect the
typical hookup from the good truck. The disabled hoses.
truck may be the same truck model or a different 3. Reduce the power down relief valve pressure
Komatsu truck model. on the good truck to normal by turning the
adjustment counterclockwise the same number
Hookup of turns as required in Step 2b of “Raising the
Make sure that there is an adequate, clear area to Body.”
dump the loaded body. When the good truck is in 4. Check the power down relief pressure. Refer to
position, turn off the engine and allow the hydraulic Section L10, Hydraulic Check-Out Procedure.
system to bleed down. Make sure that the pressure
5. Check the hydraulic tank oil level.
has bled off before connecting the hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 3-13) to
the power down circuit of the disabled truck.
The hose must be rated to withstand 17 000
kPa (2,500 psi) 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 the same model, the hoses
will be installed at the quick disconnects shown in
Figure 3-13 and will be crossed when connected.
FIGURE 3-13. PUMP MODULE, HOSE HOOKUP
Raising the Body
1. On the disabled truck, move the hoist control 1. Hoist Valve
lever to power up and then release it to place 2. Tubes to LH Hoist Cylinder
the hoist pilot valve in the HOLD position. Leave 3. Power Down Quick Disconnect (Connect to power
up circuit of disabled truck.)
in this position during entire procedure.
4. Power Up Quick Disconnect (Connect to power
2. Start the engine on the good truck, place the down circuit of disabled truck.)
hoist control in the POWER DOWN position and 5. Overcenter Manifold
increase the 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), located in the hydraulics
components cabinet behind the cab. While
counting the number of turns, slowly turn the
relief valve adjustment screw clockwise until
it bottoms. Repeat Step 2.

NOTES

WARNINGS AND CAUTIONS
The following pages give an explanation of the KEY SWITCH
warning, caution, and service instruction plates and
decals attached to the truck. The plates and decals A warning decal is below the key switch located to
listed here are typical of this Komatsu model, but the right of the steering column on the instrument
because of customer options, individual trucks may panel. The warning stresses the importance of
have plates and decals that are different from those reading the operator's manual before operation.
shown here.
The plates and decals must be kept clean and
legible. If any decal or plate becomes damaged or
illegible, replace it with a new one.
GRADE/SPEED CHART
A grade/speed retard chart is located on the left front
post of the operator's cab. It provides the
recommended 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, retarding
grids, tire sizes, etc.
ROPS/FOPS
A plate attached to the right rear corner of the cab
states that the Rollover Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS) meet
various SAE performance requirements.
The plate also contains a WARNING about making
modifications or repairs to the structure.
Unauthorized modifications or repairs will void the
certification.
A04061 12/11 Warnings and Cautions A4-1

BATTERIES This decal is placed on the battery box near the
battery disconnect switches to indicate that the
A danger decal is located on the front exterior of the battery system (24VDC) is a negative (-) ground
battery box. It stresses the need to keep from making system.
any sparks near the battery. When another battery or
24VDC power source is used for auxiliary power, all
switches must be OFF before 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 A decal that outlines the correct battery cable
good frame ground. Do not connect to the negative removal procedure is located on the front exterior of
posts of the truck battery or near the battery box. the battery box.
This hookup completes the circuit but minimizes the
danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and a rubber apron
when handling and servicing batteries. If sulfuric acid
is swallowed, gets into your eyes or contacts your
skin, get proper medical help immediately.
CAPACITORS
This decal is located on the front of the contactor box
and on the inside of the left control cabinet door.
When any of the indicator lights are on, high voltage
is present throughout the propulsion and retarding
system. Extreme care should be exercised.
This decal is located on the front exterior of the

battery box. It warns about the potential hazard of
stored energy remaining in the hydraulic system if
the battery disconnect switch is opened before the
steering accumulators have bled down completely.
A4-2 Warnings and Cautions 12/11 A04061

CRUSHING HAZARD CYLINDER PRESSURE
Warning decals are mounted on the frame in front of These danger decals are mounted on the outside of
both front tires and to the rear of both front tires. each frame rail to remind technicians to read the
They warn that the clearances change when the warning labels attached to the side of each of the
truck is steered and could cause serious injury. accumulators (see below) before 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.
Warning decals are attached to both the hydraulic

tank and fuel tank to alert technicians not to work on These warning decals are mounted on the side of
the truck with the body in the raised position unless each of the accumulators (both steering and brake)
the body-up retention device (pins or cable) is in to alert technicians to discharge all gas and hydraulic
position. pressure, and to read the maintenance/service
manual before performing any service.
This danger decal is attached to all four suspensions.

It contains instructions for releasing internal pressure
before disconnecting any hardware. Serious injury
can occur if these directions are not followed.

FILLING THE HYDRAULIC TANK HYDRAULIC OIL PRESSURE
A decal mounted on the side of the hydraulic tank A warning plate is attached to the hydraulic tank to
provides instructions for filling the hydraulic tank. warn technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
To lessen the chances of system contamination,
open the hydraulic system, be sure the engine is
keep the system open to the atmosphere only as
stopped and the key switch is OFF to bleed down
long as absolutely necessary. Service the tank with
hydraulic pressure. There is always a chance of
clean Type C-4 hydraulic oil. All oil that is being put
residual pressure being present. Open fittings slowly
into the hydraulic tank should be filtered through 3
to allow all pressure to bleed off before removing any
micron filters.
connections.
A caution decal is attached below the hydraulic tank Two warning decals are located on the doors of the
oil level sight gauge. Check the oil level with the body hydraulic brake cabinet to warn technicians not to
down, engine stopped, and key switch OFF. Add oil disconnect any hydraulic brake lines until the
per filling instructions if the oil level is below the top machine has been properly shut down.
of the sight glass.

HOT OIL SPRAY RADIATOR
This decal is placed on both front wheel hubs to warn A warning decal is mounted on top of the radiator
about hot oil inside the wheel hubs. Remove the oil surge tank cover near the radiator cap. The engine
level plug carefully to avoid injury. cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing the radiator cap. Unless the pressure is
first released, removing the radiator cap after the
engine has been running for a time will result in hot
coolant being expelled from the radiator. Serious
scalding and burning may result.
WHEEL MOTOR OIL LEVEL

A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses that the truck must be parked for 20 minutes
EMERGENCY LADDER
prior to checking the oil level in order to get an
accurate reading. This decal is located by the emergency ladder on
both sides of the truck.
HOT EXHAUST ACCUMULATOR DRAIN VALVES

A caution decal is also attached to the door of the Warning decals are applied to both brake
rear axle hatch and around the retarding grid cabinet accumulators located inside the hydraulic brake
to alert personnel that hot exhaust air is present and cabinet behind the operator cab. These decals
may cause injury. remind servicing technicians to close the
accumulator drain valves after they have been
opened to bleed the brake pressure. It further warns
not to overtighten the drain valves in order to prevent
damage to the valve seat(s).

EMERGENCY DUMP PROCEDURE WELDING
A decal which provides the operator or technician This caution decal is placed near the battery
with the emergency procedure for dumping a loaded, disconnect switches to alert service technicians to
disabled truck by using a functional truck for always disconnect the battery charging alternator
hydraulic power is located on the frame near the left lead wire before making welding repairs.
hoist cylinder.
In addition, always isolate electronic control
Refer to Section L in the shop manual for additional components and disconnect the positive and
information about using this procedure. negative 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. The grounding clamp
EMERGENCY TOWING PROCEDURE must be attached as near as possible to the weld
area. Never allow welding current to pass through
A decal which provides the operator or technician ball bearings, roller bearings, suspensions, or
with the emergency procedure for towing a disabled hydraulic cylinders. Always avoid laying welding
truck is located on the left frame rial near the steering cables over or near the vehicle electrical harnesses.
accumulators. Welding voltage could be induced into the electrical
harness and possibly cause damage to components.
EMERGENCY SHUTDOWN
This decal is placed on the ground level engine
shutdown switch, which may be mounted on either
side of the front bumper. It specifies that this switch is
for emergency shutdown only.

INFORMATION DISPLAY HIGH VOLTAGE
This information decal is placed on the left door of A high voltage danger decal is attached to the door of
the control cabinet. the rear hatch cover. High voltage may be present!
Only authorized personnel should access this rear
housing.
These danger decals are mounted on all the AC

drive control housings and cabinets. High voltage
may be present! Only authorized personnel should
WIRELESS SIGNALS access this component.
Wireless signals from the truck’s VHMS system can
interfere with other wireless signals in the area. This
interference can cause a malfunction in a blast zone
resulting in an unintended detonation. Know the
locations of blast zones in the area and keep a safe
distance to avoid unintentional blasts.

LIFTING INSTRUCTIONS
This page illustrates a variety of decals which are If any of these decals is damaged or defaced so it is
placed on deck mounted cabinets, housings, and no longer legible, it should be replaced immediately.
structures that must be lifted in a specific manner and
Maintenance personnel must follow these lifting
from specific points in order to safely move them.
instructions.

PRODUCT IDENTIFICATION PLATE The Product Identification Number (PIN) consists of a
total of 19 characters. The first and last characters
A product identification plate is located on the frame are tamper preventive symbols (*). The remaining 17
in front of the right side front wheel. It shows the alpha/numeric characters are used to identify the
Truck Model Number, Maximum GVW, and Product following five characteristics of the machine:
Identification Number (PIN).
WMC - Character positions 1, 2 and 3 identify the
Worldwide Manufacturer Code (WMC). The WMC
designates the manufacturer of the product. Komatsu
brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify
the Machine Descriptor Section (MDS). The MDS
code identifies general information regarding
machine specifications. The MDS is a code for the
machine type and model.
CL - Character position 9 identifies the Check Letter
(CL). The CL is used to verify the accuracy of the
individual PIN.
FC - Character positions 10 and 11 identify the
Factory Code (FC). The FC identifies the Komatsu
factory in charge of claims for the product. The FC for
electric drive trucks is 61.
SN - Character positions 12, 13, 14, 15, 16 and 17
identify the Serial Number (SN). The SN is a unique
sequential number.

LUBRICATION CHART
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P2,
Lubrication and Service, for more complete lubrication instructions.

TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many

specifications. Metric units are specified first, with
References throughout the manual to standard
U.S. standard units in parentheses. When torque val-
torques or other standard values will be to one of
ues are not specified in the assembly instructions
the following tables. Do not use standard values
contained in this manual, use the standard torque
to replace specific torque values in assembly
value for the hardware being used. Standard value
instructions.
torque tables are contained in this chapter for metric
and SAE hardware.
NOTE: This truck is assembled with both metric and For values not shown in any of the charts or tables,
SAE (U.S.) hardware. Reference the correct table standard conversion factors for most commonly used
when determining the proper torque value. measurements are provided in the following tables.
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1 Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
TABLE 2 Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . 12-3
TABLE 3 Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . 12-4
TABLE 4 Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 5 Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 6 Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 7 JIC 37° Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 8 Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 9 O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 10 O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 11 Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
TABLE 12 Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
TABLE 13 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
A05001 2/11 Torque Tables and Conversion Charts A5-1

EFFECT OF SPECIAL LUBRICANTS STANDARD TIGHTENING TORQUES
On Fasteners and Standard Torque Values For Class 10.9 Cap screws & Class 10 Nuts
The Komatsu engineering department does not The following specifications apply to required
recommend the use of special friction-reducing assembly torques for all metric class 10.9 finished
lubricants, such as Copper Coat, Never-Seez®, and hexagon head cap screws and class 10 nuts.
other similar products, on the threads of standard
• Cap screw threads and seats shall not be
fasteners where standard torque values are applied.
lubricated when assembled. These specifications
The use of special friction-reducing lubricants will are based on all cap screws, nuts, and hardened
significantly alter the clamping force being applied to washers being phosphate and oil coated.
fasteners during the tightening process.
If zinc-plated hardware is used, each piece must
If special friction-reducing lubricants are used with be lubricated with simple lithium base chassis
the standard torque values listed in this chapter, grease (multi-purpose EP NLGI) or a rust
excessive stress and possible breakage of the preventive grease (see list, this page) to achieve
fasteners may result. the same clamping forces provided below.
Where the torque tables specify “Lubricated • Torques are calculated to give a clamping force
Threads” for the standard torque values listed, these of approximately 75% of proof load.
standard torque values are to be used with simple • The maximum torque tolerance shall be within
lithium base chassis grease (multi-purpose EP NLGI) ±10% of the torque value shown.
or a rust-preventive grease (see below) on the
• In the following table under “Cap Screw Size”, the
threads and seats unless specified otherwise. first number represents the shank diameter
NOTE: Ensure the threads of fasteners and tapped (mm). The second number represents threads
holes are free of burrs and other imperfections before per millimeter.
assembling. Example: M20 x 2.25
Suggested* Sources for Rust Preventive Grease: M20 = shank diameter (20 mm)
• American Anti-Rust Grease #3-X from Standard 2.25 = thread pitch in millimeter
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.
TABLE 1.
• Rustolene B Grease from Sinclair Oil Co. Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
• Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company. Cap Screw Torque Torque Torque
Size N•m ft lb kg•m
NOTE: This list represents the current engineering M6 x1 12 9 1.22
approved sources for use in Komatsu manufacture. It
M8 x 1.25 30 22 3.06
is not exclusive. Other products may meet the same
specifications of this list. 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
A5-2 Torque Tables and Conversion Charts 2/11 A05001

STANDARD TIGHTENING TORQUES
For SAE Grade 5 and Grade 8 Cap screws
The following specifications apply to required assem-
bly torques for all grade 5 and grade 8 cap screws. • The maximum torque tolerance shall be ±10% of
the torque value shown.
• Cap screw threads and seats shall be lubri- • In the following table under Cap Screw Size, the
cated when assembled. first number represents the shank diameter (in.).
Unless instructions specifically recommend The second number represents threads per inch.
otherwise, these standard torque values are to be
Example: 7/16 - 20
used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive 7/16 = shank diameter (7/16 inch (0.438 inch))
grease (see list, previous page) on the threads.
20 = threads per inch
• Torques are calculated to give a clamping force
of approximately 75% of proof load.
TABLE 2.
Standard Tightening Torque
for SAE Hex Head Cap Screw And Nut Assembly
Cap Torque - Torque - Cap Torque - Torque -

Screw Grade 5 Grade 8 Screw Grade 5 Grade 8
Size N·m ft lb kg·m N·m ft lb kg·m Size N·m ft lb kg·m N·m ft lb kg·m
1/4-20 9.5 7 0.97 13.6 10 1.38 3/4-16 319 235 32.5 454 335 46.3
1/4-28 10.8 8 1.11 14.9 11 1.52 7/8-9 475 350 48.4 678 500 69.2
5/16-18 20.3 15 2.07 28 21 2.90 7/8-14 508 375 51.9 719 530 73.3
5/16-24 22 16 2.21 30 22 3.04 1.0-8 712 525 72.6 1017 750 103.7
3/8-16 34 25 3.46 47 35 4.84 1.0-12 759 560 77.4 1071 790 109.3
3/8-24 41 30 4.15 54 40 5.5 1.0-14 773 570 78.8 1085 800 110.6
7/16-14 54 40 5.5 79 58 8.0 1 1/8-7 881 650 89.9 1424 1050 145
7/16-20 61 45 6.2 84 62 8.57 1 1/8-12 949 700 96.8 1546 1140 158
1/2-13 88 65 9 122 90 12.4 1 1/4-7 1234 910 125.9 2007 1480 205
1/2-20 95 70 9.7 129 95 13.1 1 1/4-12 1322 975 134.8 2142 1580 219
9/16-12 122 90 12.4 169 125 17.3 1 3/8-6 1627 1200 166 2630 1940 268
9/16-18 129 95 13.1 183 135 18.7 1 3/8-12 1776 1310 181 2874 2120 293
5/8-11 169 125 17.3 237 175 24.2 1 1/2-6 2142 1580 219 3471 2560 354
5/8-18 183 135 18.7 258 190 26.2 1 1/2-12 2305 1700 235 3756 2770 383
3/4-10 298 220 30.4 420 310 42.8
1 ft. lb. = 0.138 kg·m = 1.356 N.m

STANDARD TIGHTENING TORQUES
For SAE Grade 9 Cap screws
The following specifications apply to required assem-
bly torques for all 12-point, grade 9 (170,000 psi min-
imum tensile), cap screws.
• Cap screw threads and seats shall be lubri-
cated when assembled.
Unless instructions specifically recommend
otherwise, 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, 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.
TABLE 3.
Standard Tightening Torque
for 12-Point, Grade 9 Cap Screws
Torque Torque Torque
Cap Screw Size*
N·m ft lb kg·m
0.250 - 20 16 12 1.7
0.312 - 18 33 24 3.3
0.375 - 16 57 42 5.8
0.438 -14 95 70 9.7
0.500 -13 142 105 14.5
0.562 - 12 203 150 20.7
0.625 - 11 278 205 28.3
0.750 - 10 488 360 49.7
0.875 - 9 780 575 79.4
1.000 - 8 1166 860 119
1.000 - 12 1240 915 126
1.125 - 7 1670 1230 170
1.125 - 12 1800 1330 184
1.250 - 7 2325 1715 237
1.250 - 12 2495 1840 254
1.375 - 6 3080 2270 313
1.375 - 12 3355 2475 342
1.500 - 6 4040 2980 411
1.500 - 12 4375 3225 445
* Shank Diameter (in.) - Threads per inch

TABLE 4.
Tightening Torque For
T-Bolt Type Hose Clamp (SAE J1508 Type TB)
Newton meters Inch Pounds
Thread Size Band Width
(N·m) (in. lb)
0.25-28 UNF 19.05 mm (0.75 in.) 8.5 ± 0.6 N·m 75 ± 5 in lb
TABLE 5.
Split Flange Clamp Bolts
Cap Screw Thread Width Newton meters Foot Pounds Kilogram meters
Diameter Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
10 14 66 48 6.7
12 17 112 83 11.5
16 22 279 206 28.5
TABLE 6.
Flared Tube And Hose Fittings
Thread Width Newton meters Foot Pounds Kilogram meters
Diameter of Nut Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
14 19 25 18 2.5
18 24 50 36 5
22 27 80 58 8
24 32 140 101 14
30 36 175 130 18
33 41 195 145 20
36 46 245 180 25
42 55 295 215 30

TABLE 7.
Torque Chart For JIC 37° Swivel NutS
With Or Without O-ring Seals
Size Tube Size Threads UNF-2B Newton meters Foot Pounds
Code (OD) (N·m) (ft lb)
–2 0.125 0.312 – 24 5±1 4±1
–3 0.188 0.375 – 24 11 ± 4 8±3
–4 0.250 0.438 – 20 16 ± 4 12 ± 3
–5 0.312 0.500 – 20 20 ± 4 15 ± 3
–6 0.375 0.562 – 18 24 ± 7 18 ± 5
–8 0.500 0.750 – 16 40 ± 7 30 ± 5
– 10 0.625 0.875 – 14 54 ± 7 40 ± 5
– 12 0.750 1.062 – 12 75 ± 7 55 ± 5
– 14 0.875 1.188 – 12 88 ± 7 65 ± 5
– 16 1.000 1.312 – 12 108 ± 7 80 ± 5
– 20 1.250 1.625 – 12 136 ± 14 100 ± 10
– 24 1.500 1.875 – 12 163 ± 14 120 ± 10
– 32 2.000 2.500 – 12 312 ± 27 230 ± 20
TABLE 8.
Torque Chart For
Pipe Thread Fittings
Size Pipe Thread With Sealant With Sealant Without Sealant Without Sealant
Code Size N·m ft lb N·m ft lb
–2 0.125 – 27 20 ± 4 15 ±3 27 ± 7 20 ± 5
–4 0.250 – 18 27 ± 7 20 ±5 34 ± 7 25 ± 5
–6 0.375 – 18 34 ± 7 25 ±5 48 ± 7 35 ± 5
–8 0.500 – 14 48 ± 7 35 ±5 61 ± 7 45 ± 5
– 12 0.750 – 14 61 ± 7 45 ±5 75 ± 7 55 ± 5
– 16 1.000 – 11.50 75 ± 7 55 ±5 88 ± 7 65 ± 5
– 20 1.250 – 11.50 95 ± 7 70 ±5 108 ± 7 80 ± 5
– 24 1.500 – 11.50 108 ± 7 80 ±5 129 ± 14 95 ± 10
– 32 2.000 – 11.50 129 ± 14 95 ±10 163 ± 14 120 ± 10

TABLE 9.
Torque Chart For
O-ring Boss Fittings
Newton meters Foot Pounds

Size
Tube Size (OD) Threads UNF-2B (N·m) (ft lb)
Code
–2 0.125 0.312 – 24 4±3 4±2
–3 0.188 0.375 – 24 7±3 5±2
–4 0.250 0.438 – 20 11 ± 4 8±3
–5 0.312 0.500 – 20 14 ± 4 10 ± 3
–6 0.375 0.562 – 18 18 ± 4 13 ± 3
–8 0.500 0.750 – 16 33 ± 7 24 ± 5
– 10 0.625 0.875 – 14 43 ± 7 32 ± 5
– 12 0.750 1.062 – 12 65 ± 7 48 ± 5
– 14 0.875 1.188 – 12 73 ± 7 54 ± 5
– 16 1.000 1.312 – 12 98 ± 7 72 ± 5
– 20 1.250 1.625 – 12 109 ± 7 80 ± 5
– 24 1.500 1.875 – 12 109 ± 7 80 ± 5
– 32 2.000 2.500 – 12 130 ± 14 96 ± 10
TABLE 10.
Torque Chart For
O-ring Face Seal Fittings
Size Tube Size Newton meters Foot Pounds

Threads UNF-2B (N·m) (ft lb)
CodeE (O.D.)
–4 0.250 0.438 – 20 15 ± 1 11 ± 1
–6 0.375 0.562 – 18 24 ± 3 18 ± 2
–8 0.500 0.750 – 16 48 ± 5 35 ± 4
– 10 0.625 0.875 – 14 69 ± 7 51 ± 5
– 12 0.750 1.062 – 12 96 ± 10 71 ± 7
– 16 1.000 1.312 – 12 133 ± 8 98 ± 6
– 20 1.250 1.625 – 12 179 ± 10 132 ± 7
– 24 1.500 1.875 – 12 224 ± 20 165 ± 15

TABLE11.
Common Conversion Multipliers
Metric To English
Multiply
To Convert From To
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
square centimeters (cm ) 2

square inch (in. ) 2 0.1550
square centimeters (cm2) square feet (ft2) 0.001
cubic centimeters (cm3) cubic inch (in.3) 0.061
liters (l) cubic inch (in.3) 61.02
cubic meters (m3) cubic feet (ft3) 35.314
liters (l) cubic feet (ft3) 0.0353
grams (g) ounce (oz) 0.0353

milliliter (ml) fluid ounce (fl oz) 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pounds (lb) 0.2248
Newton meters (N·m) kilogram meters (kg·m) 0.102
Newton meters (N·m) foot pounds (ft lb) 0.7376
kilogram meters (kg·m) foot pounds (ft lb) 7.2329
kilogram meters (kg·m) Newton meters (N·m) 9.807
kilopascals (kPa) pounds/square inch (psi) 0.1450
megapascals (MPa) pounds/square inch (psi) 145.038
kilograms/cm2 (kg/cm2) pounds/square inch (psi) 14.2231
kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
kilogram (kg) short ton (tn) 0.0011

metric ton short ton (tn) 1.1023
liters (l) quart (qt) 1.0567
liters (l) gallon (gal) 0.2642
Watts (W) horsepower (hp) 0.00134
kilowatts (kW) horsepower (hp) 1.3410

TABLE 12.
Common Conversion Multipliers
English to Metric
To Convert Multiply
To
From 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
square inch (in.2 ) square centimeters (cm )2 6.45
square feet (ft2) square centimeters (cm2) 929
cubic inches (in.3) cubic centimeters (cm3) 16.39
cubic inches (in.3) liters (l) 0.016
cubic feet (ft3) cubic meters (m3) 0.028
cubic feet (ft.3) liters (l) 28.3
ounce (oz) kilogram (kg) 0.028

fluid ounce (fl oz) milliliter (ml) 29.573
pound (lb) kilogram (kg) 0.454
pound (lb) Newton (N) 4.448
inch pounds (in. lb) Newton meters (N·m) 0.113
foot pounds (ft lb) Newton meters (N·m) 1.356
foot pounds (ft lb) kilogram meters (kg·m) 0.138
kilogram meters (kg·m) Newton meters (N·m) 9.807
pounds/square inch (psi) kilopascals (kPa) 6.895
pounds/square inch (psi) megapascals (MPa) 0.007
pounds/square inch (psi) kilograms/square centimeter 0.0704
(kg/cm2)
short ton (tn) kilogram (kg) 907.2
short ton (tn) metric ton (t) 0.0907
quart (qt) liters (l) 0.946
gallon (gal) liters (l) 3.785
horsepower (hp) Watts (w) 745.7
horsepower (hp) kilowatts (kw) 0.745

TABLE 13.
Temperature Conversions
Formula: F° - 32  1.8 = C° or C° x 1.8 + 32 = F°
Celsius Fahrenheit Celsius Fahrenheit Celsius Fahrenheit
C° F° C° F° C° 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.

STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a SHORT TERM IDLE PERIODS
machine to be idle for an extended period of time. If
properly prepared, a stored machine may promptly There may be periods when a vehicle is idle from 30
and safely be put back into operation. Improper to 60 days, but must be ready for use at any time. To
preparation, or complete lack of preparation, can most effectively hande this type of situation, follow
make the job of getting the vehicle back to operating the procedure below to prevent any deterioration
status difficult. from the beginning of vehicle idle time.
1. Keep the vehicle fully serviced.
The following information outlines the essential steps
for preparing a unit for extended storage, and the 2. Perform a visual check of the vehicle every
necessary steps for bringing the unit back to week. Start and run the engine until it is at
operational status. Additional information is given to operating temperature. Move the vehicle
help restore machines that were not put into storage, around the yard for a few minutes to ensure that
but merely shut down and left idle for a long period of all internal gears and bearings are freshly
time. lubricated.
3. Operate all hydraulic functions through their
Much of this material is of a general nature since the
complete range to ensure that the cylinder rods
environment (where the machine has been standing
and seals are fully lubricated.
idle) will play a big part in its overall condition. A hot,
humid climate will affect vehicle components much 4. Check and operate all systems.
differently than a dry desert atmosphere or a cold 5. Once a month, perform the 10 Hour service
arctic environment. These climatic aspects must be items shown in the Operation and Maintenance
considered and appropriate actions taken when Manual. Keep batteries properly serviced.
restoring a long term idle vehicle.
These instructions are not intended to be all
inclusive, but are minimum guidelines. The final aim
should always be to provide the operator with a safe,
reliable, fully productive vehicle.
A07003 11/05 Storage Procedures and Idle Machine Preparation A7-1

PREPARATION FOR STORAGE
For long term idle periods, proper preparation will 6. The cooling system should be completely
pay large dividends in time and money when future drained, chemically flushed, and refilled with a
operation of the vehicle is scheduled. conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
1. The engine should be prepared for storage Section P, Lubrication and Service, for the
according to instructions found in the engine proper anti-freeze and conditioner
manufacturer's manual. concentrations. After refilling the system,
2. The vehicle should be in top operating condition always operate the engine until the thermostats
with all problems corrected. The paint should be open to circulate the solution through the
in good condition, with no rust or corrosion. All cooling system.
exposed, machined or unpainted surfaces
NOTE: NEVER store a vehicle with a dry cooling
should be coated with a good rust preventive
system.
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including
Hydrair suspensions, should be retracted as
much as possible (steering cylinders centered).
Wipe the exposed portion of all cylinder rods Any operating fluid, such as hydraulic oil,
clean and coat them (including the seals on the escaping under pressure can have sufficient
end of the barrel) with a good preservative force to enter a person's body by pentrating the
grease. skin. Serious injury and possible death may
4. If long term storage is anticipated, the vehicle result if proper medical treatment by a physician
should be blocked up with the tires clear of the familiar with this injury is not received
ground to remove the vehicle weight from the immediately.
tires. Lower the tire pressure to 103 - 172 kPa 7. New hydraulic filters should be installed and the
(15 - 25 psi). Completely cover the tires with hydraulic tank fully serviced with Type C-4 oil as
tarpolins to minimize rubber oxidation and specified in Section P, Lubrication and Service.
deterioration.
8. Disconnect the batteries, if possible. Batteries
5. Clean the radiator. Refer to Section C, Cooling should be removed and stored in a battery shop
System, for the proper cleaning instructions. or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean the
battery compartment. Remove all corrosion and
paint the compartment with an acid proof paint.
9. The wheel axle housings should be fully
serviced with recommended lubricants. Seal all
The cooling system is pressurized due to thermal
vents.
expansion of coolant. Do not remove the radiator
cap while the engine and coolant are hot. Severe 10. The exhaust openings and air cleaners should
burns may result. be covered tightly with moisture barrier paper
and sealing tape.
A7-2 Storage Procedures and Idle Machine Preparation 11/05 A07003

11. All lubrication points (grease fittings) should be REMOVAL FROM STORAGE
serviced with the recommended lubricants.
If the storage preparations were followed when
12. Relieve the tension from all drive belts. The placing the vehicle into storage, getting it back to
engine manufacturer recommends insertion of operational status is a matter of reversing those
heavy kraft paper between the belts and pulleys steps.
to prevent sticking.
NOTE: Before starting the job of restoring a vehicle
13. All vandalism covers and locks should be in to operation, obtain copies of the Operation and
place and secured. Maintenance Manual, Service Manual, Engine
14. All cab windows should be closed, locked and Manuals and Parts Book, if possible, and follow all
sealed, and the cab door should be locked to special instructions regarding servicing the vehicle
prevent vandalism and weather effects. and its components.
15. The fuel tank should be completely drained of In addition to removing the storage materials, the
fuel, fogged with preservative lubricant (NOX- following actions should be taken:
RUST MOTOR STOR., SAE10), and closed 1. Inspect the entire vehicle carefully for rust and
tightly. All fuel filters should be replaced. corrosion. Correct as necessary.
16. If possible, all available service publications 2. Service the engine according to the engine
(vehicle and engine) and a current parts catalog manufacturer's Operation and Maintenance
should be packaged in a moisture proof Manual.
package and placed in the cab to aid whomever
3. Clean the radiator. Refer to Section C, Cooling
will eventually place the unit back in operation.
System, for cleaning instructions.
17. Ensure that the water drain holes in the truck 4. The cooling system should be completely
body are open. 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
conditioner concentrations. After refilling the
system, 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 damage, wear or deterioration.
Replace any suspected lines. Do not take
chances on possible ruptures or blow-outs.
6. New hydraulic filters should be installed and the
hydraulic tank checked and serviced with Type
C-4 oil as specified in Section P, Lubrication
and Service.

7. Open the fuel tank drain valve to remove any 16. Refer to the Operation and Maintenance
moisture or sediment that may have Manual for engine startup and vehicle checkout
accumulated while in storage. Close the drain procedures. Check all hose and line
valve and fill the fuel tank with diesel fuel. connections for leaks when the engine is
running.
17. Before moving the vehicle, cycle all hydraulic
controls, steering controls, and braking systems
to verify proper operation. Check all
Never blend gasoline, gasohol and/or alcohol instruments and gauges to ensure that all
with diesel fuel. This creates an extreme fire systems are operational.
hazard and, under certain conditions, may cause
an explosion. 18. When all systems are operational and all known
problems are corrected, road test the vehicle in
8. Ensure that all hydraulic controls, steering a smooth, level, unobstructed area to check
linkage and throttle linkage points are lubricated steering response, service brake efficiency, and
and operate freely before starting the engine. hydraulic functions.
9. All electrical connections must be clean and
19. Recharge any fire protection equipment before
tight. Ensure that all ground straps and cables.
the vehicle is returned to service.
are secure
10. Install fully charged batteries in the vehicle.
Clean the connectors and connect the battery
cables. The battery compartment must be free
of corrosion. Secure the batteries with hold-
downs.
11. Check all electrical cables for deterioration,
cracks and other 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
personnel to stand in removal path of tires.
12. Check all tires carefully for damage. Inflate the
tires to the proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely service the vehicle as
recommended in Section P, Lubrication and
Service, for both 10 and 100 Hour inspections.
15. Adjust all drive belts to the specified tension.

RECONDITIONING AN IDLE VEHICLE
3. Inspect tires thoroughly for wear, cuts and
cracks on the treads and side walls.
a. Any tire suspected of being unserviceable
should be removed and thoroughly
inspected before being inflated.
Never attempt to operate a vehicle that has been
standing idle for a long period until all systems b. If the tires are removed, clean and inspect all
which affect steering, brakes, engine, wheel components. All rust and corrosion
transmission and running gears have been must be removed and parts repainted as
completely reconditioned. An unsafe vehicle can needed before mounting the tires.
cause serious injuries and/or major property c. Mount and inflate tires as shown in
damage. Operation and Maintenance Manual. Follow
Reconditioning a vehicle that has been subjected to all safety rules
long idle periods without being properly prepared for 4. Inspect the service brakes carefully. Before
storage - merely shut down and left to the elements - disabling the brake circuit, block all wheels to
may present a major expenditure of time and money prevent possible movement of the vehicle.
when it is to be put into operation.
a. All brake lines and connections must be
1. Remove all debris and thoroughly clean the clean and free of rust, corrosion and
vehicle before starting any inspection or damage.
maintenance.
b. When reconditioning the braking system, the
2. Remove the batteries and move them to a service brake hydraulic circuits should be
battery shop for service and charging, or checked out according to the instructions in
replace as necessary. Section J, Brake Circuit Check-Out
Procedure.
5. The engine should be inspected and serviced
according to the engine manufacturer's
Operation And Maintenance Manuals.
Do not disassemble an inflated tire. Remove the
valve core slowly and allow pressure to bleed off a. Ensure that the exhaust is clear and clean. If
before attempting to remove the lockring. Also, water entry is suspected, disconnect the air
eye protection must be worn during tire deflation tubes at the turbochargers to check for water
to protect against any foreign object being before attempting to start the ethe ngine.
projected into the eyes. b. Replace the fuel filters and fill filter cans with
fresh fuel for engine priming.
Do not mix rim parts of different rim

manufacturers. Rim parts may resemble those of
a different manufacturer, but the required Have a new safety filter (secondary) element on
tolerances may be wrong. Use of mismatched rim hand before removing the old one. Do not keep
parts is hazardous. the intake system open to the atmosphere any
longer than absolutely necessary.

c. Replace both the primary and safety filter 7. Drain the hydraulic tank. If the oil is not
(secondary) elements in the air cleaners. contaminated and is stored in clean containers,
Check all intake lines between the air it may be reused if filtered through 3-micron
cleaners and the engine. All clamps must be filter elements when being pumped back into
tight. The plunger in the filter condition the tank. Do not attempt to use contaminated
indicators must move freey. hydraulic oil, especially if water entry into the
system is suspected.
d. Inspect the tubes in the precleaner section of
the air cleaner assembly. Use a light to NOTE: If filling is required, use clean hydraulic oil
inspect the tubes. The light should be visible only. Refer to the Lubrication Chart in Section P,
through the end of the tube. If clogging is Lubrication and Service, for proper oil specifications.
evident, the precleaner must be cleaned
a. Replace the hydraulic filter elements and
according to the instructions in Section C, Air
clean the suction strainer elements. While
Cleaners.
the suction strainers are removed, inspect
e. Drain and flush the engine cooling system. and clean the inside of the tank thoroughly to
Fill with coolant and inhibitors after checking remove all sediment and foreign material.
all lines, hoses and connections. Refer to
b. Inspect all hydraulic lines for deterioration
Section P, Lubrication and Service, for anti-
and damage. Replace any suspected lines.
freeze recommendations. Radiator cores
Do not risk possible hose ruptures or blow
must be clear of dirt and debris.
outs.
c. Check all hydraulic components (pumps,
valves and cylinders) for damage and
corrosion. Secure all mountings and
connections. The control valves must move
To prevent injuries, always release spring freely with no binding.
tension before replacing the fan belt. d. Check the exposed portions of all hydraulic
f. Check and tighten the engine fan drive belts. cylinder rods for rust, pitting and corrosion. If
If necessary, install a new belt set. the plating has deteriorated, the cylinder
should be removed and overhauled or
g. Check and tighten the engine mounts. replaced. Pitted or scored plating will cause
6. If fuel was left in the tanks, it must be removed. leakage at the cylinder seals.
Do not attempt to use old diesel fuel. 8. Check the front wheel hub, final drive and wheel
a. With the tanks empty, remove the inspection axle lubricant. If contamination is suspected,
plates and thoroughly check the interior of the oil should be drained completely and the
the tanks. Remove any sediment and component serviced with clean recommended
contamination. If the fuel was contaminated, lubricant. If major contamination is present,
the lines should be disconnected and blown disassembly and overhaul will be necessary.
clear. 9. Check the parking brake. Since it is spring
b. Check all fuel lines for deterioration or applied, the brake pads may be stuck tightly to
damage. Replace lines as necessary. the disc. It may be necessary to remove and
overhaul the parking brake assembly.
c. Install the inspection covers with new
gaskets.
d. Fill the tanks with the specified diesel fuel.
e. Replace the fuel filters.

10. Lubricate all grease fittings that are not part of ENGINE OPERATION
the automatic lubrication system with the
recommended lubricants. Pay special attention After all reconditioning procedures have been
to the steering linkage connections. All pivot completed, a static check of engine operation,
points must move freely with no binding. systems operations, and verification of the braking
and steering functions must be done before the
11. Check the battery charging alternator for vehicle is moved.
corrosion or deterioration. The alternator rotor
must move freely with no binding or roughness. .
Inspect, install and properly tension the
alternator drive belts.
12. Ensure that the steering cylinder ball joints link
and hydraulic connections are secure. Before starting the engine, clear the immediate
13. Examine the Hydrair suspensions for damage. area of personnel and obstructions. Ensure that
all tools and loose equipment have been
a. Discharge the nitrogen from the suspensions
removed from the vehicle. Always sound the
as outlined in Section H, Hydrair II
horn as a warning before starting the engine or
Suspensions.
actuating any operational controls.
b. Check the conditon of the suspension oil and Never start the engine in a building unless the
cylinder wipers. If the wipers are cracked or doors and windows are open and ventilation is
hardened, the suspension must be rebuilt. adequate.
Recharge the suspension with new oil if the
1. Turn the key switch ON. The warning lights for
old oil is deteriorated.
low brake and steering pressure should
c. Check the exposed chrome portions of illuminate and the horn should sound. If it does
cylinder for rust, pitting and corrosion. If the not, check all components in the circuit and
plating is deteriorated, the suspension correct the problem before continuing.
should be removed and overhauled or 2. Turn the key switch to the START position to
replaced. Pitted or scored plating will rapidly crank the engine. Release the key when the
cause leakage at the seals. engine starts. Watch the engine oil pressure
d. Recharge the suspensions as outlined in gauge. If the pressure does not show within 10 -
Section H, Hydrair II Suspensions. 15 seconds, turn off the engine and locate the
problem.
14. If not done previously, install fully-charged
batteries and ensure that the hook-up is correct. 3. While the engine is warming up, inspect the
coolant, oil and fuel lines for leaks. Check the
hydraulic pump and hydraulic lines for leaks.
4. When the engine is at operating temperature,
check the operation of the throttle circuit.
Acceleration should be smooth. Watch the
gauges for any abnormal activity. Proper
temperatures and pressures are shown in the
Operation and Maintenance Manual.

After The Engine Has Started
Any machine which is unsafe and/or not in top 5. After all known problems have been corrected,
operating condition should not be assigned to an the vehicle is ready for a road test. This test
operator for production use. should be performed only by a capable and
experienced operator in a large open area
1. Become thoroughly familiar with the steering where plenty of maneuvering room is available.
and emergency controls. Test the steering in
the extreme right and left directions. If the One of the road test items that should be
steering system is not operating properly, turn performed is the repeated test of braking
off the engine immediately. Determine the efficiency at progressively higher speeds. Start
steering system problem and have repairs at slow speeds. Do not operate at higher
made before resuming operation. speeds until the machine is determined to be
operating safely.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine. 6. When the vehicle is ready for production use, it
should be visually rechecked and fully serviced
a. Activate each circuit individually using the according to Section P, Lubrication and
controls in the cab with the engine running Service.
and the hydraulic circuit fully charged.
A few of the conditions which might be encountered
b. If any application or release of any brake
after a machine has been exposed to the elements
circuit does not appear proper or if
for a long period of time include:
sluggishness is apparent, turn off the engine
and notify maintenance personnel. Do not • increased corrosion and fungus growth on
operate the machine until the brake circuit in electrical components in humid/tropical areas.
question is fully operational. • accelerated rust formation in humid climates.
3. Check all gauges, warning lights and
• increased sand and dust infiltration in windy, dry
instruments before moving the machine to dusty areas.
ensure proper system operation and gauge
function. Pay special attention to the braking • deterioration of rubber products in extreme cold
and steering circuit warning lights. If any areas. Cables, hoses, O-rings, seals and tires
warning lights come on, turn off the engine may become weather checked and brittle.
immediately and determine the cause. • animal or bird's nests in unsealed openings.
4. Cycle the hoist controls and steering several
times to remove any trapped air. Complete the
steering cycles in both directions to verify
steering response, smoothness and reliability.
Check the seals and lines for leaks.

ENGINE STORAGE
When an engine is to be stored or removed from 6. Seal all engine openings. The material used for
operation for a period of time, special precautions this purpose must be waterproof, vaporproof
should be taken to protect the interior and exterior of and possess sufficient physical strength to
the engine and other parts from rust and corrosion. resist puncture and damage from the expansion
of entrapped air.
All rust and corrosion must be completely removed
from any exposed part before applying a rust An engine prepared in this manner can be returned
preventive compound. Therefore, it is recommended to service in a short period of time by removing the
that the engine be processed for storage as soon as seals at the engine openings, checking the engine
possible after removal from operation. coolant, fuel oil, lubricating oil, transmission oil, and
priming the raw water pump (if used).
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are commercially
Extended Storage (More Than 30 Days)
available for use when excessive moisture is
prevalent in the storage area. 1. Drain the cooling system and flush with clean,
softened water. Refill the system with clean,
Temporary Storage (30 Days Or Less) softened water and add a rust inhibitor.
1. Drain the oil from the crankcase. Fill the 2. Remove, check and recondition the injectors, if
crankcase to the proper level with the necessary, to ensure that they will be ready to
recommended viscosity and grade of new oil. operate when the engine is restored to service.
2. Fill the fuel tank with the recommended grade Reinstall the injectors. Time them and adjust
of fuel oil. Operate the engine for two minutes at the exhaust valve clearance.
1200 rpm with no load. Turn off the engine. Do 3. Circulate the coolant by operating the engine
not drain the fuel system or the crankcase. until the normal operating temperature of 71° -
3. Check the air cleaner and service it, if 85° C (160° - 185° F) is reached.
necessary. 4. Stop the engine.
4. If freezing weather is expected during the 5. Drain the oil from the crankcase, then reinstall
storage period, add an ethylene glycol base and tighten the drain plug. Install new
antifreeze solution in accordance with the lubricating oil filter elements and gaskets.
manufacturer's recommendations. 6. Fill the crankcase to the proper level with a 30-
5. Clean the entire exterior of the engine (except weight preservative lubricating oil (MIL-L-
the electrical system) with fuel oil and dry it with 21260C, Grade 2).
compressed air.
To prevent possible personal injury, wear

adequate eye protection and do not exceed a
compressed air pressure of 276 kPa (40 psi).

7. Drain the fuel tank. Refill with enough No. 1 16. Remove and clean the batteries and battery
diesel fuel or pure kerosene to allow the engine cables with a baking soda/water solution and
to operate for about ten minutes. If it is not rinse them with fresh water. Do not allow the
convenient to drain the fuel tank, use a soda solution to enter the battery. Add distilled
separate portable supply of the recommended water to the electrolyte, if necessary. Store the
fuel. battery in a cool - never below 0° C (32° F) -
dry place. Keep the battery fully charged and
NOTE: If the engine is stored where condensation of
check the level and the specific gravity of the
water in the fuel tank may be a problem, add pure,
electrolyte regularly. Never set batteries on a
waterless isopropyl alcohol (isopropanol) to the fuel
concrete floor. Place them on wooded blocks.
at a ratio of one pint to 125 gallons(473 L) of fuel, or
0.010% by volume. Where biological contamination 17. Insert heavy paper strips between the pulleys
of fuel may be a problem, add a biocide, such as and belts to prevent sticking.
Biobor JF or an equivalent, to the fuel. When using a 18. Seal all engine openings, including the exhaust
biocide, follow the manufacturer's concentration outlet, with moisture resistant tape. Use
recommendations and all cautions and warnings. cardboard, plywood or metal covers where
8. Drain and disassemble the fuel filter and practical.
strainer. Discard the used elements and
19. Clean and dry the exterior painted surfaces of
gaskets. Fill the cavity between the element and
the engine and spray with a suitable liquid
shell with No. 1 diesel fuel or pure kerosene,
automotive body wax, a synthetic resin varnish
and install on the engine. If spin-on fuel filters
or a rust preventive compound.
and strainers are used, discard the used
cartridges, fill the new ones with No. 1 diesel 20. Protect the engine with a weather-resistant
fuel or pure kerosene, and install on the engine. tarpaulin and store it under cover, preferably in
a dry building with temperatures above 0° C
10. Operate the engine for five minutes to circulate
(32° F).
the clean fuel oil throughout the fuel system.
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
operating. However, the turbocharger air inlet Outdoor storage of engines is not recommended.
and turbine outlet connections should be sealed However, if an engine must be kept outdoors,
off with moisture resistant tape. follow the preparation and storage instructions
above. Do not use plastic sheeting for outdoor
13. Apply a rust preventive compound to all
storage. Plastic may be used for indoor storage.
exposed, non-painted surfaces.
However, when used outdoors, moisture can
14. Drain the cooling system. condense on the inside of the plastic and cause
15. Drain the preservative oil from the engine ferrous metal surfaces to rust and/or pit
crankcase. Reinstall and tighten the drain plug. aluminum surfaces. If a unit is stored outside for
any extended period of time, severe corrosion
damage can result.

21. Inspect the stored engine periodically. If there RESTORING AN ENGINE AFTER
are any indications of rust or corrosion, EXTENDED STORAGE
corrective steps must be taken to prevent
damage to the engine parts. Perform a 1. Remove the covers and tape from all of the
complete inspection at the end of one year and openings of the engine, fuel tank and electrical
apply additional treatment, as required. equipment. Do not overlook the exhaust
outlet or the intake system.
2. Wash the exterior of the engine and flywheel
with fuel oil to remove the rust preventive
compound.
3. Remove the paper strips from between the
pulleys and the belts.
4. Remove the drain plug and drain the
preservative oil from the crankcase. Reinstall
the drain plug. Then, refer to Lubrication and
Service, Section P, and fill the crankcase with
the recommended grade of lubricating oil to
proper level using a pressure prelubricator.
5. Fill the fuel tank with the engine manufacturer's
specified fuel.
6. Close all of the drain cocks and fill the engine
cooling system with clean, softened water and a
rust inhibitor. If the engine is to be exposed to
freezing temperatures, fill the cooling system
with an ethylene glycol base antifreeze solution.
Refer to the coolant specifications in Section P,
Lubrication and Service.
7. Install and connect the fully charged batteries.
8. 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
completed, 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
These instructions provide the recommended It is also important to note that these instructions
procedures for protecting equipment from damage cannot possibly anticipate every type of storage
during both short term and long-term storage condition and, therefore, cannot prevent all
periods. Also included are instructions for placing this equipment deterioration problems caused by
equipment into service after having been stored. inadequate storage. These instructions are not
intended to be all inclusive, but are minimum
For the purposes of this instruction, a short term guidelines for achieving the best possible equipment
storage period is considered to be less than three life and the lowest operating cost when the
months; a long-term storage period is considered to equipment is returned to service.
be three months or longer.
NOTE: Local conditions and/or experience may
General Electric recommends a maximum storage require additional procedures and/or additional
period of three years, with these storage procedures storage precautions.
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. Storing A Truck That Is Operational
These should be replaced if necessary. When a fully operational truck is being placed into
Periodic (every three months) inspections should be storage for less than three months, the best
made to determine the lasting qualities of long-term protective measure which can be taken is to drive the
storage protection measures. Such inspections will truck once a week for at least 30 minutes. Prior to
indicate the need for renewing protective measures driving the truck, the rotating equipment should be
when necessary to prevent equipment deterioration. Meggered and:
Proper storage of this equipment is vital to equipment • If greater than 2 megohms, run normally.
life. Bearings, gears, and insulation may deteriorate • If less than 2 megohms, isolate the condition and
unless adequate protective measures are taken to correct it before running.
protect against the elements. For example, bearings
Driving the truck circulates oil in the gearcase to
and gears in the motorized wheel gear case are
keep gears and bearings lubricated and free from
susceptible to the formation of rust, insulation in
rust. It also prevents deterioration of the brushes,
rotating electrical equipment can accumulate
commutators and slip rings.
moisture, and bearings may become pitted.
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
Never apply any spray, coating, or other period as indicated above, perform the following:
protective materials to areas not specifically 1. Drain the oil from the gearcase and install rust
recommended. preventive 4161 (a product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.

2. Megger the wheels as indicated in the 9. Install a 500 watt heat source inside all control
instructions above. Operate the truck for at least groups which house electronic control
30 minutes to ensure that the rust preventive equipment. These heat sources are to be
compound has been thoroughly circulated energized below 0° C (32° F) and de-energized
throughout the gearcase. Stop the truck and above 5° C (41° F).
drain the rust preventive compound. 10. Install a 500 watt heat source inside the
NOTE: Do not run a loaded truck with rust preventive commutator chamber of both motorized wheels
compound in the wheel motor gearcases. 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.
Do not operate trucks without oil in the wheel
11. Seal the compartment doors with a
motor gearcases.
weatherproof tape to prevent entry of rain, snow
3. Perform a megohmmeter test. Refer to the and dirt (allow breathing).
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in
Storing A Truck That Is Not Operational
determining if deterioration is being
experienced when additional Megger tests are When a truck which is not fully operational is being
made as part of the periodic inspection. stored for any period of time, perform the following:
4. Lift all brushes in the motorized wheels, blowers 1. Drain the oil from the gearcase and install rust
and the alternator. They must be removed from preventive compound 4161 (or equivalent). Fill
the brushholder. Disconnecting brush pigtails is per General Electric Motorized Wheel Service
not required. Manual.
5. Cover any open ductwork with screening 2. Jack up each side of the truck (one side at a
material to prevent rodents from entering. Then time) enough to rotate the tires.
tape over the screen to prevent the entry of
3. Connect a D-C welder as described in the
water and dirt (allow breathing).
Vehicle Test Instructions (Wheel Motor inst.
6. Examine all exposed machined surfaces for 400A, arm & field in stress 900- 1000 rpm arm).
rust or dirt accumulation. Remove all
4. Rotate each motorized wheel (one at a time) for
contamination as necessary. Remove rust by
at least 30 minutes to ensure that the rust
using a fine abrasive paper. Old flushing
preventive compound has been thoroughly
compound can be removed with mineral spirits
circulated throughout the gearcase. Disconnect
(GE-D5B8). Methanol should be used to
the welder. Remove the jacks. Drain the
remove all residue. When clean, coat with Tarp
gearcase.
B rust preventive. Refer to General Electric
Motorized Wheel Service Manual for
specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.

5. If the truck is partially dismantled, pay close 2. Check all other weatherproofing tape. Replace
attention to ductwork, blower shrouds, etc., any that has become loose or is missing.
which may be exposed to weather conditions. 3. Check all heat sources. Replace or repair any
These areas will require the same sealing that have become inoperative.
measures as in Step 5 above which deals with
4. Check all machine surfaces that were coated
protecting ductwork. Cover exposed blower
with flushing compound when storage began. If
housings to prevent entry of water and dirt.
the compound appears to be deteriorating, it
6. Perform Steps 3 through 11 in “Storing A Truck must be cleaned off and renewed.
That Is Operational” in this section.
Placing Equipment Into Service After Storage

Storing A Major Component
If a truck has been operated weekly throughout the
When storing a motorized wheel, alternator, blower storage period, perform a complete visual inspection
or control group for any period of time, always store it of the motorized wheels, blowers, alternator and
inside a warm, climate-controlled environment. Do control compartments. Repair any defects that are
not attempt to store individual components where found, then place the truck directly into service.
they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature If the truck was not operated weekly throughout the
extremes. storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
Periodic Inspections 2. Remove all screening material from the
ductwork.
It is important that periodic inspections (every three
months) of stored equipment be performed to ensure 3. Remove all heat sources from the motorized
the continued serviceability of all protective wheels, control compartments and the
measures initially taken when the storage period alternator.
began. The following items should be checked at 4. Fill with recommended oil. Refer to the
each inspection interval: Motorized Wheel Service Manual for the type
1. Remove the weatherproof tape from the and amount oil to be used. This oil should be
compartment doors and perform a Megger test drained and new oil should be added after 500
as described in the Vehicle Test Instructions. hours of operation.
Record the test results and compare them with 5. Clean all motorized wheel grease fittings in the
the recorded Megger readings taken when axle box. Ensure that all grease lines are
storage first began, and those taken throughout completely full of grease, then add the
the storage period. Remove all test equipment recommended amount of grease to all fittings.
and close the compartment. Reseal the 6. Install brushes in the motorized wheels, blowers
compartment doors with new weatherproof and alternator. Make sure that the brushes
tape. If Megger readings indicate a move freely in their carbonways and that they
deterioration of insulation quality (to below 2.0 have enough length to serve until the truck's
megohms), more protection may need to be next inspection period. Install new brushes if
provided. necessary. Ensure that all brush pigtail screws
are tight.

7. Perform a megohmmeter test. Refer to the 10. Check the retarding grids and insulators for
truck's Vehicle Test Instructions for the correct loose connections and dirt accumulation. Clean
procedure. If Megger readings are less than 2.0 and tighten connections as necessary.
megohms, the problem could be an 11. Where applicable, check exciter drive belts for
accumulation of moisture in the motor or cracks and deterioration. If acceptable, set the
alternator. If this is the case, the faulty belt tension to specification.
component will have to be isolated and dried
out using procedures outlined in the G.E. 12. Before starting the engine, turn on the control
Service Manual. power. Check that the contactors and relays
pick up and drop out normally.
8. Perform a thorough inspection of the motorized
wheels, alternator, blowers and control 13. Perform a startup procedure on the complete
compartments. Look for: system to ensure maximum performance during
service. Refer to the truck's Vehicle Test
•Rust or dirt accumulation on machine
Instructions for the complete test procedure.
surfaces
•Damaged insulation
•Any accumulation of moisture or debris, After all storage protection has been removed, the
especially in the ductwork truck has been cleaned and inspected, all repairs
have been made, the motorized wheel gearcase has
•Loose wiring and cables been filled with new oil, the dirt seals have been
•Any rust on electrical connectors in the control completely purged with new grease, and the system
compartment has been completely checked, the truck can be
•Any loose cards in the card panels placed into service. However, it is recommended that
the truck be driven unloaded at a low speed of no
9. Clean and make repairs as necessary.
more than 16 km/h (10 mph) for the first hour of
operation.

NOTES

SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01016 Index B1-1

NOTES
B1-2 Index B01016

SECTION B2
STRUCTURAL COMPONENTS
INDEX
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
DIAGONAL LADDER, GRILLE AND HOOD ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
RH DECK AND RETARDING GRID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
LH DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B02028 10/11 Structural Components B2-1

NOTES
B2-2 Structural Components 10/11 B02028

STRUCTURAL COMPONENTS
PREPARATION NOTE: Depending on optional equipment installed
on the truck, additional steps may be required before
the decks or other structures are removed.
Prior to removal or repair procedures, it may be
necessary to remove the body to provide clearance
for any lifting equipment. If body removal is not
required, the body should be raised and the body
• Do not attempt to work in deck area until the retention sling installed at the rear of the truck. Refer
body retention sling has been installed. to “Securing the Dump Body” in Section A3.
• Do not step on or use any power cable as a
handhold when the engine is running.
After the truck is parked for repairs, the truck must be
• Do not open any electrical cabinet covers or shut down properly to ensure the safety of those
touch the retarding grid elements until all working in the areas of the deck, control cabinets and
shutdown procedures have been followed.
retarding grids. Refer to “Normal Engine Shutdown
• All removal, repairs and installation of Procedure” and “Capacitor Discharge System” in
propulsion system electrical components Seciton A3.
and cables must be performed by an
electrical maintenance technician who is
properly trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.

DIAGONAL LADDER, GRILLE AND 8. Lift the grille and hood assembly from the truck
HOOD ASSEMBLY and move it to a work area.
Removal Installation
1. Attach an appropriate lifting device to the 1. Use an appropriate lifting device to lift grille and
diagonal ladder. The combined weight of hood assembly (4, Figure 2-1) into position on
diagonal ladder (1, Figure 2-1), support (2) and the truck.
the handrails is approximately 300 kg (660 lb). 2. Align the mounting hardware holes with the
2. Remove ladder mounting hardware (3). brackets attached to the radiator assembly.
Install hood mounting hardware (5). Tighten the
3. Lift the structure off the truck. Collect shims (6).
capscrews to the standard torque.
4. Disconnect wiring harnesses and remove cable
3. Adjust and tighten both radiator bumpers.
clamps as necessary to allow removal of the
grille and hood assembly. 4. Use an appropriate lifting device to lift diagonal
ladder (1) and support (2) into position over the
5. Attach an appropriate lifting device to hood and
mounting pads on the front bumper. Align the
grille assembly (4). The weight of the grille and
mounting holes and install shims (6) as needed
hood assembly is approximately 500 kg (1,100
to level the structure.
lb).
5. Install ladder mounting hardware (3). Tighten
6. Remove all hood mounting hardware (5) on
the capscrews to the standard torque.
both sides of the hood.
6. Connect all cables, wiring harnesses, hoses
7. Loosen the radiator bumpers on both decks.
and clamps that were removed previously.
FIGURE 2-1. DIAGONAL LADDER, GRILLE & HOOD REMOVAL

1. Diagonal Ladder 3. Ladder Mounting Hardware 5. Hood Mounting Hardware
2. Support 4. Grille and Hood Assembly 6. Shims

RH DECK AND RETARDING GRID 6. Install an appropriate lifting device to the lifting
eyes at each corner of the deck and take up any
Removal slack. Do not attach the lifting device to the
1. Remove the access covers from the retarding handrails. The weight of the RH deck (with
grid. Tag and disconnect all electrical leads in handrails) is approximately 1 030 kg (2,270 lb).
preparation for removal. 7. Remove deck mounting hardware (2) at the
deck support and the front upright.
NOTE: Removal of the retarding grid is optional. If
repairs to the retarding grid are required, refer to the 8. Loosen the radiator bumpers on both decks.
applicable equipment manufacturer’s publication for 9. Carefully lift deck structure (1) from the deck
service and maintenance procedures. supports.
2. Attach an appropriate lifting device to the lifting
Installation
eyes on the retarding grid. The weight of the
retarding grid (with handrails) is approximately Repeat the removal procedure in reverse order to
3 900 kg (8,600 lb). install the right deck and components. Clean all
3. Remove retarding grid mounting hardware (3, mount mating surfaces and tighten all hardware to
Figure 2-2) at six locations. standard torque.
4. Lift the retarding grid clear of the deck and Ensure that all wiring harnesses, clamps and hoses
move it to a work area. are undamaged and reinstalled securely. Replace
5. Disconnect deck lighting harness (4). Remove any components as necessary.
any wiring harnesses, cables or hoses as
needed. The lighting harness and clamps do
not require removal.
FIGURE 2-2. R.H. DECK STRUCTURE MOUNTING

1. Deck Structure 3. Retarding Grid Mounting 4. Deck Lighting Harness
2. Deck Mounting Hardware Hardware 5. Radiator Bumper

LH DECK 3. Install an appropriate lifting device to the lifting
eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails. The weight of the LH deck (with
handrails) is approximately 820 kg (1,810 lb).
4. Remove deck mounting hardware (2) at the
If air conditioning system components must be deck support and the front upright.
removed, refer to Section N4 for instructions on 5. Loosen the radiator bumpers on both decks.
discharging the air conditioning system before
disconnecting any air conditioning lines and 6. Carefully lift deck structure (1) from the deck
servicing the air conditioning system after supports.
installation.
Installation
Removal Repeat the removal procedure in reverse order to
1. Remove the operator cab. Refer to Section N2, install the right deck and components. Clean all
Truck Cab And Components, for cab removal mount mating surfaces and tighten all hardware to
and installation instructions. standard torque.
2. Disconnect deck lighting harness (3, Figure 2- Ensure that all wiring harnesses, clamps and hoses
3). Remove any wiring harnesses, cables or are undamaged and reinstalled securely. Replace
hoses as needed. The lighting harness and any components as necessary.
clamps do not require removal.
FIGURE 2-3. L.H. DECK STRUCTURE MOUNTING

1. Deck Structure 3. Deck Lighting Harness
2. Deck Mounting Hardware 4. Radiator Bumper

CENTER DECK Installation
Repeat the removal procedure in reverse order to
Removal
install the center deck. Clean all mount mating
1. Install an appropriate lifting device to the deck surfaces and tighten all hardware to standard torque.
and take up any slack. The weight of the center
deck is approximately 285 kg (630 lb). Ensure that all wiring harnesses, clamps and hoses
are undamaged and reinstalled securely. Replace
2. Remove deck mounting hardware (2, Figure 2- any components as necessary.
4).
3. Ensure that all wiring harnesses, cables and
hoses have been removed as necessary.
Carefully lift center deck (1) from the truck.
FIGURE 2-4. CENTER DECK MOUNTING
1. Center Deck 2. Deck Mounting Hardware

NOTES

SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Body Pad Shimming Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
BODY RETENTION SLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
B03020 12/11 Dump Body B3-1

NOTES
B3-2 Dump Body 12/11 B03020

DUMP BODY
DUMP BODY Removal
1. Park truck on a hard, level surface and block all
the wheels. Attach cables and a lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove the mud flaps from both sides of the
Inspect the condition and rating of all lifting body. Remove any electrical wiring and hoses
devices, slings, chains, and cables. Refer to the that are attached to the body.
manufacturer's manual for correct capacities and
3. Attach chains around the upper end of both
safety procedures when lifting components.
hoist cylinders to support them after the pivot
Replace any questionable items.
pins are removed.
Ensure that the lifting device is rated for at least a
4. At the hoist cylinder upper mounting bracket,
45 ton capacity. Slings, chains, and cables used
remove nut (6, Figure 3-2), flat washer (5) and
for lifting components must be rated to supply a
shoulder bolt (4). Use a brass drift and hammer
safety factor of approximately 2X the weight
to drive pivot pin (3) from mounting bracket (1).
being lifted. When in doubt as to the weight of
components or any service procedure, contact NOTE: The pivot pins may be retained with a
the Komatsu area representative for further capscrew and locknut as originally shipped from the
information. factory. Upgrading to the current shoulder bolt
Lifting eyes and hooks should be fabricated from configuration is recommended.
the proper materials and rated to lift the load NOTE: Do not lose two spacers (2) between the
being placed on them. cylinder bearing and mounting bracket (1).
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, ensure there is
adequate clearance between the body and
overhead structures or electric power lines.
FIGURE 3-1. DUMP BODY REMOVAL

FIGURE 3-2. HOIST CYLINDER UPPER MOUNT
1. Lifting Cables 2. Guide Rope
1. Mounting Bracket 4. Shoulder Bolt
2. Spacer 5. Flat Washer
3. Pivot Pin 6. Nut
B03020 12/11 Dump Body B3-3

5. Remove nut (3, Figure 3-3), flat washer (2) and 5. Align the hoist cylinder bearing eye with the
shoulder bolt (1) from both body pivots. bore of hoist cylinder upper mounting bracket
6. Attach a body pivot pin support fixture to the (1, Figure 3-2).
bracket on the underside of the dump body to 6. Align the bolt hole in pivot pin (3) with the bolt
aid in supporting the pin as it is removed. hole in mounting bracket (1). Install the pivot pin
7. Remove body pivot pin (4) far enough to allow through the first spacer (2), then align the
shims (8) to drop out. Complete removal of pins second spacer with the bore on the other side of
is not necessary unless new pins are being hoist cylinder bearing eye. Finish installing the
installed. pin through second spacer (2).
7. Install shoulder bolt (4) through each pin.
NOTE: To prevent the body pivot pins from falling
while removing the dump body, use chains to secure NOTE: Do not use a flat washer under the head of
them to the truck. the shoulder bolt. This will ensure that the shoulder
8. Lift the dump body clear of the chassis and bolt does not run out of threads when tightening.
move it to a work area. Block up the body to 8. Install flat washer (5) and nut (6) onto the
prevent damage to the body guide. threaded end of each shoulder bolt. Tighten the
9. Inspect bushings (5), (7), and (9), body ears (6), nuts to 339 N·m (250 ft lb).
and the frame pivot for excessive wear or If self-locking nut (PC3201) is being used,
damage. Replace bushings and repair the pivot tighten the nut and flat washer securely against
area as necessary. the shoulder of the bolt.
Installation NOTE: If the original capscrew/locknut configuration
is being used, tighten the locknut to 203 N·m (150 ft
1. Park the truck on a hard, level surface and
lb). Upgrading to the current shoulder bolt
block all the wheels. Attach cables and a lifting
configuration is recommended.
device to the dump body and take up the slack
as shown in Figure 3-1. Lower the body over 9. Install all mud flaps, electrical wiring and hoses
the truck frame and align the body ears with the to the body.
frame pivot bores.
2. Install shims (8, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot.
NOTE: Do not install shims on the inside. A
minimum of one shim is required at the outside end
of both frame pivots.
3. Align the hole in body pivot pin (4) with the bolt
hole in the pin retainer on the outer body pivot
ear. Push the body pivot pin through the outer
body pivot ear, the frame pivot, and the inner
body pivot ear.
4. Install shoulder bolt (1) through the body pivot
pin. Install flat washer (2) and nut (2). Tighten
the nut to 339 N·m (250 ft lb).
If self-locking nut (PC3201) is being used,
tighten the nut and flat washer securely against
the shoulder of the bolt.
NOTE: If the original capscrew/locknut configuration
lb). Upgrading to the current shoulder bolt
B3-4 Dump Body 12/11 B03020

FIGURE 3-3. DUMP BODY PIVOT PIN
1. Shoulder Bolt 4. Body Pivot Pin 7. Pivot Bushing
2. Flat Washer 5. Pivot Bushing 8. Shim
3. Nut 6. Body Pivot Ear 9. Body Pivot Bushing
B03020 12/11 Dump Body B3-5

BODY PADS
NOTE: It is not necessary to remove the dump body 2. Install the body retention sling. Refer to
to replace the body pads. Body pads should be “Securing The Dump Body” in Section A3,
inspected during scheduled maintenance inspections General Safety & Operating Instructions, for the
and replaced if worn excessively. body retention sling installation procedure.
1. Raise unloaded dump body (1, Figure 3-4) to a 3. Place blocks between the body and frame.
height that is sufficient to allow access to all of Secure the blocks in place.
the body pads. 4. Remove mounting hardware (4).
5. Remove body pad (2) and shims (3). Note the
number of shims installed at each pad location.
The rear pad on each side should have one less
shim than the other pads.
6. Install new body pads with the same number of
To avoid serious personal injury or death, the shims that were removed in step 3.
body retention sling must be installed anytime 7. Install mounting hardware (4). Tighten the nuts
personnel are required to perform maintenance to 88 N·m (65 ft lb).
on the truck with the dump body in the raised
8. Remove the blocks and body retention sling.
position.
Lower the dump body onto the frame.
FIGURE 3-4. BODY PAD INSTALLATION

1. Dump Body 3. Shim
2. Body Pad 4. Mounting Hardware
B3-6 Dump Body 12/11 B03020

Body Pad Shimming Procedure 9. Subtract the body pad thickness of 39.7 mm
(1.56 in.) from each measurement that was
Proper contact between the body pad and frame is
recorded in Step 8. There will be a total of eight
required to ensure maximum pad life. All pads
measurements “B” per side. Refer to Figure 3-5.
(except the rear pad on each side) should contact the
frame with approximately equal compression of the “A” - 39.7 mm (1.56 in.) = “B”
rubber. A gap of approximately 1.9 mm (0.075 in.) is 10. Divide each measurement “B” by the single
required at each rear pad. This can be accomplished shim thickness of 1.5 mm (0.06 in.) to deter-
by using one less shim at each rear pad. mine the number of shims required for each
If pad contact appears to be unequal, perform the mounting location.
following shimming procedure. “B” / 1.5 mm (0.06 in.) = number of shims
1. Park the truck on a flat, level surface.
11. Remove one shim from the calculation for the
2. Raise the unloaded dump body to a height that most rearward body pad on both sides.
is sufficient to allow access to all of the body
pads. NOTE: Using half shims is allowed if necessary. Half
shims must be installed at the top of the stack.
NOTE: The frame rail and the body bolster do not
have to be parallel.

body retention sling must be installed anytime
position.
3. Install the body retention sling. Refer to
“Securing The Dump Body” in Section A3,
General Safety & Operating Instructions, for the
body retention sling installation procedure.
4. Remove all of the body pads and shims.
5. Bolt one spacer block (XC2293) to each side of
the body. Use the pad mounting holes closest to
the front of the dump body.
6. Remove the body retention sling. Lower the
dump body onto the spacer blocks.
7. Check the dump body’s position and fit on the
truck. If there is any interference when the body
is on the spacer blocks, contact your local
Komatsu distributor to resolve the issue. FIGURE 3-5. MEASUREMENT DETAILS
8. With the body lowered, measure the distance
1. Shims 2. Body Pad
from the frame rail to each pair of bolt holes at
the dump body’s pad mounting locations. There
will be a total of eight measurements “A” per
side. Refer to Figure 3-5.
B03020 12/11 Dump Body B3-7

BODY GUIDE HOIST LIMIT SWITCH
1. Inspect the body guide wear points each time a Refer to Section D3, 24VDC Electrical System
body pad inspection is performed. Body guide Components, for the hoist limit switch adjustment
(2, Figure 3-6) should be centered between procedure.
wear plates (3) with a maximum gap of 4.8 mm
(0.19 in.) at each side (new wear plates).
2. If the gap becomes excessive, install new parts.
BODY-UP SWITCH
Refer to Section D3, 24VDC Electrical System
Components, for the body-up switch adjustment
procedure.
BODY RETENTION SLING

body retention sling must be installed anytime
position.
Refer to “Securing The Dump Body” in Section A3,
General Safety & Operating Instructions, for the body
retention sling installation procedure.
FIGURE 3-6. BODY GUIDE
1. Dump Body 3. Body Guide Wear

2. Body Guide Plates
B3-8 Dump Body 12/11 B03020

ROCK EJECTORS 3. If the rock ejector arm becomes bent, it must be
removed and straightened.
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging 4. At each shift change, inspect mounting brackets
between the tires. Failure to maintain the rock (4, Figure 3-8), pins (2) and stop blocks (3) for
ejectors could allow debris to build up between the wear and damage. Repair as necessary.
dual wheels and cause damage to the tires.
Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 6.0 mm
(0.25 in.).
2. With the truck parked on a level surface, rock
ejector arm (1, Figure 3-7) should be
approximately 454.5 mm (17.9 in.) from wheel
housing (2).
NOTE: With the rock ejector arm hanging vertical as
shown in Figure 3-7, there must be no gap at stop
block (3, Figure 3-8).
FIGURE 3-8. ROCK EJECTOR MOUNTING

BRACKET
1. Rock Ejector Arm 3. Stop Block
2. Pin 4. Mounting Bracket
FIGURE 3-7. ROCK EJECTOR INSTALLATION
1. Rock Ejector Arm 2. Wheel Housing
B03020 12/11 Dump Body B3-9

NOTES
B3-10 Dump Body 12/11 B03020

SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
FUEL TANK VENT ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
QUICK FILLFUEL RECEIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04025 12/11 Fuel Tank B4-1

NOTES
B4-2 Fuel Tank 12/11 B04025

FUEL TANK
FUEL TANK Cleaning
Removal The fuel tank has a drain cock and a cleaning port in
the side that allow steam or solvent to be used for
1. Raise the truck body and install the body
cleaning tanks that have accumulated foreign
retention sling.
material.
2. Loosen filler cap (5, Figure 4-1) and open the
drain cock on the bottom of fuel tank (1) to drain It is not necessary to remove the tank from the truck
the fuel from the tank into clean containers. for cleaning of sediment. However, rust and scale on
Tighten the filler cap when the fuel is completely the walls and baffles may require complete tank
drained. removal. This allows cleaning solutions to be in
contact with all interior surfaces by rotating the tank
3. Disconnect the wire harness from hoist circuit
in various positions.
filter assemblies (11) and steering circuit filter
assembly (12). Remove ground wire (13). Before a cleaning procedure of this type, the fuel
4. If equipped, close the inline shutoff valves. gauge sender, vent assembly (8, Figure 4-1) and all
Remove fuel return hose (6), fuel supply hose hose connections must be removed and temporarily
(7) and quick fill hose (10). Cap the hoses and sealed. After cleaning is complete, the temporary
tank fittings to prevent contamination. plugs can be removed.
5. Remove hoist circuit filter assemblies (11) and If the tank is to remain out of service, a small amount
steering circuit filter assembly (12) from the fuel of light oil should be sprayed into the tank to prevent
tank. Support the filter assemblies by placing a rust. Seal all openings for rust prevention.
chain over the frame rail. It is not necessary to
remove the hydraulic hoses. Installation
1. Thoroughly clean the frame mounting brackets
and the mounting hardware holes. Re-tap the
threads if damaged.
The weight of the empty fuel tank is

approximately 1 690 kg (3,725 lb). Use lifting
devices with adequate capacity to remove the
fuel tank. The weight of the empty fuel tank is
6. Attach a lifting device to the lifting eyes on each approximately 1 690 kg (3,725 lb). Use lifting
side of the tank. devices with adequate capacity to install the fuel
7. Remove capscrews (14), lockwashers (15), flat tank.
washers (16), large washers (17) and rubber 2. Attach a lifting device to the lifting eyes on each
mounts (16). Remove capscrews (2), side of the tank. Lift the fuel tank into position
lockwashers (3) and mounting caps (4). over the frame trunnion mounts and lower it into
8. Lift the fuel tank from the brackets and move it position.
to a work area. 3. Install mounting caps (4, Figure 4-1),
lockwashers (3) and capscrews (2). Do not
Repair tighten the capscrews at this time.
If a tank has been damaged and requires structural 4. Install rubber mounts (18), large washers (17),
repair, perform such repairs before final cleaning. flat washers (16), lockwashers (15) and
capscrews (14). Tighten the lower mounting
capscrews to 420 ± 42 N·m (310 ± 31 ft lb).
5. Tighten the upper mounting capscrews to 711 ±
72 N·m (525 ± 53 ft lb).
If a tank is to be weld repaired, special 6. Install hoist circuit filter assemblies (11) and
precautions are necessary to prevent fire or steering circuit filter assembly (12) on the tank.
explosion. Consult local authorities for safety
regulations before proceeding.
B04025 12/11 Fuel Tank B4-3

7. Connect fuel return hose (6) fuel supply hose 8. Install ground wire (13). Connect the wire
(7) and quick fill hose (10). Open the inline harness to hoist circuit filter assemblies (11)
shutoff valves, if equipped. and steering circuit filter assembly (12).
FIGURE 4-1. FUEL TANK REMOVAL & INSTALLATION

1. Fuel Tank 7. Fuel Supply Hose 13. Ground Wire
2. Capscrew 8. Vent Assembly 14. Capscrew
3. Flat Washer 9. Overflow Tube (if equipped) 15. Lockwasher
4. Mounting Cap 10. Quick Fill Hose 16. Flat Washer
5. Filler Cap 11. Hoist Circuit Filter Assemblies 17. Large Washer
6. Fuel Return Hose 12. Steering Circuit Filter Assembly 18. Rubber Mount
B4-4 Fuel Tank 12/11 B04025

FUEL TANK VENT ASSEMBLY
NOTE: The relief pressure of the fuel tank vent
assembly is 70 - 89 kPa (10 - 13 psi).
Disassembly
1. Remove clamp (3, Figure 4-2), cover (2) and
screen (1).
NOTE: Fuel tanks that have been modified to add an
overflow tube will not be equipped with the clamp,
cover and screen. New vent assembly (PB9887) has
a fitting for the overflow tube installed in the vent
passage.
2. Remove ball cage (10), solid ball (11) and float
balls (12).
3. Unscrew end fitting (7) from body (4).
4. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5, Figure 4-2) 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 FIGURE 4-2. VENT ASSEMBLY (TA1978)
the breather. Install clamp (3).
1. Screen 7. End Fitting
NOTE: Fuel tanks that have been modified to add an 2. Cover 8. Stem
overflow tube will not be equipped with the clamp, 3. Clamp 9. O-Ring
cover and screen. New vent assembly (PB9887) has 4. Body 10. Ball Cage
a fitting for the overflow tube installed in the vent 5. Valve Spring 11. Solid Ball
passage. 6. O-Ring 12. Float Ball
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.
B04025 12/11 Fuel Tank B4-5

FUEL GAUGE SENDER QUICK FILL FUEL RECEIVERS
Fuel gauge sender (1, Figure 4-3) provides an Fuel receiver assembly (4, Figure 4-3) is mounted on
electrical signal to operate the fuel gauge on the the front of the fuel tank. Fuel receiver assembly (5)
instrument panel. is mounted to the bottom of the hydraulic tank. It is
connected to the rear of the fuel tank by hose (6).
Removal
The quick fill fuel system is a pressurized system that
1. Drain the fuel below the level of the fuel gauge is rated at a maximum of 568 l/m (150 gpm). When
sender. filling the tank, vent assembly (8, Figure 4-1) allows
2. Disconnect the wires from terminals (3). air to escape to prevent the tank from over-
3. Remove sender mounting hardware (2). pressurizing. When the fuel level reaches the float
Carefully remove the sender and gasket. balls in the vent, the balls rise with the fuel. When the
fuel level reaches its maximum level, the float balls
Installation block air flow out of the vent, causing pressure to rise
in the fuel tank. When pressure reaches 55 - 70 kPa
1. Clean the mating surfaces. Install a new gasket.
(8 - 10 psi), the fuel nozzle should turn off.
2. Install fuel gauge sender (1, Figure 4-3) in the
tank. Ensure the float is oriented properly and If the nozzle fails to turn off and fuel continues to fill
moves freely. the tank, a relief valve in the vent will open at 79 kPa
(11.5 psi) to prevent over-pressurization of the tank. If
3. Install sender mounting hardware (2) and
filling persists and the fuel reaches the top of the
tighten the capscrews to the standard torque.
tank, fuel will flow out of the vent until the nozzle is
4. Connect the wires to terminals (3). turned off.
5. Fill the fuel tank and check for leaks.
If fuel spills from the vent, or if the tank does not
completely fill, check the vent to see whether the
float balls are in place and overflow tube (9) is clean.
If the vent is operating properly, the problem will most
likely be in the fuel supply system.
NOTE: Keep the cap on each fuel receiver to prevent
dirt buildup in valve area and nozzle grooves.
FIGURE 4-3. FUEL GAUGE SENDER & QUICK FILL FUEL RECEIVERS
1. Fuel Gauge Sender 4. RH Fuel Receiver Assembly
2. Mounting Hardware 5. LH Fuel Receiver Assembly
3. Terminals 6. Quick Fill Hose
B4-6 Fuel Tank 12/11 B04025

SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01014 Index C1-1

NOTES
C1-2 Index C01014

SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
PREPARATION FOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-10
HOOKUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-11
C02029 Power Module C2-1

NOTES
C2-2 Power Module C02029

POWER MODULE
The radiator, engine and alternator assemblies are PREPARATION FOR REMOVAL
mounted on a roller-equipped subframe which is
1. Properly park the truck and shutdown the
contained within the truck's main frame. It is referred
engine. Refer to “Normal Engine Shutdown” in
to as a “power module”. This arrangement permits
Section A3, General Safety & Operating
removal and installation of these components with a
Instructions.
minimum amount of disconnect and by utilizing the
unique “roll in/roll out” feature. 2. To ensure that the link will not be energized
during test and repair procedures, turn GF
Although the instructions in this section are primarily
Cutout Switch (2, Figure 2-1) in the control
based upon the “roll out” method for major
cabinet to the CUTOUT position by pulling the
component removal, the radiator and fan may be
switch out and moving the switch downward as
removed as separate items. Instructions for radiator
shown.
and fan removal are included later in this section. If
any optional equipment is installed on the truck,
additional removal and installation steps that are not
listed may be required.
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 FIGURE 2-1. INFORMATION DISPLAY PANEL
mine site. Prior to removal or repair procedures, it 1. Control Power Switch
may be necessary to remove the body to provide 2. GF Cutout Switch
clearance for lifting equipment to be used. If body 3. Capacitor Charge Light
removal is not required, raise the body and install the
body retention sling at the rear of the truck.
Read and observe the following instructions before
attempting any repairs. 3. Open the battery disconnect switches.
4. Tag or mark all hydraulic lines, fuel lines and
electrical connections to ensure correct hookup
during installation of the power module. Plug all
ports and cover all hose fittings and
connections when disconnected to prevent
• Do not attempt to work in the deck area until contamination.
body safety cables have been installed.
NOTE: It is not necessary to remove the radiator
• Do not step on or use any power cable as a before removing the power module. However, the
handhold when the engine is running. coolant must be drained and the piping connected to
• Do not open any control cabinet covers or the brake cooling heat exchanger must be removed.
touch the retarding grid elements until all If radiator removal is needed or only radiator repair is
shutdown procedures have been followed. necessary, refer to Section C3, Cooling System.
• All removal, repairs and installation of 5. If radiator removal is required, refer to Section
propulsion system electrical components B2, Structural Components, for hood and grille
must be performed by an electrical removal instructions. The power module may
maintenance technician properly trained to be removed with the hood installed if desired.
service the system.
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.

FIGURE 2-2. PUMP DRIVE SHAFT REMOVAL
1. Bottom Drive Shaft 2. Pump Drive Shaft
Cover 3. Alternator
6. Remove bottom drive shaft cover (1, Figure 2-

2). Disconnect pump drive shaft (2) at the flange
mounted on the alternator (3).
7. Remove the alternator blower ducts from the
alternator. Be careful not to tear the flexible
neoprene material.
a. Disconnect cables and hoses as required.
FIGURE 2-3. ALTERNATOR BLOWER DUCTS
b. Remove wheel motor blower transition (1,
1. Wheel Motor Blower Transition
Figure 2-3) and the gasket.
2. Control Cabinet Blower
c. Remove control cabinet blower transition Transition Flexible Duct
flexible duct (2) and the gasket. 3. Drive Axle Blower Hose
d. Remove drive axle blower hose (3).
e. Cover all openings to prevent foreign
material from entering the system.

8. Remove engine air intake duct support rods (9, 11. Loosen T-bolt clamps (5) on hump hoses (4)
Figure 2-4). Remove any hoses or electrical between the four engine air inlet ducts and air
cables attached to center deck. cleaner outlet ducts.
9. Remove the center deck. Refer to Section B2, 12. Disconnect the inlet ducts at each of the four
Structural Components, for the removal turbochargers. Remove the inlet ducts from
procedure. truck. Cover the openings at the turbochargers.
10. Disconnect the air cleaner restriction indicator
nylon tubes at the inlet ducts.
FIGURE 2-4. ENGINE AIR INLET PIPING
1. Air Cleaner Assemblies 7. Reducer Elbow

2. Left Rear Intake Duct 8. T-Bolt Clamp
3. Left Front Intake Duct 9. Duct Support Rod
4. Hump Hose 10. Right Front Intake Duct
5. T-Bolt Clamp 11. Right Rear Intake Duct
6. T-Bolt Clamp

FIGURE 2-5. ENGINE EXHAUST PIPING
1. Clamps 3. Exhaust Tubes

2. Mounting Hardware
13. Remove clamps (1, Figure 2-5) from the

hangers.
14. Remove mounting hardware (2) that retains
exhaust tubes (3) to the turbocharger outlet
flanges. Remove the exhaust tubes. Cover the
FIGURE 2-6. WATER SHUTOFF VALVES &
turbocharger outlet openings on the engine.
HEAT EXCHANGER PIPING
15. Remove the alternator power cable protective
cover. Disconnect all electrical cables, oil lines 1. Water Shutoff Valves
and fuel lines that would interfere with power 2. Heat Exchanger Piping
module removal. Cover or plug all lines and
their connections to prevent entrance of dirt or
foreign material. 17. Drain the engine coolant into clean containers
16. Close cab heater water shutoff valves (1, Figure for re-use after engine installation. Refer to
2-6), disconnect the water lines and drain the Section P2, Lubrication & Service, for the
water from the heater core. Secure the water coolant system capacity.
lines away from engine compartment to prevent 18. Disconnect and remove heat exchanger piping
interference with power module removal. (2, Figure 2-6) from the engine water pump and
the radiator.

19. Remove radiator upper support rod (1, Figure 2-
7) at each side of radiator.
20. Remove the diagonal ladder from truck. Refer to
Section B2, Structural Components, for the
removal procedure.
21. Refer to Section N4, Heater/Air Conditioner, for
the procedures required to properly remove the
refrigerant.
NOTE: The system contains HFC-134A refrigerant.
Federal regulations prohibit venting air

conditioning system refrigerants into the
FIGURE 2-7. RADIATOR UPPER SUPPORT ROD
atmosphere. An approved recovery/recycle
station must be used to remove the refrigerant 1. Radiator Upper Support Rod
from the air conditioning system.
22. After the air conditioning system has been

discharged, disconnect the refrigerant hoses
that are routed to the cab at the compressor
and the receiver/drier.

REMOVAL 4. Check the engine and the alternator to ensure
that all cables, wires, hoses, tubing and
1. Remove the mounting hardware and front
linkages have been disconnected.
engine mounts (1, Figure 2-8) to the main frame
on both sides of the engine. 5. Place a jack under the rear of the power
module. Raise the rear portion of engine
2. Install a safety chain around the engine
subframe and install the subframe rollers (see
subframe cross member and the main frame to
Figure 2-9). Lower the rear portion of the
prevent the power module from rolling when the
subframe carefully until the rollers rest on the
subframe rollers are installed.
main frame guide rail.
3. Remove the capscrews and engine mounting
caps that secure subframe mounting bushings NOTE: Subframe rollers are supplied in the truck tool
(2) at the rear of the subframe. group and can be installed in the storage position
after use as shown in Figure 2-9.
FIGURE 2-8. POWER MODULE REMOVAL & INSTALLATION
1. Front Engine Mounts 3. Engine/Alternator Cradle

2. Subframe Mounting Bushings 4. Front Subframe Lifting Point

FIGURE 2-10. POWER MODULE LIFTING POINTS
1. Lifting Tool 4. Engine
2. Alternator 5. Power Module
3. Lifting Points Subframe
FIGURE 2-9. SUBFRAME ROLLERS 7. Roll the power module forward so that
1. Roller Assembly adequate clearance is provided in front of the
2. Subframe control cabinet for the lifting device to be
3. Capscrews attached to engine/alternator cradles (3, Figure
2-8) and front subframe lifting points (4). Place
stands or blocks under the front of the subframe
and lower the hoist until the front of the
subframe is supported. Install a safety chain to
prevent the subframe from rolling.
8. Attach lifting tool (1, Figure 2-10) to the hoist
The complete power module, including the hood and attach it to the engine/alternator cradles
and grille, weighs approximately 17 000 kg and the front subframe lifting points as shown in
(37,500 lb). Ensure that the lifting device to be Figure 2-10. Remove the safety chain.
used has adequate capacity.
9. Raise the power module slightly to determine
Lift the power module only at the lifting points on whether it is on an even plane. Move the power
the subframe and engine/alternator cradle module straight out of the truck to a clean work
structure. Refer to Figure 2-10. area for disassembly.
For further disassembly of the engine, alternator and
6. Position the hoist to front subframe lifting points radiator, refer to the appropriate section of this
(4, Figure 2-8). Raise the engine subframe until manual.
the engine is on a level plane. Remove the
safety chain.

INSTALLATION 6. Lower the power module to the subframe guide
rails, relax the hoist slightly, and roll the power
1. Inspect the main frame guide rails. Remove any
module into truck frame as far as possible
debris which would interfere with power module
before the lifting chains contact the control
installation.
cabinet.
2. Clean the main frame rear support brackets.
7. Place stands or blocks under the front of the
Apply a light film of soap solution to each
subframe to support the assembly while
subframe mounting bushings (2, Figure 2-8)
repositioning the hoist.
located at the rear of the subframe.
8. Install a safety chain around the truck frame
3. Check the subframe rollers to ensure that they
and the subframe to prevent the power module
roll freely and are in the “roll out” position (see
from rolling forward.
Figure 2-9).
9. Place a small block behind each rear subframe
4. Attach lifting tool (1, Figure 2-10) to the engine/
roller to prevent rolling.
alternator cradles and front subframe lifting
points (see Figure 2-10). 10. Lower the hoist to allow the subframe to rest on
the stands and rollers. Remove the lifting tool.
11. Attach the hoist to the front lifting eyes on the
subframe.
The complete power module, including the hood 12. Remove the small blocks behind the subframe
and grille, weighs approximately 17 000 kg rollers. Remove the safety chain and slowly roll
(37,500 lb). Ensure that the lifting device to be the power module into position over the main
used has adequate capacity. frame mounts. Lower the hoist until the front
subframe mounts are aligned and seated on the
front main frame mounts. Install the safety
5. Raise the power module and align the subframe chain.
rollers within the main frame guide rails. 13. Place a jack under the rear of the subframe to
support the power module. Raise the power
module just enough to permit removal of the
subframe rollers.
14. Lower the rear portion of the subframe until the
subframe mounting bushings (2, Figure 2-8) are
seated in the rear mounting brackets on the
main frame of the truck.
15. After the subframe is seated in the frame
mounts, the safety chain may be removed from
the front subframe member.
16. Install front engine mounts (1, Figure 2-8). and
the mounting hardware. Tighten the capscrews
to 1017 ± 72 N·m (750 ± 53 ft lb).
17. Install the rear engine mounting caps and
secure the caps with lubricated capscrews.
Tighten the capscrews to 552 ± 20 N·m (407 ±
15 ft lb).
FIGURE 2-11. POWER MODULE INSTALLATION

HOOKUP 7. Install heat exchanger piping (2) to the heat
exchanger, engine water pump and radiator.
1. Install all ground straps between the frame and
subframe. Reconnect the electrical harnesses 8. Inspect the transition gaskets and replace them
at the power module subframe connectors. if damaged. Install wheel motor blower
transition (1, Figure 2-3) and control cabinet
2. Install the diagonal ladder on the front platform.
blower transition (2). Install drive axle blower
Refer to Section B2, Structural Components, for
hose (3).
the installation procedure.
9. Connect pump drive shaft (2, Figure 2-2) to the
3. Install the center deck. Refer to Section B2,
alternator. Tighten the capscrews to the
Structural Components, for the installation
standard torque. Install bottom drive shaft guard
procedure.
(1).
4. Install the engine air intake duct supports.
Install the intake ducts between the 10. Connect all remaining electrical, oil lines and
turbochargers and air cleaner outlet ducts (see fuel lines. Connect the air filter restriction
Figure 2-4). Clamp them securely to ensure that indicator hoses.
a positive seal is made. Refer to Figures 2-4 11. Close the battery disconnect switches.
and 2-12 for correct installation and alignment
12. Connect the hoses routed from the cab to the
examples.
receiver/drier and air conditioning compressor.
5. Install exhaust tubes (3, Figure 2-5).
13. Refill the radiator and service the engine with
6. Connect the cab heater inlet and outlet hoses, appropriate fluids. Refer to Section P2,
then open both water shutoff valves (1, Figure Lubrication & Service, for the service capacities.
2-6).
14. Recharge the air conditioner system. Refer to
Section N4, Heater/Air Conditioner.
FIGURE 2-12. AIR INLET PIPING CONNECTIONS

NOTES

SECTION C3
COOLING SYSTEM
INDEX
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Filling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
C03034 7/07 Cooling System C3-1

NOTES
C3-2 Cooling System 7/07 C03034

COOLING SYSTEM
RADIATOR 3. Refer to Section N4, Heater / Air Conditioner,
for the procedures required to properly remove
Removal the refrigerant from the air conditioning system.
1. Drain the coolant into clean containers for NOTE: The system is charged with HFC-134A
possible reuse after engine installation. Refer to refrigerant.
Section P, Lubrication and Service, for the
a. Remove the refrigerant hose clamps and
cooling system capacity.
receiver/drier (3, Figure 3-1) from the front
2. If the radiator is being removed without the left side of the radiator shroud. Disconnect
complete power module, remove the grille and the harness from the low pressure switch on
hood according to the removal instructions in the receiver/drier.
Section B, Structural Components.
b. Remove the clamps and disconnect inlet
hose (4, Figure 3-2) and outlet hose (5) at
the condenser. Remove mounting hardware
(3) and remove condenser (2) from radiator
assembly (1).
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching the
atmosphere. An approved recovery/recycle
hoses and wiring to the radiator shroud.
station must be used to remove the refrigerant
Reposition the hoses and wiring to allow
removal of the radiator and shroud
assembly.
4. Disconnect the lines at the fuel cooler. Remove
all clamps that secure the lines to the radiator.
FIGURE 3-1. RECEIVER/DRIER LOCATION

1. Condenser 3. Receiver/Drier
2. Accumulator
FIGURE 3-2. AIR CONDITIONER CONDENSER

1. Radiator Assembly 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Hardware

FIGURE 3-4. FAN GUARDS
1. Fan Guard (LH) 3. Radiator Shroud
2. Fan Guard (RH)
FIGURE 3-3. RADIATOR PIPING, BOTTOM VIEW
1. Drain Cock 4. Outlet Elbow (Rear)
2. Outlet Elbow (Front) 5. Heat Exchanger 9. Attach the hoist to the radiator and take up any
3. Radiator Mounting 6. Engine Subframe slack.
Hardware
NOTE: The radiator and shroud assembly weighs
approximately 2600 kg (5730 lbs).
5. Unclamp and separate all upper hoses between 10. Remove upper support rods (2, Figure 3-5) and
the radiator and the engine. stabilizer bars (3), if equipped.
6. Remove outlet elbows (2, Figure 3-3) and (4) at 11. Remove radiator mounting hardware (4, Figure
the bottom tanks. Cap all coolant lines to 3-3) that secures the radiator and to the power
prevent contamination. module subframe.
7. Remove and cap the hoses from the radiator 12. Loosen the radiator bumpers on both decks.
top tank and surge tank.
13. Ensure that all hoses and wiring harnesses
8. Remove the capscrews and lockwashers to free
have been removed. Lift the radiator slightly
fan guards (1, Figure 3-4) and (2) from radiator
with the hoist and move the radiator forward
shroud (3). The two halves of the fan guard may
until it is clear of the engine fan. Move the
be disassembled and removed or the complete
radiator to a work area for service.
guard may be moved to the rear to clear the
shroud during removal of the radiator.

6. Tighten radiator mounting hardware (4) at the
lower radiator mounting brackets to the
standard torque.
7. For added stability, stabilizer bars (3) may be
installed. Install the stabilizer bars at the
radiator brackets and subframe as shown, then
tighten the mounting hardware to the standard
torque.
8. Install fan guards (1, Figure 3-4) and (2) using
the original mounting hardware.
10. Install the upper hoses between the radiator
and the engine. Seat the hoses fully and tighten
the clamps securely.
11. Install outlet elbows (2, Figure 3-3) and (4) with
new gaskets.
12. Route the lines to the fuel cooler and clamp
them in place. Attach the lines to the fuel cooler
fittings.
13. Install the air conditioning system components.
a. Install condenser (2, Figure 3-2), hoses (4)
and (5), and all clamps.
b. Install receiver/drier (3, Figure 3-1) and
clamp the hoses. Attach the harness to the
low pressure switch.
FIGURE 3-5. RADIATOR MOUNTING c. Clamp all hoses and wiring to the studs
1. Radiator 4. Radiator Mounting using the original clamps. Refer to Section N,
2. Upper Support Rod Hardware Heater / Air Conditioner, for complete
3. Stabilizer Bar instructions on evacuating and recharging
the air conditioning system.
14. Install the grille and hood according to the
Installation instructions in Section B, Structural
Components. Make sure that both radiator
1. Attach a hoist to the radiator and lift it into
bumpers are adjusted and secured.
position on the power module subframe.
2. Install radiator mounting hardware (4, Figure 3- 15. Make sure that all coolant drains are closed, all
5) at the lower radiator mounting brackets. Do pipe plugs are installed, and all hoses are
not tighten at this time. connected securely. Service the cooling system
with the proper mixture of antifreeze as
3. Inspect the rubber bushings for upper support recommended in Section P, Lubrication and
rods (2) and replace them if worn or damaged. Service. Check for leaks and correct as needed.
4. Install upper support rods (2) and the mounting
16. Start and operate the engine until the cooling
hardware at both ends. Do not tighten at this
system reaches normal operating temperature.
time.
Recheck for leaks during engine operation.
5. Adjust the upper support rods until the radiator Turn off the engine and correct any leaks.
is positioned perpendicular to the subframe
within ± 3.0 mm (0.12 in.) measured at top of
radiator. When the position is established,
tighten the upper support rod locknuts and
recheck the perpendicularity of the radiator.

Filling Procedure REPAIRING THE RADIATOR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection involves removing tubes from the radiator
core and cutting them open. This type of inspection
The cooling system is pressurized due to thermal can indicate overall radiator condition, as well as
expansion of coolant. DO NOT remove the coolant and additive breakdown.
radiator cap while the engine and coolant are hot. To perform this inspection, remove four random
Severe burns may result. tubes from the air inlet side of the radiator. Remove
1. With engine and coolant at ambient tubes from both the top and bottom cores, and near
temperature, remove the radiator cap. each end of the radiator. Refer to Disassembly and
Assembly in this section for the proper instructions
Note: If coolant is added using the Wiggins quick fill for removing and installing tubes. Analyze any
system, the radiator cap must be removed before contaminant residue inside the tube to determine the
adding coolant. cause of contamination. Flush the system before
2. Fill the radiator with the proper coolant mixture returning the truck to service. Contact your nearest
(as specified by the engine manufacturer) until L&M Radiator facility for further instructions or visit
coolant is visible in the sight gauge. the L&M website at www.mesabi.com.
3. Install the radiator cap.
4. Operate the engine for five minutes, then check
the coolant level. External Cleaning
5. If coolant is not visible in the sight gauge, Many radiator shops use a hot alkaline soap, caustic
repeat steps 1 through 4 of this procedure. Any soda or chemical additives in their boil-out tanks,
excess coolant will be discharged through the which can attack solders. These tanks are generally
vent hose after the engine reaches normal not recommended. Before such tanks are used for
operating temperature. cleaning, ensure that the cleaning solutions are
NOTE: Engine coolant must always be visible in the not harmful to solder. Otherwise, damage to the
sight gauge before truck operation. radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it 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 8 275 kPa
(1,200 psi). Unlike conventional cores, the spray
nozzle can be used right up next to the core. Starting
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. 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.
FIGURE 3-7. INSTALLATION TOOL (VJ6567)
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 installation tool should be positioned just
below the rectangular section of the tube. The
bottom jaw should rest on the seal. Squeeze
the installation 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.
FIGURE 3-6. BREAKER TOOL (XA2307)
1. Start at the top row of tubes. Use the breaker

tool (XA2307) to loosen the tube to be removed.
When using the breaker 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 breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-6.
FIGURE 3-8. ANGLING TUBE DURING REMOVAL
3. Pull the tube from the top seal while

simultaneously twisting the tube. Angle the tube
only far enough to clear the radiator. Refer to
Figure 3-8. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are
removed, use pliers to remove the seals from
the tanks. Discard all seals. New seals must be
used for assembly.

Cleaning and Inspection
1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. Check for signs of internal blockage in the 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 FIGURE 3-9. PROPER SEAL INSTALLATION
properly flushed of all contaminants and
corrective action must be taken to prevent such
contamination from occurring in the future.
Refer to Internal Inspection in this section. 2. Use a 13 mm (1/2 in.) diameter brush to
lubricate the seals with lube/release agent
4. Buff the tube ends with a polishing wheel and a (XA2308).
copper polishing compound. If any debris can
not be removed by buffing, using an emery 3. Use a spray bottle to lubricate the tube ends
cloth, steel wool or a wire wheel with a wire size with the lube/release agent.
of 0.15 - 0.20 mm (0.006 - 0.008 in.) is 4. When installing tubes, start at one end and
acceptable. Be careful not to mar the tube ends. work toward the center. After you reach the
center, move to the opposite end, and again
Assembly work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
NOTE: For easier installation, soak the seals in hot
the tube and determine the problem. Possible
water before installing.
causes may be:
1. Install new tube seals onto the bottom tank and
the bottom side of the center tank. Do not install •adequate seal/tube lubrication
seals in the top core at this time. Seals for the •improperly installed seal
top of the tubes do not have locking grooves;
•damaged seal or tube end
bottom tube seals do. Ensure the correct seals
are installed in the proper position. •tube angle excessive during installation and/or
tube not centered in seal.
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 Inspect the seals and tube ends for damage
force will drive the seals in too far. When before trying to reinstall a tube. Replace as
installed properly, the seals should be slightly necessary.
convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 3-
9.

5. Working from the front of the radiator (opposite Pressure Testing
of fan side), install the bottom row of tubes
The radiator should be pressure tested at 103 kPa
starting with the fan side row.
(15 psi) for 30 minutes. Various methods of pressure
When installing the tubes, center the top of the testing include the following:
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while • Pressurize the radiator and submerge into a test
applying upward force. Push the tube into the tank. Watch for leaks.
seal until enough clearance is available to • Lay the front side of the radiator on the floor. Cap
install the bottom end of the tube into the off ports, and fill the radiator with hot water.
bottom seal. Pressurize the radiator and check for leaks.
6. Center the bottom end of the tube in the bottom • Cap off radiator ports. Install an air pressure
seal. Push the tube downward until the formed gauge and pressurize to 103 kPa (15 psi).
bead on the tube is seated inside the lock ring Remove the air source and monitor the pressure
groove in the seal. If necessary, use the gauge.
installation tool (VJ6567) to pull the tube • Pressurize the radiator with air, and spray sealed
downward into the seal. The tool has a hooking joints with soapy water.
device on the end of one of the handles for
aiding in installation. Refer to Figure 3-10.
Additional service information can be found on
the L&M Radiator website at www.mesabi.com.
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check the coolant level and thoroughly inspect
the system for leaks.
a. Check for proper coolant/antifreeze mixture.
b. Follow the recommendations of the engine
FIGURE 3-10. USING INSTALLATION TOOL TO manufacturer regarding use of cooling
INSTALL TUBE system additives.
2. Inspect the radiator fins for restrictions. Ensure
7. Ensure that all tube beads are seated in their the air flow through the radiator is not restricted
respective bottom seals. Align and straighten all by debris or bent radiator fins.
tubes during the installation of each row to allow 3. Inspect the fan blades for damage.
maximum air flow through the radiator. 4. Check the radiator cap sealing surfaces.
8. Install tube stay ends. Install the felt air baffles 5. If equipped with a fan clutch, refer to Section C7
behind the front and back rows while for complete instructions for testing and repairs,
completing tube installation. if required.
6. Refer to the engine manufacturer's service
manual for information about testing and
replacing the cooling system thermostats.

NOTES

SECTION C4
POWER TRAIN
INDEX
ALTERNATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ALTERNATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
C04027 1/11 Power Train C4-1

NOTES
C4-2 Power Train 1/11 C04027

POWER TRAIN
ALTERNATOR REMOVAL
The following instructions cover the removal of the
main alternator from the engine after the power
module has been removed from the truck.
The alternator weighs approximately 3720 kg

(8200 lbs). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes on the alternator.
1. Attach a hoist with two lifting chains to both
lifting eyes (8, Figure 4-2) on top of alternator
(1).
2. Block up the rear of the engine.
3. Loosen cradle adjustment setscrews (3, Figure
4-1). FIGURE 4-1. CRADLE STRUCTURE
4. Loosen engine-to-cradle capscrews (5, Figure 1. Cradle Structure 4. Subframe
4-2). 2. Jam Nut 5. Gap
3. Adjustment Setscrew
FIGURE 4-2. ENGINE AND ALTERNATOR

1. Alternator 4. Flywheel Housing 7. Subframe
2. Mounting Hardware 5. Capscrews 8. Alternator Lifting Eyes
3. Cradle Structure 6. Engine

5. Remove the access cover at the front, right side
of engine flywheel housing (4). Reach through
the access openings and remove 12 capscrews
(6, Figure 4-3) that join engine drive ring (7) to
alternator rotor (8). Rotate the crankshaft to
align each capscrew with the access hole.
NOTE: Ensure that all 12 capscrews have been
removed.
6. Remove 16 capscrews (3) that secure flywheel
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. Ensure that
all of the capscrew threads are completely
disengaged from alternator housing (1).
7. Take up any slack in the hoist. Remove
mounting hardware (2, Figure 4-2) that secures
the alternator to the cradle structures.
8. Keep the alternator as level as possible and
move away from engine.
9. Note the location and quantity of the shims.
Keep the shims for possible reuse during
installation.
NOTE: For further disassembly instructions for the
alternator, refer to the GE Service Manual. FIGURE 4-3. ALTERNATOR TO ENGINE
MOUNTING
1. Alternator Housing 5. Capscrew
2. Flywheel Housing 6. Capscrews
Adapter 7. Engine Drive Ring
3. Capscrews 8. Alternator Rotor
4. Flywheel Housing

ALTERNATOR INSTALLATION Measuring Procedure
1. Thoroughly clean the alternator housing
mounting surface, rotor drive adapter mounting
surface and flywheel housing adapter mounting
surfaces.
2. Mount a magnetic base on the front of the
The following instructions must be followed to engine and a dial indicator on the front of the
ensure proper alignment and engine crankshaft crankshaft. Measure total crankshaft endplay.
endplay. Failure to follow these instructions can
Verify end play is within 0.13 - 0.38 mm (0.005 -
result in serious damage to the engine and/or
0.015 in.).
alternator.
Total Crankshaft Endplay_________________
• Never pry on the engine crankshaft damper.
3. Refer to Figure 4-4. Move the engine crankshaft
• Loosen or remove fan belts before measuring to the rear of its end travel.
crankshaft endplay to ensure that the crankshaft
moves easily and completely. a. Carefully measure Dimension “C” at four
locations, 90° apart:
• When taking measurements, always take four
equally spaced readings and average them. 1st measurement:___________________
2nd measurement:__________________
• Always measure from mating surface to mating 3rd measurement:___________________
surface. 4th measurement:___________________
• A reference to crankshaft rotation - clockwise Dimension “Cavg”:______________
(CW) or counterclockwise (CCW) - is the b. Add 1/2 (one-half) of Total Crankshaft
direction of rotation when looking at the front
Endplay from step 2 to Dimension “Cavg”.
(damper end) of engine.
c. Record (Step 3a + Step 3b) as
• Crankshaft end play: 0.13 - 0.38 mm
(0.005 - 0.015 in.) Measurement “C”:___________________
SERVICE DATA - Eccentricity & Runout Limits

Description T.I.R
Maximum Eccentricity of Flywheel 0.66 mm
Housing Bore (0.026 in.)
Maximum Face Runout of Flywheel 0.25 mm
Housing (0.010 in.)
Maximum Eccentricity of Flywheel 0.18 mm
(Coupling Assembly) (0.007 in.)
Maximum Axial Runout of Flywheel 0.25 mm
Face (Coupling Assembly) (0.010 in.)
FIGURE 4-4. SHIM LOCATION

1. Alternator Housing “A” - Dimension “A”
2. Alternator Rotor “B” - Drive Shims
3. Flywheel Housing “C” - Dimension “C”
Adapter “D” - Housing Shims
4. Engine Flywheel
Housing
5. Engine Drive Ring

4. Refer to Figure 4-5 to determine alternator
endplay:
a. Using flat steel bar (3) bolted rigidly to
alternator rotor (2), install 5/8" - 11NC
capscrew (4) finger tight at each end into
alternator housing (1).
b. Move alternator rotor (2) axially toward the
rear (slip ring end) by alternately tightening
capscrews (4) one-half turn at a time. Do not
exceed 16 N·m (12 ft lb) 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. Carefully
remove steel bar (3).
Refer to Figure 4-4.
d. Carefully measure Dimension “A” at four
locations, 90° apart, and average the
measurements. Do not move the alternator
rotor.
1st measurement:___________________
2nd measurement:___________________
3rd measurement:___________________
4th measurement:___________________
Dimension “Aavg”:____________ FIGURE 4-5. ALTERNATOR END-PLAY
e. Add 0.25 mm (0.010 in.) to Dimension
“Aavg”. 1. Alternator Housing 3. Steel Bar
2. Alternator Rotor 4. Capscrew
f. Record (Step 4d + Step 4e) as
Measurement “A”:___________________
5. To determine the correct shims to use,
compare Measurement “C” (Step 3c) with
Measurement “A” (Step 4f). b. If A is greater than C, subtract: (A - C) = D
a. If C is greater than A, subtract: (C - A) = B D = ________________Shim pack thickness
B = ______________Shim pack thickness to be installed at location D, Figure 4-4.
to be installed at location B, Figure 4-4.
Alternator-to-Flywheel Housing Adapter

Rotor-to-Drive Ring Location “D”
Location “B” Shim Part Number Shim Thickness
Shim Part Number Shim Thickness 0.10 mm
EJ1056
0.10 mm (0.004 in.)
EL3332
(0.004 in.) 0.18 mm
EJ1055
0.18 mm (0.007 in.)
EL3331
(0.007 in.)

Joining the Alternator and Engine
The alternator weighs approximately 3 720 kg

(8,200 lb). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes.
1. Use two lifting eyes (8, Figure 4-2) provided on
the alternator. The top front lifting eye should be
equipped with some method of adjusting the
alternator to keep it horizontal.
2. Carefully move the alternator into place and
engage engine drive ring (6, Figure 4-6) into
alternator rotor drive (7) using shims “B”, if
required. Refer to step 5a. in “Measuring
Procedure”.
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 237 N·m
(175 ft lb).
4. Install capscrews (5) through engine drive ring
(6) into alternator rotor adapter (7). Rotate the
crankshaft to access and align holes. Tighten
capscrews (5) to 237 N·m (175 ft lb). FIGURE 4-6. ALTERNATOR TO ENGINE
5. Install alternator-to-cradle mounting hardware MOUNTING
(2, Figure 4-2). Tighten to 712 N·m (525 ft lb).
1. Alternator Housing 5. Capscrew
6. Tighten engine-to-cradle capscrews (5) to 465 2. Point Capscrew 6. Engine Drive Ring
N·m (345 ft lb). 3. Flywheel Housing 7. Alternator Rotor
Adapter “B” - Drive Shims
4. Engine Flywheel “D” - Housing Shims
Housing
The total engine crankshaft endplay (step 7) must

equal the original measurement or 0.51 mm
Never pry on the engine crankshaft damper. (0.020 in.), whichever is smaller.
Severe engine damage can result.
If the endplay after the alternator and engine are
7. Mount a magnetic base on the front of the assembled is less than 0.51 mm (0.020 in.), and
engine and a dial indicator on the front of the less than the original engine crankshaft endplay,
crankshaft. Measure total crankshaft endplay. reshimming is required.
9. Rotate the crankshaft one full revolution and
Total Crankshaft Endplay:________________ listen for any unusual noise caused by moving
components contacting stationary parts.
8. Compare the value above to the measurement 10. Install the engine side cover, if removed. Install
taken before the alternator was installed on the the lockwire on all alternator mounting
engine. capscrews.
11. Install the access cover on the flywheel housing.

ENGINE Service
Complete instructions for the disassembly, assembly
Removal
and maintenance of the engine and its components
NOTE: Refer to previous sections for removal can be found in the engine manufacturer's service
procedures for the power module, alternator, and manual.
radiator assembly.
Installation
1. Align the engine with subframe (7, Figure 4-2)
and install the capscrews at the front engine
mounts.
2. Align and install capscrews (2) through the rear
The engine weighs approximately 9 300 kg
engine mounts and into cradle structure (3), but
(20,515 lb). Ensure that the lifting device to be
do not tighten at this time.
used has adequate capacity.
3. Install the alternator on the engine. Refer to
1. Disconnect any remaining wiring or hoses Alternator Installation in this section.
between engine (6, Figure 4-2) and subframe
(7). 4. Adjust setscrew (3, Figure 4-1) to equalize gap
(5) between cradle structure (1) and subframe
2. Remove the capscrews at the front engine (4) at the left side and right side. Lock the
mounts. setscrew with jam nut (2).
3. To ensure that the engine stays level while
lifting, attach a spreader bar with lifting straps to
the engine lifting eyes. Remove engine-to-
cradle structure mounting capscrews (5).
4. Lift the engine from the subframe and move to
clean work area for further disassembly.

SECTION C5
AIR CLEANERS
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
SERVICING THE AIR CLEANERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Replacing The Filter Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Cleaning The Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Servicing The Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
EVACUATOR VALVES (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05013 12/11 Air Cleaners C5-1

NOTES
C5-2 Air Cleaners 12/11 C05013

AIR CLEANERS
OPERATION SERVICING THE AIR CLEANERS
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy
particles of dust and dirt by centrifugal action and
then remove finer particles by passing air through
The engine must be turned off before servicing
filter cartridges.
the air cleaner assemblies or opening the engine
The engine demand for air creates a vacuum in the air intake system. Never start the engine with the
air cleaners and causes outside air to be drawn in filter elements removed. Serious engine damage
through air inlets on the air cleaners. Dirty air can result.
entering here is drawn through a series of tubes that
• Inspect and empty dust collector cups at regular
are designed to produce a cyclonic action. As the air
intervals. Daily inspection is recommended.
passes through the outer portion of the tubes, a Never allow the dust level to build up to the tube
circular motion is set up causing dust and dirt (precleaner) chamber.
particles to be thrown from the air stream into dust
collectors (1, Figure 5-1). At the same time, the air • During operation or after the engine has been
stream turns and is directed up through the center of turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab.
the tubes into the filter chamber. Here the air passes
When a gauge shows maximum restriction, filter
through the main filter element and safety filter service is required.
element and out the clean air outlet to the engine's
air intake system. The function of the safety filter is to • Check all engine air inlet tubes, hoses and
increase overall reliability and engine protection. clamps. All connections must be air tight to
prevent dirt from entering.
• Air cleaner housing fasteners and mountings
must be tight.
• After the filters have been serviced, reset the air
filter restriction gauges by pressing the reset
button on the face of the gauge.
Replacing The Filter Element

1. Turn off the engine. Clean any dirt and dust
from the area around air cleaner element cover
(4, Figure 5-1).
2. Loosen large wing nut (5, Figure 5-2) on the air
cleaner cover to free main filter element (10).
Pull the main filter element from the assembly.
3. Inspect the main filter element carefully for
damage, holes or breaks which might affect
reuse of the element. If the element appears
serviceable, proceed with the cleaning
procedure. If defects are found in the element,
wing nut (5) must be removed from the
assembly and installed on the new element.
4. Check safety filter indicator (7). If the solid red
FIGURE 5-1. ENGINE AIR CLEANERS area is showing, replacement of the safety filter
1. Dust Collectors 3. Air Intake Cover is required. If the center is green, the safety
2. Precleaner Section 4. Element Cover filter does not require replacement.

6. Reset the safety filter indicator from red to
green by gently blowing air into the threaded
hole from gasket side of the indicator nut.
7. Install the new safety filter element. Tighten the
Have a new safety (secondary) filter element on wing nut to 13 N•m (10 ft lbs).
hand before removing the used filter element. Do 8. Install main filter element (10) into the air
not keep the intake system open to the cleaner and secure it with wing nut (5). Tighten
atmosphere any longer than necessary. the wing nut hand tight. Do not use a wrench or
5. If the safety filter element must be replaced, pliers. If the original filter element is being
remove the indicator and remove the safety reused, ensure the sealing gasket is not
filter element. Discard the filter element. Do not damaged. The gasket must seal completely.
clean the damaged filter element. 9. Close and latch the dust collectors on the
bottom of the air cleaner assembly.
FIGURE 5-2. AIR CLEANER ASSEMBLY
1. Dust Collector 5. Wing Nut 9. Safety Filter Element 13. Precleaner Gasket
2. Dust Collector Gasket 6. Wing Nut Gasket 10. Main Filter Element 14. Safety Filter Element
3. Tube 7. Safety Filter Indicator 11. Main Element Gasket Gasket
4. Unfiltered Air Inlet 8. End Cover 12. Clean Air Outlet

Cleaning The Main Filter Element
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 main
filter element and choose either the washing method FIGURE 5-3. INSPECTING FILTER ELEMENT
or compressed air method for cleaning the element.
If the element is clogged with carbon, soot, oil and/or
dust, the complete washing procedure will produce Clean dust loaded elements with dry filtered
the best results. compressed air as follows:
1. Maximum nozzle pressure must not exceed
207 kPa (30 psi). The distance from the nozzle
Wash elements with water and detergent as follows:
to the surface of the filter element must be at
1. Soak the element in a solution of detergent and least 25 mm (1 in.) to prevent damage to the
water for at least 15 minutes. Rotate the filter material.
element back and forth in the solution to loosen 2. As shown in Figure 5-4, direct the stream of air
dirt deposits. Do not soak elements for more from the nozzle against the inside of the filter
than 24 hours. element. This is the clean air side of the
2. Rinse the element with a stream of fresh water element and air flow should be opposite of
in the opposite direction of normal air flow until normal air flow.
rinse water runs clear. Maximum permissible 3. Move the air flow up and down vertically with
water pressure is 276 kPa (40 psi). A complete the pleats in the filter material while slowly
and thorough rinse is essential. rotating the filter element.
3. Dry the element thoroughly. If drying is done 4. When cleaning is complete, inspect the filter
with heated air, the maximum temperature must element as shown in Figure 5-3. If holes or
not exceed 60°C (140°F) and must be ruptures are noted, discard the element and
circulated continually. Do not use a light bulb to replace with a new element.
dry elements.
4. After cleaning, inspect the element thoroughly
for the slightest ruptures and damaged gaskets.
A good method for detecting paper ruptures is
to place a light inside the filter element, 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 element. Discard
and replace with a new element.
FIGURE 5-4. CLEANING FILTER ELEMENT

WITH COMPRESSED AIR

Servicing The Precleaner Section NOTE: The precleaner section may be separated
from the air cleaner assembly without removing the
The tubes in precleaner section (2, Figure 5-1)
entire air cleaner from the truck.
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be 1. Remove air intake cover (3, Figure 5-1).
necessary depending upon operating conditions and Remove the mounting hardware that secures
and the local environment. the precleaner section to the air cleaner
assembly. Remove the precleaner section. The
To inspect the tubes in the precleaner section, safety filter element must remain in place to
remove the main filter element. Do not remove the protect the engine intake.
safety filter element. Loosen the clamps and remove
dust collector (1, Figure 5-2). Use a light to inspect 2. Loosen the clamps and remove dust collector
the tubes. All tubes should be clear and the light (1) from the precleaner section. Wash the dust
should be visible. collector with a water and liquid soap solution.
3. Submerge the precleaner section in a solution
NOTE: Both the main and safety elements must be of Donaldson D-1400 and warm water (see
installed in the air cleaner while Steps 1 and 2 are Figure 5-6). Mix the solution according to the
being accomplished to prevent any possibility of dirt directions on the package. The tube section
being forced into the engine intake area. must be down. Soak for 30 minutes, then
Dust can be removed with a stiff fiber brush (see remove the precleaner section from the
Figure 5-5). Do not use a wire brush. Dust may also solution. Rinse thoroughly with fresh water and
be removed effectively using compressed air. blow dry.
Heavy plugging of the tubes may require soaking and Severe plugging may require the use of an
washing the entire precleaner section. Refer to the Oakite 202 and water solution instead. The
following procedure. solution should be 50% Oakite 202 and 50%
fresh water.
4. Check the precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install the precleaner section and gaskets on
the air cleaner assembly. Install all mounting
hardware that was removed.
6. Install the dust collector and gasket on the
precleaner section. Secure the dust collector
with mounting clamps.
FIGURE 5-5. REMOVING DUST FROM

PRECLEANER TUBES
FIGURE 5-6. WASHING AND SOAKING

PRECLEANER SECTION

EVACUATOR VALVES (if equipped) AIR INTAKE TROUBLESHOOTING
The optional evacuator valve, located at the bottom To ensure maximum engine protection, all
of each dust collector, is an important part of the connections between the air cleaners and the engine
functionality of the air cleaner. It is an integral part of intake are tight and sealed. If air leaks are
the pre-cleaning stage on two-stage air cleaners. The suspected, check the following:
dust cup, where pre-cleaned dust is collected, is
1. Check all intake lines, tubes and hump hoses
normally under a slight vacuum when the engine is
for breaks, cracks, and holes which could allow
running. The normal engine pulsing of the vacuum
an intake air leak.
causes the evacuator valve to open and close. This
action automatically expels any collected dust and 2. Check that all air cleaner gaskets are sealing
water. The evacuator valve also unloads when the properly.
engine is stopped. 3. Check the main and safety filter elements for
ruptures, holes or cracks.
• Never paint the evacuator valve. Solvents and
chemicals will shorten the usable life. 4. Check the air cleaner assembly for structural
damage, cracks, breaks or other defects which
• If the evacuator valve is cracked, torn, remains could allow air leakage. Check that all mounting
open or is missing, dust particles that are
hardware is tightened properly.
normally expelled can deposit themselves onto
the filter and will shorten air filter service life.
Replace the evacuator valve.
FIGURE 5-7. EVACUATOR VALVE

NOTES

SECTION C7
FAN CLUTCH
INDEX
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07001 Fan Clutch C7-1

NOTES
C7-2 Fan Clutch C07001

FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING
TOOL B - REAR SLEEVE BEARING

TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL

TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER

DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW
1. Orifice Fitting 16. External Snap Ring (Spacer) 32. Internal Snap Ring
2. Dowel Pin (Rear) 17. Seal Ring (Hook-Type) 33. Main Bearing (Front)
3. Pitot Tube 18. Bolt 34. O-Ring Seal
4. Wear Sleeve 19. Washer 35. Bearing Retainer (Front)
5. Retainer/Seal Assembly 20. Pulley 36. Oil Seal
6. Shaft Assembly 21. Pulley Adapter 37. Washer
7. Name Plate Kit 22. Seal Ring (Large) 38. Bolt
8. Washer 23. Piston 39. Wear Sleeve
9. Bolt 24. Seal Ring (Small) 40. Retainer/Seal Assembly
10. Oil Seal 25. Spring Washer 41. Sleeve Bearing (Rear, Short)
11. Bearing Retainer (Rear) 26. Shim 42. Fan Mounting Hub
12. Bearing Spacer 27. External Snap Ring 43. Dowel Pin (Front)
(External Snap Ring) 28. External Snap Ring 44. Sleeve Bearing (Front, Long)
13. O-Ring Seal 29. Clutch Hub 45. End Cap
14. Main Bearing (Rear) 30. Facing Plate
15. Internal Snap Ring 31. Steel Clutch Plate

FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
3. Pitot Tube 14. Main Bearing 27. External Snap Ring 37. Washer
4. Wear Sleeve 15. Internal Snap Ring 28. External Snap Ring 38. Bolt
5. Retainer/Seal 16. External Snap Ring 29. Clutch Hub 39. Wear Sleeve
Assembly 17. Seal Ring (Hook-Type) 30. Facing Plate 40. Retainer/Seal Assembly
6. Shaft Assembly 20. Pulley 31. Steel Clutch Plate 41. Sleeve Bearing
8. Washer 22. Seal Ring (Large) 32. Internal Snap Ring (Rear, Short)
9. Bolt 23. Piston 33. Main Bearing 42. Fan Mounting Hub
10. Oil Seal 24. Seal Ring (Small) 34. O-Ring Seal 44. Sleeve Bearing
11. Bearing Retainer 25. Spring Washer 35. Bearing Retainer (Front, Long)
13. O-Ring Seal 26. Shim 36. Oil Seal 45. End Cap

FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan 3. Remove O-ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-3. FIGURE 7-5.
2. Install lifting eyes, and attach a hoist and chains

to front bearing retainer (35). Use a small 4. Position the bearing retainer and hub assembly
screwdriver to separate the front bearing on the bench with clutch hub (29) up. Remove
retainer from pulley adapter (21), and set it external snap ring (28).
aside on a bench.

FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the
bearing retainer as close as possible to fan
mounting hub (42). Press the fan mounting hub
out of the front bearing using tooling (B).

FIGURE 7-10.
FIGURE 7-12.
11. Remove front retainer/seal assembly (40).

9. Turn bearing retainer (35) over on the press Wedge a large chisel or other appropriate tool
bed. Press front bearing (33) out of the bearing behind the retainer to force it off fan mounting
retainer using tooling (D). hub (42).
FIGURE 7-13.
FIGURE 7-11. Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
10. Support beneath the fan mounting hub with end degrees apart from one another. Remove the
cap (45) down, but approximately 50 mm (2 in.) wear sleeve.
above the press bed. Using a solid steel bar or
NOTE: Use caution when using the chisel. Do not cut
equivalent, press the end cap from the fan
through the sleeve. Damage to the shaft can cause
mounting hub.
future leaks.

FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the 14. Remove the stack of facing plates (30) and
bearing, the more worn it is. If either bearing steel clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-17.
FIGURE 7-15. 15. Remove external snap ring (27), shim (26), and
spring washer (25).
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out
simultaneously.

FIGURE 7-20.
FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22) and (24) from the
piston. 19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.

FIGURE 7-22.
20. Position the shaft as shown. Insert a phillips-

FIGURE 7-24.
head screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is
broken loose. Then grip the pitot tube with a
pair of pliers and gently tap on the pliers to 22. Remove external snap ring (16).
remove the pitot tubes from the hole in the
shaft.
FIGURE 7-25.
FIGURE 7-23.
21. Remove both seal rings (17). 23. Remove internal snap ring (15).

FIGURE 7-28.
FIGURE 7-26. 26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
24. Support the bearing retainer as close as

possible to the bearing bore. Be careful not to
damage the retainer/seal assembly. Press the
shaft out of bearing (14) using tooling (E).
FIGURE 7-29.
27. Use a chisel to make three indentations in wear

sleeve (4). The indentations should be
approximately 120 degrees apart from one
FIGURE 7-27. another. Remove the wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
25. Remove oil seal (10) from bearing retainer (11). through the sleeve. Damage to the shaft can cause
future leaks.

FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive

the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.

CLEANING AND INSPECTION
Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse:
• Ball bearings - Replace at time of rebuild.
• Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
• External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
• Seal rings - Replace during rebuild.
• Oil seals - Replace during rebuild.
• Bolts and washers - Reuse unless damaged or worn.
• Retainer/Seal assemblies - Replace if damaged or worn.
• Wear sleeves - Replace during rebuild.
• Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly.
2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter).
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.

FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.

FIGURE 7-35. PISTON REWORK
(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside

face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 3.07 mm (0.121
in.) minimum thickness when new and must be
flat within 0.13 mm (0.005 in.).
9. Inspect facing plates (30). Minimum thickness
for new facing plates is 2.77 mm (0.109 in.).
Grooves are 0.15 mm (0.006 in.) deep. The
plates must be flat within 0.13 mm (0.005 in.).
Check the teeth for excessive wear. When new,
the space between the teeth is approximately
7.11 mm (0.280 in.).
FIGURE 7-36.
10. Inspect fan mounting hub (42).

FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.

ASSEMBLY
NOTE: The fan clutch is reassembled using Loctite ® 2. If removed, install dowel pin (43) into fan
(or equivalent) sealants. Follow manufacturer's mounting hub assembly (42). Refer to Figure 7-
recommendations regarding minimum cure time to 38. Press the pin into the hub, leaving 2.3 mm
prevent oil from washing the sealant from the sealing (0.090 in.) exposed.
surfaces.
If the shaft did not originally come with
pinned bearings, install the dowel per
1. Place end cap (45) in a freezer or on dry ice to instructions in Figures 7-38 and 7-39.
prepare for installation in the following steps.
FIGURE 7-39.
FIGURE 7-38.

FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.

Using tooling (B), press rear sleeve bearing (41)
into the fan mounting hub until the tool contacts
the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve

bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to
Figure 7-40.

FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the

fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
1.0 mm (0.040 in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and is not bent or
damaged in any way which will cause
interference between it and the bearing retainer
after assembly.
• Front wear sleeve (39) is NOT

interchangeable with rear (notched) wear
sleeve (4). The inside diameter of the front
wear sleeve is color coded red. FIGURE 7-45.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from 6. Coat the inside diameter of front wear sleeve
occurring. (39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
• Use extreme care when handling the wear Using tooling (D), press the wear sleeve onto
sleeve. The slightest nicks or scratches may
the shaft until it is flush with the shoulder.
cause leakage.
NOTE: Some fan hubs may have a small hole on the
wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.

FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite Primer N and #242. 9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.
Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating 10. Turn the retainer over on the press bed. Coat
surfaces of front bearing (33) and front bearing the outside diameter of front oil seal (36) and
retainer (35). Place the bearing into position on the mating surface on the bearing retainer with
the retainer with the notch for the bearing pin Loctite Primer N and #242 (or equivalent).
facing downward.
Use tooling (E) to press the oil seal into the front
Press the front bearing into the bearing retainer bearing retainer until it is flush with the front
using tooling (E) or equivalent. Press ONLY on face. Ensure that the lip of the seal is dry.
the outer race of the bearing until it seats at the Wipe any excess Loctite from the seal area and
bottom of the bore. remove any rubber strings from the seal.

FIGURE 7-50.
11. Coat the inside diameter of the bearing and the

fan mounting hub bearing journal with Loctite
Primer N and #609 (or equivalent). Place the FIGURE 7-51.
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing 12. Install clutch hub (29) on the fan mounting hub
dowel pin. Do not allow the seal lip to come in assembly (42) with the open end down. (No
contact with the Loctite. Press the bearing onto special timing is necessary.)
the hub using tooling (D) until it contacts the
wear sleeve.
Wipe any lubricant or sealer from the seal
lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch

hub in place.

FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press rear retainer/seal

assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 1.0 mm (0.040
in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and not bent or
damaged in any way which will cause
interference between it and the bearing retainer
FIGURE 7-54. after assembly.
14. If removed, install rear dowel pin (2) in shaft

assembly (6). Press the pin until 2.0 mm (0.080
in.) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.

FIGURE 7-57.
FIGURE 7-56. 17. Coat the outside diameter of rear bearing (14)
and the mating surface of bearing retainer (11)
with Loctite Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
Press ONLY on the outer race of the bearing
until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The inside diameter of the rear wear sleeve is
color coded blue.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
• Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the inside diameter of rear (notched) wear

sleeve (4) and the wear sleeve diameter of the
fan mounting hub with Loctite Primer N and
#242 (or equivalent). Locate the sleeve so the
notch in the sleeve will be aligned with the small FIGURE 7-58.
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
18. Install internal snap ring (15).

FIGURE 7-59.
19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the next step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the outside diameter of rear oil seal (10) 21. If a bearing spacer is used instead of a snap
with Loctite Primer N and #242 (or equivalent). ring (as explained in Step 19), place the spacer
Use tooling (E) or an equivalent to install the oil into position in the groove on shaft assembly
seal in the rear bearing retainer until it is flush (6). Note the location of the spacer in Figure 7-
with the rear face. 61.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.

FIGURE 7-62.
FIGURE 7-63.
23. Install external snap ring (16). Ensure that the

22. Place the shaft sub-assembly on the press bed. snap ring is fully seated in the groove. It may be
Coat the inside diameter of the bearing and the necessary to tap on the snap ring with a
bearing journal on the shaft with Loctite Primer screwdriver to fully seat it.
N and #609 (or equivalent).
Carefully, lower the rear bearing retainer sub-
assembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snap ring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If FIGURE 7-64.
interference is found, remove the bearing
retainer and eliminate the point of interference.
24. Ensure that the pitot tube holes in the shaft are
clean and free of burrs and staking material to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
tube to approximately 20 mm (0.75 in.) from the
end.

Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the
bearing retainer. Rotate the tube so the open,
bent end faces in a counterclockwise direction
and is exactly parallel to the surface of the
bearing retainer. (A large phillips-head
screwdriver inserted in the end of the tube can
be used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three places
(at the 9, 12, and 3 o'clock positions) to prevent
the tubes from rotating in operation.
FIGURE 7-66.
26. Lubricate the seal ring grooves of piston (23)

with an oil-soluble lubricant such as engine
assembly grease. Install small seal ring (24) in
the inside groove and large seal ring (22) in the
outside groove. Refer to Figure 7-66 for proper
orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the

grooves in the shaft. Rotate the rings so the slits
in the rings are 180 degrees apart from one FIGURE 7-67.
another.
27. Lubricate the external surfaces of seal rings

(22) and (24) with an oil-soluble lubricant such
as engine assembly grease. Also lubricate the
seal mating surfaces in the pulley adapter.

Do not push the piston in place. Forcing the
piston will usually cause the seal rings to be cut.
28. Carefully place the piston in the pulley. Without
pressing down on the piston, rotate it slowly
back and forth until it falls into place.
FIGURE 7-69.
30. Install spring washer (25), shim (26), and

spirolock ring (27). It will be necessary to press
downward to compress the spring washer while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for final assembly

of the fan clutch. Lift the front bearing retainer
sub-assembly in place on the pulley. While
doing so, the slots of the front bearing retainer
will engage the tangs of the piston, and the
retainer will rest against the pulley. FIGURE 7-70.
Then, rotate the bearing retainer (and piston) 31. Place the front bearing retainer sub-assembly
until the bolt holes align in the bearing retainer on the bench with the clutch hub up. Install one
and pulley. Carefully remove the bearing steel clutch plate (31) in place in the bearing
retainer sub-assembly. retainer. Dip one facing plate (30) in new engine
oil. Allow the excess oil to drain off, then place
the facing plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.

32. Turn the pulley adapter assembly over and
install two lifting eyes 180 degrees apart. Install
a guide bolt in one bolt hole of the pulley. Refer
to Figure 7-71.
Coat front O-ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure that the guide
bolt is aligned with a bolt hole in the bearing
retainer assembly and the O-ring seal is still
securely in place. Lower the pulley until it rests
on the front bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers

(37) 90 degrees apart. Snug them down.
FIGURE 7-72.

FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate hook-type seal rings (17) on the shaft 37. If removed, install orifice fitting (1) in the “oil in”
assembly. Carefully lower the shaft sub- port of the bracket.
assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Use caution when lowering. Damage to the
sleeve bearings may result if the shaft is cocked
during installation.

FIGURE 7-78.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 N•m (36 - 43 ft lbs).

TEST PROCEDURE
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and
disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation
while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.

SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRICAL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
INTERFACE MODULE AND KOMTRAX PLUS TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . D13-1
KOMTRAX PLUS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
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
FOLLOWED. 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.
•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 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
possible 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 anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.
D01046 5/11 Index D1-1

TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the
parking brake applied indicator light is illuminated.
2. Place the rest switch in the ON position to put the AC drive system in the rest mode. Make sure that
the rest mode indicator light is illuminated.
3. Turn the key switch to the OFF position. A timing sequence will be activated automatically to allow
the engine to cool down before it is turned off.
If the engine does not shut down with the key switch after the timing sequence is done, use the
engine shutdown switch on the operator cab center console. Pull this switch up until the engine
stops.
4. With the key switch OFF and the engine stopped, wait at least 90 seconds. Make sure that the steer-
ing circuit is completely depressurized by turning the steering wheel back and forth several times.
The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still
be turned, notify maintenance personnel.
5. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if the
light remains illuminated for longer than five minutes after the engine is shut down.
6. Locate the GF cutout switch in the access panel on the left side of the main control cabinet. Place the
switch in the CUTOUT position. This will prevent the alternator from re-energizing and creating sys-
tem voltage until the switch is returned to its former position.
D1-2 Index 5/11 D01046

SECTION D2
24VDC ELECTRICAL 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
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Isolation Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE) . . . . . . . . . . . . . . . . . . . . . D2-7
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . D2-9
D02033 12/11 24VDC Electrical Supply System D2-1

24VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
CRANKING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
CRANKING MOTOR TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Field Coil Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Coil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
D2-2 24VDC Electrical Supply System 12/11 D02033

24VDC ELECTRICAL SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck uses 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,
DO NOT SMOKE or allow flame around a dead
Type 8D, 12-volt storage batteries. Several
battery or during the recharging process. The
components require 12VDC and are supplied by
expelled gas from a dead cell is extremely
circuits tapped off the starting batteries.
explosive.
The batteries are of the lead-acid type, each
Excessive consumption of water indicates leakage or
containing six 2-volt cells. With the engine off, power
overcharging. Normal water usage for a unit
is supplied by the batteries. During engine cranking,
power is supplied by the four engine cranking operating eight hours per day is about 30 to 60 cm3
batteries only. When the engine is running, power is (1 to 2 oz.) per cell per month. For heavy duty
supplied by a high capacity alternator that is driven operation (24 hours per day), normal consumption
by the engine. should run about 30 to 60 cm3 (1 to 2 oz.) per cell per
week. Any appreciable increase over these figures
should be considered a danger signal.
Troubleshooting
Two most common problems that occur in the
Lead-acid storage batteries contain sulfuric acid charging system are undercharging and
which, if handled improperly, may cause serious overcharging of the truck's batteries.
burns on skin or other serious injuries to
An undercharged battery is incapable of providing
personnel. Wear protective gloves, aprons and
sufficient power to the truck's electrical system.
eye protection when handling and servicing lead-
acid storage batteries. See the precautions in Some possible causes for an undercharged battery
Section A of this manual to ensure proper are:
handling of batteries and accidents involving
• Sulfated battery plates
sulfuric acid.
• Loose or corroded battery connections
During operation, the storage batteries function as an
electrochemical device that converts chemical • Defective wire in electrical system
energy into the electrical energy that is required for • Loose alternator drive belt
operating the accessories when the engine is off.
• Defective alternator
Overcharging, which causes overheating, is first
indicated by excessive use of water. If allowed to
BATTERIES
continue, the cell covers will push up at the positive
Maintenance and Service ends and, in extreme cases, the battery container will
become distorted and cracked.
The electrolyte level of each cell should be checked
at the interval specified in Section P, Lubrication and Leakage can be detected by continual wetness of the
Service. Add water if necessary. The proper level to battery or excessive corrosion of the terminals,
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the battery carrier and surrounding area. (A slight
plates. To ensure maximum battery life, use only amount of corrosion is normal in lead-acid batteries).
distilled water or other types of water recommended Inspect the case, covers and sealing compound for
by the battery manufacturer. After adding water in holes, cracks and other signs of leakage. Check the
freezing weather, operate the engine for at least 30 battery hold down connections to ensure that the
minutes to thoroughly mix the electrolyte. tension is not great enough to crack the battery or
loose enough to allow vibration to open the seams. A
leaking battery must be replaced.

To remove corrosion, clean the battery with a solution The rate of self-discharge of a battery kept at 38°C
of ordinary baking soda and a stiff, non-wire brush (100°F) is about six times that of a battery kept at
and flush with clean water. Make sure that none of 10°F (50°F), and self-discharge of a battery kept at
the soda solution is allowed to enter the battery cells. 27°C (80°F) is about four times that one at 10°F
Make sure that the terminals are clean and tight. (50°F). Over a 30 day period, the average self-
Clean terminals are very important in a voltage discharge runs about 0.002 specific gravity per day
regulated system. Corrosion creates resistance in at 27°C (80°F).
the charging circuit, which causes undercharging and
To offset the results of self-discharge, idle batteries
gradual starvation of the battery.
should receive a booster charge (not a quick charge)
NOTE: When washing batteries, make sure that the at least once every 30 days. Batteries allowed to
cell caps are tight to prevent cleaning solution from stand for long periods in a discharged condition are
entering the cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called “sulfated” and are,
Addition of acid will be necessary if considerable
in the majority of cases, irreparably damaged. In less
electrolyte has been lost through spillage. Before
severe cases, the sulfated battery may be restored to
adding acid, make sure that the battery is fully
limited service by prolonged charging at a low rate
charged by putting the battery on charge and taking
(approximately 1/2 normal rate).
hourly specific gravity readings on each cell. When
all the cells are gassing freely and three successive An undercharged battery is extremely susceptible to
hourly readings show no rise in specific gravity, the freezing when allowed to stand in cold weather.
battery is considered charged. Additional acid may
The electrolyte of a battery in various stages of
now be added. Continue charging for another hour
charge will start to freeze at temperatures indicated
and check specific gravity again. Repeat the above
in the table below.
procedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27°C (80°F). The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
NOTE: Use 1.400 strength sulfuric acid when making
temperatures must be reached for a solid freeze.
specific gravity adjustments. Acid of higher strength
Solid freezing of the electrolyte may crack the battery
will attack the plates and separators before it has a
case and damage the positive plates. As will be
chance to diffuse into the solution.
noted, a charged battery is in no danger of freezing.
If the temperature of the electrolyte is not reasonably Therefore, a battery should be kept charged,
close to 27°C (80°F) when the specific gravity is especially during winter weather.
taken, temperature should be corrected to 27°C
(80°F) as follows:
• For every 5°C (10°F) below 27°C (80°F), 0.004
should be SUBTRACTED from the specific
SPECIFIC GRAVITY FREEZING
gravity reading.
Corrected to 27°C (80°F) TEMPERATURE
• For every 5°C (10°F) above 27°C (80°F), 0.004
1.280 -70°C (-90°F)
should be ADDED to the reading.
1.250 -54°C (-60°F)
Idle batteries should not be allowed to stand
unattended. If equipment is to stand unused for more 1.200 -27°C (-16°F)
than two weeks, the batteries should be removed 1.150 -15°C (+5°F)
and placed in a cool, dry place where they may be 1.100 -7°C (+19°F)
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 it is more pronounced in warm weather than in
cold weather.

BATTERY SUPPLY SYSTEM 24VDC Auxiliary Battery Receptacles
Two receptacles (2) are provided to attach battery
24VDC Battery Charging Alternator
charger leads for charging the batteries. These
Refer to Section D, Battery Charging Alternator, for receptacles can also be used for connecting external
service information regarding the battery charging batteries to aid engine starting during cold weather.
alternator.
When external batteries are used, they should be of
Batteries the same type (8D) as the batteries installed on the
truck. Two pairs of batteries should be used. Each
Four type 8D batteries (3, Figure 2-1) for the 24VDC pair should be connected in series to provide 24VDC,
engine start circuit are located in the battery box in with one pair connected to each receptacle.
the center of the front platform.
For access to the batteries, open the hinged cover by
turning cover latches (1) counterclockwise until
released. Lifting eyes are attached to each end of the
battery box so that the entire battery box assembly
can be removed, if necessary.
FIGURE 2-1. BATTERY BOX COMPONENTS

1. Battery Box Cover Latch 4. Battery Control Box 7. Starter Disconnect Switch
2. Auxiliary Battery Receptacles 5. Circuit Breaker (50 amp) 8. Master Disconnect Switch
3. Batteries 6. Engine Start Relay 9. Isolation Diode

Battery Disconnect Switches
Battery disconnect switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits without having to remove any
battery cables. Starter disconnect switch (7, Figure 2-
1) opens the starter battery circuit only, preventing
engine startup while still allowing battery power to the
24VDC control system circuits. Master disconnect
switch (8) disconnects the 24VDC system batteries.
Isolation Diode
A Schottky type isolation diode is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications. Isolation diode (9)
allows current from the battery charging alternator to
charge the batteries, but prevents current flow from
the batteries to the starter motors when the engine is
started.
NOTE: The isolation diode is no longer available for
service. If the isolation diode must be replaced, order
battery box rework kit (XK0965), which includes a
second engine start relay.
Engine Start Relay

Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it
provides current to the starter motors to engage the
drives and begin cranking the engine, eliminating the FIGURE 2-2. AUXILIARY CONTROL CABINET
need for magnetic switches. (LEFT WALL)
24VDC to 12VDC Converter 1. 24VDC to 12VDC Converter
24VDC to 12VDC converter (1, Figure 2-2) is used to

convert the 24 volt battery system voltage to 12 volts
for various truck components such as the radio, cab
power windows, and the auxiliary power receptacles
in the cab.
The converter is powered by the starter circuit
batteries. Converter output circuits are protected by
CB101, a 50 amp circuit breaker (5, Figure 2-1)
located inside the battery control box.

24VDC ELECTRIC CRANKING MOTOR
SYSTEM (WITH PRELUBE)
The Komatsu SDA16V160 engine includes an
engine pre-lubrication system designed to reduce
wear due to dry starts.
The prelube system automatically, safely and quickly
fills filters and all oil passages prior to cranking at
each engine startup. In addition, the system prevents
startup if no oil is present in the engine.
The prelube system includes:
• Remote mounted 24VDC powered pump
• Timer solenoid
• Oil pressure switch
• Oil suction line
• Oil outlet line
• Check valve FIGURE 2-3. ENGINE OIL PRESSURE
• Electrical harness MANIFOLD
1. Engine Prelube Relay 3. Prelube Pressure
2. Timer Solenoid Switch
Operation
The prelube system is activated when the operator
turns the key switch and holds it in the START posi- Check Valve
tion. This allows the current to flow to prelube timer
solenoid (2, Figure 2-3). When this timer solenoid is The oil pressure supply hose will have a check valve
activated, current flows to the prelube motor, driving installed between the prelube pump and the engine.
the prelube pump, but does not allow the cranking The check valve prevents the passage of oil from the
motor motors to engage the cranking motor pinion engine back through the prelube pump to the pan
gears at this time. The prelube pump supplies oil after the engine is started. Check valve leakage back
from the engine oil pan to fill the engine oil filters and to the prelube pump will cause extensive damage to
oil passages prior to cranking. the pump.
When the pressure in the engine cam oil rifle reaches
17.2 kPa (2.5 psi), the circuit to the prelube timer
solenoid is opened. After a three second delay, the Timer Solenoid
current is supplied to the cranking motor solenoids. Timer solenoid (2) controls the prelubrication cycle.
The cranking motor motors will then be activated and Current is supplied to the timer through the key
the pinion gears will be engaged into the flywheel switch. The ground path is completed by the normally
ring gear. Normal cranking will now occur with suffi- closed pressure switch (3).
cient lubrication to protect the engine bearings and
other components. When the switch opens, current is redirected to the
engine cranking motor solenoids for engine cranking.
Pressure Switch
Pressure switch (3) is a 17.2 kPa (2.5 psi), normally
closed (N.C.) switch, located so that it can sense oil
pressure after the engine oil has passed through the
DO NOT attempt to jump start the truck using the
filters. (Normally, this location is the cam cover at the
terminals on the timer solenoid. Internal damage
rear of the engine block.)
to the timer will result.

MAINTENANCE
Prelube system maintenance must be performed
annually or at 5000 hour intervals as described
below.
Prelube System Operation Checks

Verify system operates according to the two phases
of operation as listed in “Troubleshooting Prelube
Cranking Motor Circuit” on the following page. If a
problem exists, refer to the list of problems and pos-
sible causes for troubleshooting system components.
If system is operating properly, continue with the
inspection of component parts below:
Check Valve
Verify that no internal leakage exists in the check
valve when the engine is running. Check valve leak-
age back to the prelube pump will cause extensive
damage to the pump.
If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
engine, and NOT toward the pump.
Timer Solenoid
Inspect the timer solenoid for physical damage and
to verify wiring is in good condition.

TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the START position. A circuit is provided to
ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure
switch when the prelube pressure reaches 17.2 kPa (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A three second delay precedes the crank
mode.
Problem Probable Cause
• Cranking motor prelubricates only. Does not delay Indicates oil pressure is not sufficient to open the pres-
or crank. sure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.
• Cranking motor prelubricates continuously Indicates prelube timer solenoid contacts have welded.
regardless of key switch position.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.
• Cranking motor delays and cranks. No If an operator indicates the ignition is totally dead,
prelubrication mode. ensure the key is being held in the crank position for 3
to 4 seconds. If the engine cranks after a short delay,
this indicates that a ground connection to the pressure
switch has been broken. Without a ground path, the
prelubrication unit will proceed to delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open cir-
cuit between the switch terminal and the
switch base. If open, replace pressure switch.
• Starting circuit is irregular when in crank mode. a. Check for low or dead batteries.
b. Check alternator output.
c. Check ground connection at “G” terminal of
cranking motor bendix solenoid.
d. Check for defective cranking motor safety
relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for cranking motor control circuit.

Problem Probable Cause
• Cranking motor has very long prelubrication cycle. Except for severe cold weather starts, the prelube
cycle must not exceed 45 seconds.
a. Low oil pressure.
b. Ensure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer's specifications).
c. Check for suction side air leaks, loose con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Check the oil pressure switch for the correct
location. Be certain that it has not been
moved into a metered oil flow, as in a bypass
filter or governor assembly.
• Cranking motor has no prelubrication, no delay If the cranking motor is totally inoperative and no pre-
and no crank. lubrication, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate the key switch for several seconds.
a. If the cranking motor delays - then cranks, the
Prelube Timer Solenoid is bad. Replace the
timer solenoid assembly.
b. If the cranking motor is still inoperative, check
the truck cranking motor switch circuit. Ensure
proper voltage is available to the Prelube
Timer Solenoid when the key is activated.
• Cranking motor prelubricates, delays, then does Indication is either a timer failure, or a cranking motor
not crank. problem.
a. Place a jumper wire to the cranking motor
solenoid “S” post. If the engine starts to crank,
replace the Prelube Timer Solenoid.
b. If the engine fails to crank when the "S" post
is energized with voltage, check out cranking
motor bendix solenoid and cranking motor
pinion drive.

24VDC ELECTRIC START SYSTEM
CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches acti-
vated by the key switch on the instrument panel.
NOTE: When a Komatsu SDA16V160 engine with a
prelube system is installed, there is a delay between
the time the key switch is moved to the START
position, and the cranking motors actuate.
When the key switch is placed in the START position,
the magnetic switches close, connecting the motor
solenoid “S” terminals to the batteries. When the
solenoid windings are energized, plunger (56,
Figure 2-6) is pulled in, moving cranking motor drive
assembly (71) forward in the nose housing to engage
the engine flywheel ring gear. Also, when the sole-
noid plunger is pulled in, the main solenoid contacts
close to provide current to the motor armature and
cranking takes place. When the engine starts, an
overrunning clutch in the drive assembly protects the
FIGURE 2-4. CRANKING MOTORS
armature from excessive speed until the key switch is
released. When the key switch is released, a return 1. Cap Screws 3. Solenoid
spring causes the drive pinion to disengage. 2. Cranking Motor
After the engine is running, a normally closed pres-

sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Installation
Removal
1. Align cranking motor (2, Figure 2-4) housing
1. Disconnect battery power: with the flywheel housing adaptor mounting
a. Open the master battery disconnect switch holes and slide the cranking motor into position.
to remove power from the system. 2. Insert cranking motor cap screws (1).
b. Disconnect the negative (-) battery cables 3. Connect marked wires and cables to the crank-
first. ing motor and solenoid terminals.
4. Install in the following sequence:
c. Disconnect the battery positive (+) battery
cables last. a. Connect the battery positive (+) cables first.
2. Mark wires and cables and remove them from b. Connect the battery negative (-) cables.
the terminals on cranking motor (2, Figure 2-4) 5. Close the master battery disconnect switch.
and solenoid (3).
3. Remove cranking motor cap screws (1).
4. Remove the cranking motor assembly from fly-
wheel housing.

CRANKING MOTOR TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
 Batteries -- Verify the condition of the
batteries, cables, connections and charging
circuit.
 Wiring -- Inspect all wiring for damage or
loose connections at the key switch,
magnetic switches, solenoids and cranking
motor(s). Clean, repair or tighten as
required.
If the above inspection indicates the cranking motor
to be the cause of the problem, remove the motor
and perform the following tests prior to disassembly
to determine the condition of the motor and solenoid
and repairs required.
FIGURE 2-5. NO-LOAD TEST CIRCUIT
Preliminary Inspection
1. Check the cranking motor to ensure that the
armature turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
DO NOT apply voltages in excess of 20 volts.
b. Pry the pinion gear to ensure that the arma- Excessive voltage may cause the armature to
ture can be rotated. throw windings.
2. If the armature does not turn freely, the cranking d. Connect the motor and an ammeter in series
motor must be disassembled immediately. with two fully charged 12 volt batteries.
3. If the armature can be rotated, perform the No-
e. Connect a switch in the open position from
Load Test before disassembly.
the solenoid battery terminal to the solenoid
No-Load Test switch terminal.
2. Close the switch and compare the RPM, cur-
Refer to Figure 2-5 for the following test setup. rent, and voltage reading to the following speci-
fications:
 RPM: 5500 Minimum to 7500 Maximum
 AMPS: 95 Minimum to 120 Maximum
Make sure that the master battery disconnect  VOLTS: 20VDC
switch is open before connections or disconnec-
tions are made during the following procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20VDC.

Interpreting Results of Tests Disassembly
1. Rated current draw and no-load speed indi- The cranking motor must be disassembled only as
cates normal condition of the cranking motor. far as necessary to repair or replace defective parts.
2. Low free speed and high current draw indi- 1. Note the relative position of the solenoid (53,
cates: Figure 2-6), lever housing (78), nose housing
a. Too much friction; tight, dirty, or worn bear- (69), and C.E. frame (1) so the motor can be
ings, bent armature shaft or loose pole shoes reassembled in the same manner.
allowing armature to drag. 2. Disconnect field coil connector (42) from sole-
b. Shorted armature. This can be further noid motor terminal, and lead from solenoid
checked on a growler after disassembly. ground terminal.
3. Remove the brush inspection plug (52), and
c. Grounded armature or fields. Check Further
brush lead screws (15).
after disassembly.
4. Remove the attaching bolts (34) and separate
3. Failure to operate with high current draw indi-
the commutator end frame (1) from the field
cates:
frame (35).
a. A direct ground in the terminal or fields. 5. Separate the nose housing (69) and field frame
b. “Frozen” bearings (are determined by turning (35) from lever housing (78) by removing
the armature by hand). attaching bolts (70).
4. Failure to operate with no current draw indi- 6. Remove armature (45) and drive assembly (71)
cates: from lever housing (78).
a. Open field circuit. This can be checked after 7. Separate solenoid (53) from lever housing by
disassembly by inspecting internal connec- pulling apart.
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.

1. Drive (71, Figure 2-6), armature (45) and fields FIGURE 2-6 CRANKING MOTOR ASSEMBLY
(46) must not be cleaned in any degreasing
tank or with grease dissolving solvents. These 1. C.E. Frame 52. Inspection Plug
will dissolve the lubricant in the drive and dam- 2. Washers 53. Solenoid Housing
age the insulation in the armature and field 3. O-Rings 54. Lockwasher
coils. 4. Insulator 55. Screw
2. All parts except the drive must be cleaned with 5. Support Plate 56. Plunger
mineral spirits and a clean cloth. 6. Brush Plate Insulator 57. Washer
7. Washers 58. Boot
3. If the commutator is dirty, it may be cleaned with 8. Plate & Stud 59. Washer
No. 00 sandpaper. 9. Plate 60. Spring
NOTE: DO NOT use an emery cloth to clean the 10. Brush Holder 61. Retainer
commutator. 11. Lockwasher 62. Snap Ring
4. Inspect brushes (13) for wear. 12. Screw 63. Shift Lever
13. Brush (12 required) 64. Nut
a. If worn excessively when compared with a 14. Lockwasher 65. O-Ring
new brush, they must be replaced. 15. Screw 66. O-Ring
b. Ensure that the brush holders (10) are clean 16. Brush Spring 67. Snap Ring
and the brushes are not binding in the hold- 17. Screw 68. Lever Shaft
ers. 18. Screw 69. Drive Housing
19. Screw 70. Screw
c. The full brush surface must ride on the com- 20. Lockwashers 71. Drive Assembly
mutator. Check by hand to insure that brush 21. Plate 72. Gasket
springs (16) are giving firm contact between 22. Brush Holder Insulator 73. Plug
brushes (13) and commutator. 23. Screw 74. Gasket
d. If springs (16) are distorted or discolored, 24. Lockwasher 75. Brake Washer
they must be replaced. 25. Washer 76. Screw
26. O-Ring 77. Lockwasher
27. Bushing 78. Lever Housing
28. Insulator 79. Washer
29. Washer 80. O-Ring
30. Lockwasher
31. Nut
32. Nut
33. Lockwasher
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washers
41. Nut
42. Connector
43. Lockwasher
44. Nut
45. Armature
46. Field Coil
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-ring

FIGURE 2-6. CRANKING MOTOR ASSEMBLY

Armature Servicing 3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
If the armature commutator is worn, dirty, out of
lamp lights when one test point is placed on the
round, or has high insulation, the armature (45,
commutator with the other point on the core or
Figure 2-6) must be put on a lathe and the commuta-
shaft, the armature is grounded. Grounds occur
tor turned down. The insulation must then be under-
as a result of insulation failure which is often
cut 0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
brought about by overheating of the cranking
deep, and the slots cleaned out to remove any trace
motor produced by excessively long cranking
of dirt or copper dust. As a final step in this proce-
periods or by accumulation of brush dust
dure, the commutator must be sanded lightly with No.
between the commutator bars and the steel
00 sandpaper to remove any burrs left as a result of
commutator ring.
the undercutting procedure.
Check the armature for opens, short circuits and
grounds as follows: Field Coil Checks
1. Opens are usually caused by excessively long
Field coils (46, Figure 2-6) can be checked for
cranking periods. The most likely place for an
grounds and opens by using a test lamp.
open to occur is at the commutator riser bars.
Inspect the points where the conductors are 1. Grounds - The ground connections must be
joined to the commutator bars for loose connec- disconnected during this check. Connect one
tions. Poor connections cause arcing and burn- lead of the 110-volt test lamp to field frame (35)
ing of the commutator as the cranking motor is and the other lead to field connector (42). If the
used. If the bars are not too badly burned, lamp lights, at least one field coil is grounded
repair can often be effected by resoldering or and must be repaired or replaced.
welding the leads in the riser bars (using rosin 2. Opens - Connect test lamp leads to ends of
flux), and turning down the commutator in a field coils (46). If lamp does not light, the field
lathe to remove the burned material. The insula- coils are open.
tion must then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in Field Coil Removal
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above Field coils can be removed from the field frame
the area of the armature core in which the short assembly by using a pole shoe screwdriver. A pole
circuit is located. Shorts between bars are shoe spreader must also be used to prevent distor-
sometimes produced by brush dust or copper tion of the field frame. Careful installation of the field
between the bars. These shorts can be elimi- coils is necessary to prevent shorting or grounding of
nated by cleaning out the slots. the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip must be
assembled in the direction of armature rotation so it
becomes the trailing (not leading) edge of the pole
shoe.

5. To check for grounds, move battery lead from
“G” (Figure 2-8) and from “MTR” (Figure 2-9) to
the solenoid case. Ammeter must read zero. If
not, the winding is grounded.
FIGURE 2-7. SIMPLIFIED SOLENOID CIRCUIT
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-7. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole- FIGURE 2-8. SOLENOID HOLD-IN WINDING TEST
noid, switch terminal and to the second switch
terminal “G”, to check the hold-in winding
(Figure 2-8).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read cur-
rent.
 The ammeter must read 6.8 amps
maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid
motor “M” or “MTR” terminal (Figure 2-9).
To prevent overheating, DO NOT leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding tem-
perature increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read cur-
rent.
 The ammeter must read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. FIGURE 2-9. SOLENOID PULL-IN WINDING
Low readings indicate excessive resistance. TEST

Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install a wick, soaked in oil, prior to installing the
bearings.
3. DO NOT attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. DO NOT cross-drill bearings. Because the
bearing is so highly porous, oil from the wick
touching the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
FIGURE 2-10. PINION CLEARANCE CHECK
a. Insert armature (45, Figure 2-6) into field CIRCUIT
frame (35). Pull the armature out of the field
frame just far enough to permit the brushes
to be placed over the commutator.
b. Place end frame (1) on the armature shaft.
Slide the end frame and armature into place 5. Using new gasket (72), install drive housing
against the field frame. (69) and secure it with screws (70).
c. Insert screws (34) and washers (33) and 6. Assemble field coil connector (42) to the sole-
tighten securely. noid.
2. Assemble lever (63) into lever housing (78) If 7. Adjust the pinion clearance per instructions on
removed. the following page.
3. Place washer (79) on the armature shaft and 8. After the pinion clearance has been adjusted,
install new O-ring (80). Position drive assembly install gasket (74) and plug (73).
(71) in lever (63) in the lever housing. Apply a
light coat of lubricant (Delco Remy Part No.
1960954) on washer (75) and install it over the
armature shaft. Align the lever housing with the
field frame and slide the assembly over the
armature shaft. Secure it with screws (76) and
washers (77).
4. Assemble and install the solenoid assembly
through the lever housing and attach it to the
field frame. Install nut (64), but do not tighten at
this time. Install brush inspection plugs (52).

MAGNETIC SWITCH
The magnetic switch is a sealed unit and not repair-
able.
FIGURE 2-11. CHECKING PINION CLEARANCE
FIGURE 2-12. MAGNETIC SWITCH ASSEMBLY
Pinion Clearance Removal

To adjust the pinion clearance, follow the steps listed 1. Remove battery power as described in Crank-
below. ing Motor Removal.
1. Make connections as shown in Figure 2-10. 2. Disconnect the cables from the switch terminals
and the wires from coil terminals (Figure 2-12).
2. Momentarily flash a jumper lead from terminal
“G” to terminal “MTR”. The drive will now shift NOTE: If the magnetic switch being removed has a
into cranking position and remain so until the diode across the coil terminals, mark the leads prior
batteries are disconnected. to removal to ensure correct polarity during
3. Push the pinion or drive back towards the com- installation.
mutator end to eliminate slack movement. 3. Remove the mounting cap screws and wash-
4. The distance between the drive pinion and ers. Remove the switch from the mounting
housing must be between 8.3 mm to 9.9 mm bracket.
(0.330 to 0.390 in.) as shown in Figure 2-11. 4. The switch coil circuit can be tested as
5. Adjust clearance by turning shaft nut (64, described on the next page.
Figure 2-6).
Installation
1. Attach the magnetic switch to the mounting
bracket using the cap screws and lockwashers
removed previously.
2. Inspect the cables and switch terminals. Clean
as required and install the cables.
3. Install the diode across the coil terminals.
Ensure that diode polarity is correct. Attach the
wires from the truck harness to the coil termi-
nals (See Figure 2-5).
4. Connect battery power as described in Crank-
ing Motor Installation.

Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil must read approximately 28 at
22.2°C (72°F).
b. If the ohmmeter reads , the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter must display when the probes
are placed across the switch terminals.
NOTE: The switch terminals will show continuity
when 24VDC is applied to the coil terminals.
However, high resistance across the internal switch
contacts due to arcing, etc, could prevent the switch
from delivering adequate current to the cranking
motor. If the coil tests are satisfactory but the switch
is still suspect, it must be replaced with a new part.

SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Engine Starter Failure Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Pulse Voltage Modulator (PVM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB6, RB7, RB8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
FUSE BLOCKS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
CIRCUIT BREAKERS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
D03035 10/08 24VDC Electrical System Components D3-1

NOTES
D3-2 24VDC Electrical System Components 10/08 D03035

24 VDC ELECTRICAL SYSTEM COMPONENTS
AUXILIARY CONTROL CABINET
COMPONENTS
The following 24VDC electrical system components
are located in the auxiliary control cabinet, which is
Do not attempt repairs until the truck is properly mounted on the left side of the main control cabinet
shut down. Dangerous voltage levels are present behind the cab. The auxiliary control cabinet houses
in the propulsion system while the engine is various components for the 24VDC circuits, engine
running and for a period of time after shutdown. related devices, and terminal strips that connect truck
Refer to the Index in Section D for additional wiring harnesses with the main control cabinet and
warnings. cab.
The following information describes the components
TRUCK SHUTDOWN PROCEDURE in the auxiliary control cabinet and their operation.
1. Reduce the engine speed to idle. Move the Additional detailed information for operation and
directional control lever in PARK. Make sure troubleshooting procedures not included below can
that the parking brake applied indicator light in be found in Section E, Electrical Propulsion System,
the overhead panel is illuminated. the engine manufacturer's service publications, and
the appropriate GE publications. The electrical
2. Place the drive system in the rest mode by
schematics in Section R should be used when
turning the rest switch on the instrument panel
troubleshooting problems with the following 24VDC
ON. Make sure that the rest mode indicator light
electrical system components.
is illuminated.
3. Shut down the engine using the key switch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console. Power Distribution Terminals
4. Verify the link voltage lights on the electrical 24VDC terminal (1, Figure 3-1) and 12VDC terminal
cabinet and next to the DID panel in the cab are (2) are mounted on the left wall of the cabinet. These
OFF. If they remain on longer than 5 minutes terminals distribute battery voltage and 12VDC for
after shutdown, the propulsion system must be devices requiring reduced voltage. The 24VDC
inspected by a technician trained to investigate terminal is a convenient test point for measuring
the cause. battery voltage during troubleshooting procedures.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures.
Engine Starter Failure Delay Timer
6. Verify that the steering accumulators have bled
down by attempting to turn the steering wheel. Engine starter failure delay timer (3) is used in the
circuitry which detects a failure of one of the two
starter motors. This circuit provides a warning to the
operator if either starter does not energize for at least
BRAKE WARNING BUZZER 2 seconds when engine starting is first attempted, or
The brake warning buzzer provides an audible alarm if either starter stops operating during the engine
for the operator if a malfunction occurs in the starting process.
hydraulic service brake system. This buzzer is
located inside the radio module in the overhead
panel. Refer to Section J for additional details.

5 Minute Idle Timer Test the 5 minute idle timer circuits as follows:
5 minute idle timer (4) is activated when the operator 1. With the key switch ON, press the engine
presses the 5 minute idle timer engine shutdown shutdown switch firmly to the momentary
switch on the instrument panel. (This is a momentary position and release (switch will return to the
switch that also latches the 5 minute idle timer in the ON position).
energized position.) When the timer is energized, 2. Turn the key switch OFF and verify the
internal contacts close and energize the relay. following:
The 5 minute idle timer circuit automatically provides  Circuit 712 (to ground) remains 24 volts for
approximately five minutes of engine idle time before approximately 5 minutes. After 5 minutes,
actual engine shutdown occurs. This system allows the voltage drops to 0.
the engine cooling system to circulate coolant to
reduce and stabilize engine component  The 5 minute idle indicator lamp on the
overhead display is ON when circuit 712
temperatures, when engine power requirements are
reads 24 volts.
minimal, resulting in extended engine life.
3. Repeat Step 1. While monitoring voltage at
The circuit is controlled by a 3-position rocker switch. circuit 712, turn the key switch OFF. Turn the
Pressing the bottom of the switch will turn the circuit engine shutdown switch off.
OFF. The engine will shut down by use of the key
switch, console mounted engine shutdown switch, or  Verify that the voltage at circuit 712 drops to
0 when the shutdown switch is turned to
the ground level shutdown switch.
OFF.
With the rocker switch in the middle position, the
circuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down
Pulse Voltage Modulator (PMV)
immediately using any one of the three switches
described above. The Pulse Voltage Modulator (6) receives a load
curve signal from the engine controls and converts it
When the top of the switch is depressed and held
to a 0 to 10 volt signal for use by a PSC card in the
momentarily, the idle timer circuit is activated. When
Integrated Control Panel (ICP).
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
indicator lamp on the overhead display will also Control Power Relay
illuminate. The engine will not shut down with the key
switch. Moving the key switch to the OFF position, Control power relay (8) is energized when the control
will cause the engine to shut down after the 5 minute power switch, located in the main control cabinet, is
time delay is completed. The normal shutdown turned ON. This relay isolates the GE control power
sequence will then occur. from the truck circuits and provides power to non-
propulsion system 24VDC components.
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 Auto Lube Timer
level shutdown switch is activated, the engine will
The automatic lubrication system lubrication interval
shut down immediately, followed by the normal
is controlled by auto lube timer (9). Lubrication cycle
shutdown of all systems.
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.

FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL
1. 24VDC Terminal 7. 12V Power Relay 13.Relay Board - RB5
2. 12VDC Terminal 8. Control Power Relay 14.Relay Board - RB6
3. Engine Starter Failure Delay Timer 9. Auto Lube Timer 15.Relay Board - RB7
4. 5 Minute Idle Timer 10.Relay Board - RB1 16.Relay Board - RB8
5. Key Switch Power Relay 11.Relay Board - RB3 17.Relay Board - RB9
6. Pulse Voltage Modulator (PVM) 12.Relay Board - RB4 18.Diode Board - DB1
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.

Diode Board - DB1 If a diode failure is suspected, remove and check the
diode as follows:
Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for 1. Grasp the diode connector, compressing the
easy replacement. Some of the diodes are used in locking “ears” while pulling the connector off the
the coil circuit of various relays to suppress the board. Note the connector “key” used to ensure
resultant coil voltage spike when power is removed correct polarity.
from the circuit, preventing damage to other circuit NOTE: Some digital multimeters are designed to test
components (lamp filaments, etc.). Other diodes are diodes. If this type is used, follow the manufacturer's
used to control the flow of current in a circuit as instructions for proper test.
required. Resistors or diodes may also be installed in
sockets P7 through P12. 2. An analog ohmmeter can be used to test the
diode as follows:
Refer to the electrical schematic in Section R of this
a. Place the meter on the “X100” scale.
manual for specific circuits.
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 3-2. DIODE BOARD
1. Mounting Rail 5. Foam Block
2. Screw 6. Board
3. Nut 7. Diode
4. Mounting Plate

Fuse Blocks Alarm Indicating Device (AID) System
Four fuse blocks (1, Figure 3-3) contain fuses that Alarm indicating device (AID) module (1, Figure 3-4
protect various circuits on the truck. Always replace a is connected to the electrical accessories circuits to
blown fuse with a new one of the same rating. For a provide the operator with a warning indication of a
listing of fuse sizes and circuits, refer to the Fuse malfunction. This system consists of up to eight
Blocks charts at the end of this section. printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
FIGURE 3-3. AUXILIARY CONTROL CABINET -

FRONT VIEW FIGURE 3-4. AUXILIARY CONTROL CABINET -
1. Fuse Blocks RIGHT WALL
1. AID Module

The AID system enables the indicating lights to be The following briefly describe each card and its
flashing or constant. The AID also has the capability function. Refer to Section R, Schematics, for the
of operating an audible alarm along with the light. circuit components described below.
The eight printed circuit cards are:
Diode Matrix (With Sound)
• Diode Matrix (With Sound) Card (Slot 1)
• Diode Matrix (Without Sound) Card (Slot 2) The diode matrix with sound card works very much
like the other diode matrix card, except that it
• Hot Switch Inverter Card (Slot 3)
contains extra diodes to activate the alarm horn in
• Hot Switch Inverter Card (Slot 4) (Not Used) addition to the flasher. The circuits connected to
• Temperature Card (Slot 5) (Optional) terminals A1 through A8 operate in the same
• Oil Level Card (Slot 6) (Optional) manner.
• Temperature and Latch Card (Slot 7) All of the card circuits are connected to the lamp test
• Coolant Level and Flasher Card (Slot 8) switch on the overhead display area. In normal
operation, these circuits are open and not functional.
NOTE: Each card is identified with a number which When the operator pushes the lamp test switch, it
corresponds to a mating number on the housing. If activates all the indicator circuits by grounding them.
any cards are removed, make sure that the card This is used to verify that all lamps are functional.
numbers correspond with the housing numbers
during installation See Figure 3-5. Diode Matrix (Without Sound)
The diode matrix without sound card consists of a
series of diodes capable of working with eight
different 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
operator 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
detecting switch activates the circuit, it grounds the
lamp and 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.
Hot Switch Inverter

The hot switch inverter card is used to operate and
test the service brake indicator light. In normal
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.
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE Transistor Q4 is turned on by this voltage and, in
turn, grounds the service brake indicator light. There
1. Diode Matrix With Sound is no alarm horn operation with this card.
2. Diode Matrix Without Sound
3. Hot Switch Inverter A second circuit on this card is used to operate and
4. Hot Switch Inverter (Not Used) test the retard speed control indicator light. When
5. Temperature & Latch RSC is turned OFF, transistor Q7 is off and the
6. Coolant Level & Flasher indicator 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 (Not Used) Coolant Level & Flasher
The optional oil level card is used to turn on the low The coolant level and flasher card contains two
oil level indicator light to warn the operator that the separate circuits. The flasher circuit at the top of the
engine oil/hydraulic tank oil level is below acceptable card has Q12 transistor biased to be saturated when
levels. The oil float is connected to a variable no malfunction is present, resulting in 24 volt positive
resistor. As the oil level decreases, the resistance output on pin “H” of the card and on wire 12F. When
goes down, causing Q3 to turn on and grounding the an indicating circuit is activated, the ground side of
indicator light and alarm horn. the circuit connected to card pin “K” is grounded.
Q12 will turn off initially and then after a delay,
The optional temperature card is used to turn on the adjusted by R20, will turn on and off to give the
high oil temperature indicator light. The indicator light intermittent 24 volt output.
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature The other half of the circuitry on the coolant level and
setting is 121°C (250°F). As the temperature goes flasher card operates the coolant level light. The
up, the resistance in the probe decreases providing a water level probe connected to terminal B11 grounds
ground path for the indicator light and alarm horn. the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
Temperature and Latch probe and electrically grounds the circuit. When the
The temperature and latch card has two circuits to circuit is grounded, Q6 transistor is off, resulting in no
operate two different indicator lights. The indication. When the coolant level drops below the
temperature circuit is controlled by a coolant probe, 31L is no longer grounded and Q6 turns on to
temperature sensor which decreases electrical ground the flasher through D5, the coolant level light
resistance as its temperature increases. It will have a through terminal D11, and the alarm horn through
resistance of approximately 1000 ohms at 85°C D6. The light and alarm horn will operate
(185°F) and 500 ohms at 121°C (250°F). The normal intermittently as their 24 volt supply is from circuit
setting is 96°C (204°F). 12F, the flasher output.
When the temperature is low and the resistance is NOTE: Some electronic engine controls monitor
high, Q1 is off and no high temperature indication coolant level. If the engine controls monitor the
occurs. When the coolant temperature is excessive, circuit, a 2K resistor is installed to replace the probe
resistance decreases to a point where Q1 will turn on and disable the AID system circuit.
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 precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator 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.

RELAY BOARDS Relay Boards RB1, RB3, RB4, RB5
The auxiliary control cabinet contains eight relay Each relay board of this type is equipped with four
boards to provide control for many of the 24VDC green lights (9, Figure 3-6) and one red “breaker
circuits. Two types of boards are used. One type of open” light (7). Each relay board has a fifth green (8)
board contains circuit breakers in addition to 24VDC light that has a different function on each board.
relays and a PC board for special functions. The Four green lights (9) are labeled K1, K2, K3, or K4.
second type of board contains relays only. These lights will be on only when that particular
All relays are interchangeable. The circuit breakers control circuit has been switched ON and the relay
are interchangeable, providing that the circuit coil is being energized. The light will not turn on if the
breaker capacity is the same. relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, red “breaker open” light (7) indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
Do not interchange or replace any circuit breaker
also illuminate, informing the operator that a circuit
with one of a different capacity than specified for
breaker is in the OFF position. The red “breaker
the circuit. Serious damage or a fire may result if
open” light will turn ON whenever there is a voltage
the wrong capacity breaker is used.
difference across the two terminals of a circuit
breaker.
The relay boards are identified as follows: If a control switch has been turned ON and a green
(K) light is on, but that component is not operating,
Relay Board Functions check the following on the relay board for that circuit:
RB1 Clearance/Turn Signal Lights  If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
RB3 Stop, Retard, Backup Lights all on. There is no visual indication as to
RB4 Parking Brake, Horn, Body-Up, which circuit breaker has been tripped.
Engine Cranking Check the operation of the component. If it
trips again, check the wiring or component
RB5 Headlights (standard) for the cause of the overload.
RB6 Backup Horn, Start Relay, Engine  The contacts inside the relay may not be
Interlock, 5 Minute Idle Timer, Ether closing, or the contacts may be open,
Start preventing an electrical connection. Swap
RB7 Starter Relays, Bleeddown Power, relays and check again. Replace defective
Auto Lube Solenoid & Timer, relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Starter Failure Relays #1 and #2,
Headlights (HID)  Check the wiring and all of the connections
between the relay board and the
RB8 PLMIII Lights, Shutter Control, TCI component for an open circuit.
RB9 Engine Start, Start Lockout, Starter  The component may be defective. Replace
Failure Relays #3 and #4, Parking the component.
Brake OFF  There is a poor ground at the component.
Repair the ground connection.
Refer to Figure 3-1 for the location of each relay
board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification
numbers.

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
FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Blocks charts 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 the crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.

To replace a circuit breaker: Relay Board RB6, RB7, RB8, RB9
NOTE: Always replace a circuit breaker with one of Relay boards 6, 7 and 8 (Figure 3-7) do not contain
the same amperage capacity as the one being circuit breakers or modular cards. Additional circuits
removed. may be added by utilizing a spare relay socket as
described below:
1. Activate the battery disconnect switches.
2. Unplug all wiring harnesses from the relay The control circuit for the relays are the “+” and “-”
board. Remove the four relay board mounting terminals:
screws. Remove the relay board from the truck. • “+” terminal is for positive voltage.
3. Remove four hold down screws (2, Figure 3-6) • “-” terminal is for grounding of the control circuit.
(one in each corner) in the circuit breaker cover • Either circuit can be switched “open” or “closed” to
plate. Remove two screws (6) and card (5). control the position of the relay.
4. Remove the nuts on the wire terminal leads on The terminals of the switched circuit from the relay
the circuit breaker to be replaced. Remove contacts are labeled as follows:
mounting screws on circuit breaker to be
• NC - Normally Closed
replaced.
• COM - Common
5. Lift out circuit breaker. Retain flat washers from
• NO - Normally Open
wire terminals.
6. Install new circuit breaker of the same capacity  COM terminal is for the voltage source
rating as the one removed. Install one nut and (protected by a circuit breaker) coming into
two flat washers for each wire connection to the the relay which will supply the electrical
power for the component being controlled.
new circuit breaker.
7. Install cover plate and all screws removed  NC terminal is connected (through the
during disassembly. relay) to the “COM” terminal when the relay
is not energized (when the control circuit
8. Carefully install card (5) with screws (6). terminals “+” & “-”) are not activated).
9. Install relay board in truck and connect all wiring
 NO terminal is connected (through the
harnesses. relay) to the “COM” terminal when the relay
is energized (by the control circuits “+” & “-”
being energized).
To replace a circuit panel card:
NOTE: 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
carefully.
4. Install two mounting screws (6).
FIGURE 3-7. AUXILIARY RELAY BOARD -

RB6, RB7, RB8, RB9
1. Circuit Board 5. Mounting Plate
2. Mounting Rail 6. Foam Block
3. Screw 7. Relay
4. Nut

Relay Board Functions Relay Board 4 (RB4)
The following describes the components and 1 - Steering Pressure Bleed Down Timer Module
functions of each relay board. card
1 - Bleed Down Light (Green): This light is
illuminated when the bleeddown solenoid is
Relay Board 1 (RB1) being energized. The bleeddown timer will
1 - Flasher Power Light (Green): This light will be energize the solenoid for 90 seconds after the
illuminated when the turn signals or hazard key switch is turned OFF.
lights are activated. 3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
 1 light will be illuminated during right turn 4 - Relays
signal operation
 Parking Brake Status Relay (K1)
 2 light will be illuminated during left turn
signal operation  Engine Cranking Oil Pressure Interlock
Relay (K2)
 3 light will be illuminated when clearance
lights are activated.  Horn Relay (K3)
 4 light will be flashing when the turn signals  Body-Up Relay (K4)
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the Relay Board 5 (RB5)
clearance light switch is turned ON. 1 - Light Display Module card
1 - Flasher Module card 1 - Lights Control Light (Green): This light is
2 - 12.5 amp circuit breakers (CB13, CB15) illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
4 - Relays
5 - 12.5 amp circuit breakers
 Left Turn Light Relay (K1) (CB23, CB24, CB25, CB26, CB27)
 Right Turn Light Relay (K2) 4 - Relays
 Clearance Lights Relay (K3)  Left Low Beam Relay (K1)
 Flasher Relay (K4)
 Right Low Beam Relay (K2)
 Left High Beam Relay (K3)
Relay Board 3 (RB3)  Right High Beam Relay (K4)
1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
 Manual Backup Lights Relay (K1)
 Stop Lights Relay (K2)
 Retard Lights Relay (K3)

Relay Board 6 (RB6) Relay Board 8 (RB8)
The following relays are installed on RB6: The following relays are installed on RB8:
 Backup Horn Relay (K1)  70% Load Signal to PSC Relay (K1)
 Engine Interlock Relay (K2)  Full Load Signal to PSC Relay (K2)
 Engine Start Relay (K3)  Shutter Control Relay (K3)
 Spare Relay (K4)  PLMIII Lights Relay (K4)
 Ether Start Relay (K5)  A/C Shutter Control Relay (K5)
 5 Minute Idle System Relay (K6)  PLMIII Red Lights Relay (K6)
 5 Minute Idle System Relay (K7)  PLMIII Amber Lights Relay (K7)
 5 Minute Idle System Relay (K8)  PLMIII Green Lights Relay (K8)
Relay Board 7 (RB7) Relay Board 9 (RB9)

The following relays are installed on RB7: The following relays are installed on RB7:
 Starter Motor #2 Relay (K1)  Spare Relay (K1)
 Starter Motor Failure #1 Relay (K2)  Spare Relay (K2)
 Starter Motor Failure #2 Relay (K3)  Spare Relay (K3)
 Starter Motor #1 Relay (K4)  Park Brake Off Relay (K4)
 Auto Lube Solenoid Relay (K5)  Starter Motor Failure #3 Relay (K5)
 HID Headlights Relay (K6)  Engine Start Relay (K6)
 Bleeddown Power Supply Relay (K7)  Engine Start Lockout Relay (K7)
 Auto Lube Timer Relay (K8)  Starter Motor Failure #4 Relay (K8)

BODY-UP SWITCH Adjustment
Body-up switch (3, Figure 3-8) is located inside the Before adjusting the body-up switch, inspect the
right frame rail near the front of the body. It must be body pads for wear and damage. Replace the body
adjusted to specifications to ensure that the proper pads if required. The body must be resting on the
electrical signal is obtained when the body is raised frame in the normal body down position when
or lowered. The body-up switch is designed to adjustments are made.
prevent propulsion in REVERSE when the dump 1. Loosen capscrews (2, Figure 3-8) and adjust
body is not resting on the frame rails. The switch also proximity switch bracket (3) to achieve an air
prevents forward propulsion with the body up unless gap (dimension “A”) of 12.7 to 15.9 mm (0.50 to
the override button is depressed and held. 0.62 in.) between the sensing area
(crosshatched area as marked on the switch)
Operation
and actuator arm (4). Tighten the capscrews
When the body is resting on the frame, actuator arm after the adjustment.
(4) causes the electrical contacts in the magnetically 2. If necessary, loosen actuator arm mounting
operated switch to close. When the body is raised, capscrews (5), and position arm until centered
the arm moves away from the switch, opening the over sensing area of switch. Vertical set up
contacts. The electrical signal is sent to the control dimension (“B”) should be 1.63 in. (41.5 mm).
system and the body-up relay. Tighten the capscrews.
The switch must be properly adjusted at all times.
Service
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch Keep the sensing area clean and free of metallic dust
assembly. and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
1. Switch Mounting Bracket

2. Adjustment Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment Capscrews
FIGURE 3-8. BODY-UP SWITCH

HOIST LIMIT SWITCH
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 they reach full
extension, 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
contacts close, an electrical signal is sent to the
hoist-up limit solenoid valve, located in the hydraulic
brake 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
assembly.
Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension “A”) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and
actuator arm (3). Tighten the capscrews.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT
1. Body 4. Switch Mounting

2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch

FUSES AND CIRCUIT BREAKERS
FUSE BLOCK #1
Location Amps Devices protected Circuit
1 15 A/C, Heater Blower Motor 12H
2 10 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Switch 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID Module and Indicator Lights 12M
9 10 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Auxiliary Control Cabinet Dome Lights 712A
13 10 Radio 12VREG
17 15 Key Switch Supplemental Power 11GP
18 15 Payload Meter Lights 39J
19 5 Payload Meter Module 39G
20 15 Ground Level Power 11GP
FUSE BLOCK #2
1 15 Engine Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights, Beacon, Hour Meter 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers Power 85
6 20 Modular Mining Hub 11M
7 10 Display Module 11DISP
8 15 HID Headlights 11IM2
9 15 Reserve Oil System Pump 11ORS
10 15 Reserve Oil System Control Module 11RCNT
11 20 Hydraulic Bleed Down Power 11BD
12 10 Engine Load Module Power 11EM
13 10 Key Switch Power 11KS
17 20 Engine ECM Power 11E1

FUSE BLOCK #3
1 15 Cab Drive System Power 71P
2 10 Auto Lube Pump Power 68ES
3 15 Interface Module (GE Power) 71IM
4 20 Operator Seat Power 71OS
13 10 Left Front Wheel Speed Sensor 15LWS
14 10 Right Front Wheel Speed Sensor 15RWS
17 10 12V Auxiliary Power Outlets 67C
18 20 R.H. Cab Window Switch 67R
19 20 L.H. Cab Window Switch 67P
FUSE BLOCK #4
1 10 Brake Circuits 71BC
2 5 Payload Meter Controller 712PL
3 5 Interface Module 87
4 5 VHMS Controller 71VHM
5 5 Modular Mining Hub 712MM
6 5 Display Module 86
7 15 Hydraulic Bleed Down Power 71BD
8 10 Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Gauge Voltage 15V
18 5 Pedal Voltage 15PV
19 5 Engine Interface 15VL
The following two fuses are located in the fusable link between the prelube timer solenoid and prelube pump.

Fusable link 200 each Prelube Pump 11PL

The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control cabinet.

RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB14 12.5 Turn Signal Flasher 11Z
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB11 12.5 Backup Lights and Horn 79A
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 5 Parking Brake Failure Relay 439E
RB4 - CB21 12.5 Service Lights, Forward Horn 11A
RB4 - CB22 5 Engine Control Power 23D
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D
The following circuit breaker is located in the battery control box at the front of the truck.

CB60 50 24V to 12V Converter 11B1

NOTES

SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX
BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Acid Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Non-Use or Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
Terminal Identification and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Positive (B+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Negative (B-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
DC Output (D+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
AC Output (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Regulator Harness Plug Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Performance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery/Alternator Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
D10003 07/06 Battery Charging Alternator D10-1

DIMENSIONS AND TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Troubleshooting Alternator (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-16
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
REGULATOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (No Output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (Amp Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19
BENCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 1: No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 2: Full Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
Bench Test 3: Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
STATIC TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Regulator Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Check For Shorted Power Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23
FIELD COIL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 2: Check For Grounded Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
STATOR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
Stator Test 1: Check For Stator-To-Stator Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
D10-2 Battery Charging Alternator D10003 07/06

Stator Test 2: Check For Grounded Stators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
THERMAL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Initial Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Verifying a Faulty Thermal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-27
TROUBLESHOOTING TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
ALTERNATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Special Tools and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Epoxy Adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Liquid Threadlockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Elastoplastic Silicone Resin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
ALTERNATOR EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Regulator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Fan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-41
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-44
Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-46
Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-52
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-53
Drive End and/or Anti-Drive End Stator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-55
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
ALTERNATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Anti-Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-59
Field Coil Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-62
Drive End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-64

Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66
Rotor and Rotor Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66
Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-67
Anti-Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-71
Anti-Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-72
Regulator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-75
THERMAL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78
SUPPORT STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78

BATTERY CHARGING SYSTEM
BATTERY CHARGING SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical sys-
tem which supplies power for all non-propulsion elec- Lead-acid storage batteries contain sulfuric acid,
trical components. The 24VDC power is supplied by which if handled improperly, may cause serious
two pairs of 12-Volt storage batteries wired in series. burns on the skin or other serious injuries. Wear
The batteries are a lead-acid type, each containing protective gloves, aprons, and eye protection
six 2-Volt cells. With the key switch on and the when handling and servicing lead-acid storage
engine off, power is supplied by the batteries. When batteries. See the precautions in General Informa-
the engine is operating, the electrical power (non- tion, Section A, of this manual to ensure proper
propulsion) is supplied by a 28-Volt alternator. Refer handling of the batteries and/or accidents involv-
to Schematics, Section R, for specific electrical hooking sulfuric acid.
up information.
Maintenance and Service
CHARGE VOLT AND AMP VALUES
Check the electrolyte level of each cell at the interval
The volt and amp levels are a function of the battery specified in Lubrication and Service, Section P. Add
state-of-charge. If the batteries are in a state of dis- water, if necessary. The proper electrolyte level is 10
charge, as after extended cranking time to start the to 13 mm (0.375 - 0.50 in.) to above the plates. To
engine, system voltage, when measured after the ensure maximum battery life, use only distilled water
engine is started, will be lower than the regulator set or water recommended by the battery manufacturer.
point. The system amperage will also be high. This is After adding water in freezing temperature, operate
a normal condition for the charging system. The the engine for at least 30 minutes to thoroughly mix
measured values of system Volts and amps will the electrolyte.
depend on the level of battery discharge. In other
words, the greater the battery discharge level, the
lower the system Volts and the higher the system
amperage will be. The Volt and amp readings will
change; system Volts reading will increase up to the DO NOT smoke or allow a flame around a dead
regulator set point and the system amperage will battery or during recharging. The expelled gas
decrease to a low level (depending on other loads) from a dead battery cell or a charging battery is
as the batteries recover and become fully charged. extremely explosive and can cause serious
bodily injury.
BATTERY Excessive consumption of water indicates leakage or
During operation, the storage batteries function as an overcharging. Normal water usage for a truck operat-
electrochemical device for converting chemical ing eight hours per day is about 30-60 ml (1-2 oz) per
energy into the electrical energy required for operat- cell, per month. For heavy-duty operation (24 hours
ing the accessories when the engine is off. per day), normal consumption is about 30-60 ml (1-2
oz) per cell, per week. Any appreciable increase in
water consumption is considered a danger signal. No
water consumption may indicate undercharging or
sulfated battery plates.

Troubleshooting NOTE: When washing the batteries, ensure the cell
caps are tight, preventing any cleaning solution from
The two most common problems that occur in the
entering the battery cells.
charging system are undercharging and overcharg-
ing of the truck's batteries. Acid Levels
Undercharging The addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
An undercharged battery is incapable of providing
adding acid, ensure the battery is fully charged. This
sufficient power to the truck's electrical system.
is accomplished by putting the battery on a battery
Some possible causes for an undercharged battery charger and taking hourly specific gravity readings on
are: each cell. When all the cells are charged (gassing
freely) and three successive hourly readings show no
 Sulfated battery plates
rise in specific gravity, the battery is considered fully
 Loose or corroded battery connections charged. Additional acid may now be added. Con-
 Defective wire in the electrical system tinue charging for another hour and again check the
specific gravity. Repeat the above process until all
 Loose alternator drive belt cells indicate a specific gravity of 1.260 to 1.265 cor-
 Defective alternator or regulator rected to 27°C (80°F).
 Defective battery equalizer NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
Overcharging will attack the plates and separators before it has a
Overcharging, which causes battery overheating, is chance to diffuse into the solution.
first indicated by excessive use of water. If allowed to If the temperature of the electrolyte is not reasonably
continue, the cell covers will push up at the positive close to 27°C (80°F) when the specific gravity is
ends of the battery case. In extreme situations, the taken, the temperature factor must be corrected to
battery container will become distorted and cracked. 27°C (80°F):
Leakage can be detected by continual wetness of the • For every 5°C (10°F) below 27°C (80°F), subtract
battery or excessive corrosion of the terminals, bat- 0.004 from the specific gravity reading.
tery carrier, and surrounding area. A slight amount of
• For every 5°C (10°F) above 27°C (80°F), add
corrosion is normal in lead-acid batteries. Inspect the
0.004 to the reading.
case, covers, and sealing compound for holes,
cracks, or other signs of damage. Check the battery Non-Use or Storage
hold-down connections to ensure they are not over-
tightened, which could cause a crack in the battery. If Remove idle batteries (unused for more than two
the battery connections are too loose, it could allow weeks) from the truck and place in a cool, dry place.
vibration, causing the battery case seams to break Periodically check and charge, when necessary.
open. A leaking battery must be replaced. Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place even
Corrosion though the battery is not connected in a circuit and is
more pronounced in warmer weather than in cold.
Corrosion creates resistance in the charging circuit,
which causes undercharging and gradual starvation of The rate of self-discharge of a battery kept at 38°C
the battery. (100°F) is about six times faster than that of a battery
kept at 19°C (50°F). Self-discharge of a battery kept
To remove corrosion, clean the battery with a solution at 27°C (80°F) is about four times faster than that of
of ordinary baking soda and a stiff, non-wire brush. one at 10°C (50°F). Over a thirty day period, the
Then rinse the battery with clean water. DO NOT allow average self-discharge is about 0.002 specific gravity
the baking soda solution into the battery cells. Dry the per day at 27°C (80°F).
battery and ensure the battery terminal connections
are clean and tight. Clean terminals are very important
in a voltage regulated system.

To offset the results of self-discharge, booster-charge
idle batteries (not a quick charge) at least once every
thirty days. Batteries not used 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 sul-
fated battery may be restored to limited service by
prolonged charging at a low rate (approximately 1/2
normal rate).
Freezing
An undercharged battery is extremely susceptible to
freezing when stored in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in Table 10-1.
The temperatures in Table 10-1 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. A battery with at least a
75% charge is in no danger of freezing, especially
during winter weather.
Table 10-1: OPERATING TEMPERATURES

Specific Gravity Freezing
Corrected to 27°C Temperature
(80°F) Degrees
1.280 -70°C (-90°F)
1.250 -54°C (-60°F)
1.200 -27°C (-16°F)
1.150 -15°C (+5°F)
1.100 -7°C (+19°F)
NOTE: If the temperature of the electrolyte is not rea-

sonably close to 27°C (80°F) when the specific grav-
ity is taken, adjust the temperature factor to 27°C
(80°F).

BATTERY CHARGING ALTERNATOR This is a basic dual stator alternator constructed from
shell assembly (8) containing one stator at each end
GENERAL INFORMATION and a field coil between the stators.
General Description Drive end housing (9) and anti-drive end housing (6)
each contain a bearing to support drive and rotor
The Niehoff model C653A 28-Volt (260 Amp) alterna- shaft (1). They are attached to each end of the shell
tor is self-rectifying. All windings and current-trans- assembly by long threaded studs.
mitting components are non-moving, so there are no
brushes or slip rings to wear out. Drive end housing assembly (9) has an area called
control housing (2), containing all the required inter-
When controlled by voltage regulator (5), these alter- nal electrical connections for the alternator. It also
nators become self-energizing through an internal contains a thermal switch used to protect the B+ ter-
dual diode trio. A residual magnetic field induces a minal.
small voltage in the stator and energizes the field
coil. The field coil continues receiving incremental Battery positive terminal (4) is located on the face of
voltage until full voltage is achieved. Alternating cur- control housing (2) for connection to the truck’s bat-
rent (AC) is rectified into a direct current (DC) output tery positive circuit. The ground circuit cable can be
through the diodes. The regulator controls voltage attached to either of two ground terminals (10)
output and has a D+ terminal to provide a DC output located on the front housing. Fan guard (7) protects
signal to the truck’s electrical system, confirming maintenance personnel from the rotating fan when
alternator operation. An R terminal provides optional the engine is operating.
AC output. Identification plate (3) contains general alternator infor-
mation, including model number and serial number.
.
FIGURE 10-1. ALTERNATOR EXTERIOR
1. Drive Shaft with Woodruff Key 6. Anti-Drive End Housing

2. Control Housing 7. Fan Guard and Cooling Fan Assembly
3. Identification Plate 8. Shell Assembly
4. Battery Positive Terminal (B+) 9. Drive End Housing
5. Voltage Regulator 10. Ground Terminals (B-)

Terminal Identification and Location Regulator Harness Plug Identification
FIGURE 10-3. PIN CONNECTION IDENTIFICATION
Alternator Specifications
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC
Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative
Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FIGURE 10-2. TERMINAL LOCATIONS
Regulator Settings . . . . . . . . . . . . . . . . . . . . . . . 27.5
B+. Battery Positive D+. DC Output ...................................... 28.5
B-. Battery Negative R. AC Output ...................................... 28.0
...................................... 29.0
Battery Positive (B+)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs)
Main positive power terminal on the alternator.
Located on the control housing. Performance Curve
Battery Negative (B-) Measurements listed on the curves are for a stabi-
lized machine at maximum output at temperatures
Main negative power terminal (ground) on the alter- indicated for each curve.
nator. Located on the drive end housing.
DC Output (D+)
Positive DC voltage output from the alternator. May
be used for specific control circuit. Located on the
regulator. Limited to one or two amp output.
AC Output (R)
Relay terminal. AC current output terminal for the
tachometer or for relay use. Located on the regulator.
FIGURE 10-4. ALTERNATOR PERFORMANCE

CURVE

Battery/Alternator Terminology Diode Trio: Assembly of three diodes, one diode
connected to each stator phase tap. Used typically to
NOTE: Charge voltage and amp rates vary from
operate as a signaling source, once the alternator is
battery type to battery type, based on battery
rotating, to tell the regulator to turn on (self-energiz-
construction technology and physical size of the
ing signal), or to provide current for the field coil oper-
battery.
ation.
AC: Alternating current (AC) output of the alternator.
Diode Trios: Dual use of two diode trios, one trio per
Alternator: General term for a vehicle generator stator, on dual stator alternators.
using solid-state devices to rectify output power and
DMM: Digital Multimeter. A handheld test instrument
provide DC output.
to digitally display test values. The preferred test
Amps, Low: A minimum or lowest charging system meter has high impedance value (10 Meg-ohms).
amp value required to maintain the battery state of
Drive End: End of the alternator is equipped to
charge, obtained when testing the charging system
receive mechanical power from the primary power
with a fully charged battery and no other loads
source via the pulley or drive coupling.
applied. This value will vary with battery type.
Fan: Fan located at the anti-drive end of the alterna-
Amps, Medium: A system amp value which can
tor.
cause the battery temperature to rise above the ade-
quate charging temperature within 4-8 hours of Ground: Return path of electrical circuit. May be
charge time. To prevent battery damage, the charge separate wire, component housing, or vehicle chas-
amps must be reduced when the battery temperature sis. (B-) is considered the ground on modern vehicle
rises. Check the battery manufacturer’s recommen- systems.
dations for proper rates of charge amps.
Harness: Enclosed bundle of wires used to connect
Amps, High: A system amp value which can cause electrical devices.
the battery temperature to rise above adequate
Phase: Single output winding of an alternator. Most
charging temperature within 2-3 hours of charge
dual stator alternators have six phases, three phases
time. To prevent battery damage, the charge amps
per stator.
must be reduced when the battery temperature rises.
Check the battery manufacturer’s recommendations Polarity: Distinguishes between positive (+) and
for proper rates of charge amps. negative (-) in an electrical circuit.
Anti-Drive End: End of alternator farthest from drive Rectifier Assemblies: Assembly of power diodes
end (drive pulley). that convert AC current output of the alternator stator
phases to DC current output. Rectifier assemblies
Charge Voltage: Nominal value to which the regula-
are modular designed. Rectifier modules are
tor is set. The actual charge voltage level is deter-
grouped in single blocks mounted in an end housing.
mined by the battery type and the system duty cycle
Modular rectifier blocks can be replaced individually.
and may vary slightly.
Self-energized: The alternator turns itself on and
Control Housing: Part of the housing assembly con-
begins to produce electricity at predetermined rotor
taining internal electrical connections of the alterna-
speed through special circuits designed into the reg-
tor and mounting area for the control unit.
ulator or the alternator.
DC: Direct current (DC) output of the alternator.

Set Point: The voltage value to which the regulator is
set. The voltage value is established by the battery
type and the vehicle duty cycle. There are four val-
ues available on the regulator. The set point valve
may be fixed (flat compensation) or variable, based
on operating temperature (negative temperature
compensation).
Significant Magnetism: A change in the strength or
intensity of a magnetic field present in the alternator
rotor shaft when the field coil is energized. The mag-
netic field strength when the field coil is energized
must feel stronger than when the field is not ener-
gized.
Surface Charge: A higher than normal battery volt-
age occurring when the battery is removed from a
battery charger. The surface charge must be
removed to determine true battery voltage and state
of charge.
Voltage B+: A voltage value obtained when measur-
ing voltage at the battery positive terminal or alterna-
tor (B+) terminal.
Voltage, Battery: The steady-state voltage value as
measured with the battery in an open circuit with no
battery load. This value relates to the battery state of
charge.
Voltage, Charge: A voltage value obtained when the
charging system is operating. This value will be
higher than the battery voltage and must never
exceed the regulator voltage set point.
Voltage Droop or Sag: A normal condition which
occurs when the load demand on the alternator is
greater than rated alternator output at a given rotor
shaft rpm.
Voltage Regulator (also Regulator): Device to con-
trol the alternator output voltage. Modern regulators
are solid-state devices. The regulator is mounted on
the alternator. Some regulators have several voltage
set points available for different operating conditions
or battery types.

WIRING DIAGRAM
FIGURE 10-5. WIRING DIAGRAM

DIMENSIONS AND TORQUE VALUES
FIGURE 10-6. TORQUE SPECIFICATIONS AND OVERALL DIMENSIONS
TORQUE SPECIFICATIONS
Item Description Metric SAE
1 Ground Bolt (B-), M10 X 1.5 15 N·m 11 ft lbs
2 Pulley Nut, M20 X 1.5 163 N·m 120 ft lbs
3 Output Bolt (B+), M12 X 1.75 32 N·m 24 ft lbs
4 Fan Nut, M16 X 1.5 67 N·m 50 ft lbs
5 Regulator Hold Down Screw, M5 X 0.8 8.5 N·m 75 in. lbs
6 Regulator Terminal (R), M6 X 1 4.5 N·m 40 in. lbs
7 Regulator Terminal (D+), M5 X 0.8 4.5 N·m 40 in. lbs
DIMENSIONS
A Housing Diameter 203.2 mm 8.0 in.
B Overall Length Minus Drive Shaft 292.0 mm 11.5 in.
C Shaft Diameter 22.22 mm 0.875 in.
D Height (Centerline to Top) 142.0 mm 5.59 in.
E Height (Centerline to Bottom) 135.6 mm 5.34 in.
F Width (Centerline to Regulator) 139.2 mm 5.48 in.

PERIODIC MAINTENANCE TESTING
Alternator performance depends on the condition of
the components in the charging system. The most GENERAL INFORMATION
important components in the charging system are the
Troubleshooting Alternator (On-Truck)
alternator drive belt, battery, and related cables and
connections. A loose drive belt, weak battery, or cor- Most 24-Volt charging system problems can be diag-
roded cables and connections can cause the alterna- nosed with the alternator installed on the truck, oper-
tor to work extra hard, leading to overheating and a ating under normal conditions. Many problems can
reduction in performance. When performing any be attributed to loose or corroded cable connectors.
scheduled maintenance on your vehicle, ensure It is essential that all battery charging cables are in
these components are working properly. The alterna- satisfactory condition and all connections are clean
tor itself requires little maintenance. and securely tightened.
1. The most important maintenance requirement Equipment Required
for an alternator is to keep the air cooling pas-
sages free of dirt and obstruction. • Voltmeter, 0-40 Volt range (Digital type preferred)
2. To ensure that air cooling passages are clean, • Ammeter, 0-400 amp range (Digital, inductive
the alternator can be washed using a garden type preferred)
hose. • Jumper wires
3. During washing, avoid spraying high pressure
water directly on the regulator and regulator Preliminary Checks
connector. This can cause moisture to get past Ensure that an undercharged battery condition has
the seals in the connector and cause perfor- not been caused by accessories having been left on
mance problems. for extended periods.
4. After washing, dry the alternator by operating
1. Check the alternator drive belt.
the engine and alternator a few minutes. Main-
tenance requirements for internal components, 2. Ensure the automatic belt tensioner is working
such as alternator bearings, depend on the correctly.
application, usage, and environment. 3. If a battery defect is suspected, check the bat-
tery.
4. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean the battery cables.
5. The truck is equipped with a battery equalizer
system. Verify the proper operation of the
equalizer and the individual battery voltages.
Refer to Battery Equalizer, Section D, 24VDC
Electrical Supply System.
6. Check the (B-) cable, (B+) cable, and alterna-
tor-to-regulator wiring harness connections.
Repair or replace any damaged component
before troubleshooting.
7. Ensure the thermal switch is functioning properly.
Refer to the Thermal Switch section in this chap-
ter for additional information.

8. Check the battery. The batteries must be in NOTE: Until electrical system component
good condition and fully charged. If any battery temperatures stabilize, the conditions listed here may
condition is marginal, replace it with one known be observed during cold start voltage tests.
to be in good condition. a. Maintenance-type batteries display the fol-
For split battery pack, dual voltage systems, lowing characteristics.
battery rest voltages with 0.3 V. When the 12V 1). Immediately after engine start, the sys-
battery voltage is more than 0.3 V lower than tem Volts are lower than regulator set
24V battery voltage, check the 12V battery cir- point with medium amps.
cuit to verify adequate charge. 2).Three to five minutes into the charge
Polarity of the battery and the alternator must cycle, higher system Volts and reduced
agree; reverse polarity will damage the alterna- amps.
tor. The alternator is negative ground. 3). Five to ten minutes into the charge cycle,
9. Check the voltage output and use the informa- system Volts are at, or nearly at, the regu-
tion below to determine possible cause. lator set point, and the amps are reduced
a. Causes of low voltage to a minimum.
1). Loose or broken drive belt b. Low maintenance-type batteries display the
2). Batteries low state of charge same characteristics as maintenance-type
3). Current load on system greater than batteries, except cycle times may be longer.
the alternator can produce
c. Maintenance free-type batteries display the
4). Defective wiring or poor ground path
following characteristics.
5). Low regulator set point
1). Immediately after engine start, the sys-
6). Defective voltage regulator
tem Volts are lower than the regulator set
7). Defective alternator
point with low charging amps.
8). Lost residual magnetism
2). Fifteen to thirty minutes into the charge
b. Causes of high voltage cycle, still low Volts and low amps.
1). Wrong regulator 3). Fifteen to thirty minutes into the charge
2). High regulator set point cycle, Volts increase several tenths, amps
3). Defective regulator increase gradually, then increase quickly
4). Defective alternator to medium to high amps.
c. Causes of no voltage output. See 4). Twenty to thirty-five minutes into the
Regulator Bypass Test (No Output) for charge cycle, Volts increase to the set
additional testing information. point and amps decrease.
1). No drive belt d. High-cycle, maintenance-free type batteries
2). No battery (B+) voltage at alterna- display the following characteristics.
tor's (B+) terminal 1). These batteries respond much better than
3). Defective regulator the standard maintenance-free batteries.
4). Defective alternator 2). The charge acceptance of these batteries
5). Lost residual magnetism may display characteristics similar to stan-
10. Check the condition of the battery and the dard, maintenance-type batteries.
charge voltage reactions.

Test Set-up
1. Discharge the battery as follows:
a. Disable the fuel system.
b. Turn all lights and accessories on. Crank the
engine for 10-15 seconds to discharge the
battery.
c. Turn all lights and accessories off.
d. Enable the fuel system.
2. Determine which set point is used on the regu-
lator (27.5, 28.0, 28.5, 29.0). The set point of
the alternator is 28V. Normal range is within ±
0.3V of set point, as shown in Table 10-2.
Table 10-2: VOLTAGE REGULATOR

System Factory Normal
Voltage Setting Range
27.5 27.2 - 27.8
28.0 27.7 - 28.3
24
28.5 28.2 - 28.8
29.0 28.7 - 29.3
FIGURE 10-7. TROUBLESHOOTING
Refer to Figure 10-7 for the following steps. Install 1. Alternator Under 4. Alternator (B+)
meters directly at the alternator, as shown, to elimi- Test Terminal
nate variations in readings due to cable lengths, etc. 2. 0 to 400 AMP 5. Alternator (B-)
Ammeter Ground Terminal
3. Open the battery disconnect switch. Remove 3. 0 to 40VDC 6. Truck Batteries
the battery cable from the alternator (B+) termi- Voltmeter
nal. 4. Attach the meters as indicated by Figure 10-7.
Measure the voltage and amperage at the alter-
nator, not at the batteries or an intermediate
point.
a. Connect the ammeter negative lead to the
end of the cable removed in Step 3. Connect
the ammeter positive lead to the alternator
(B+) terminal.
b. Connect the red lead of a voltmeter to the
alternator (B+) terminal, and the black lead
of the voltmeter to the (B-) terminal on the
alternator.
5. Secure all the test equipment leads to prevent
damage or short circuits when the engine is
started.
6. Reconnect the battery disconnect switch.

Test Procedure 2. Watch the meter reading(s). If the battery is suf-
ficiently discharged, the amps must be high
within ± 10% of the output specified by the per-
formance curve. Volts must be within or below
the normal range as the battery approaches full
The following tests require working near the charge. Amps must fall as the voltage rises.
engine when it is on. Use caution when working When the amps and Volts stabilize, note the
near the engine fan, alternator fan, and fan belts. readings and refer to Table 10-3.
Table 10-3: AMP/VOLTAGE READINGS

1. Start the engine and accelerate to high idle.
Amps Volts Diagnosis
HIGH LOW Charging system is good. Battery
is not yet fully charged. Wait for
charging system to bring to full
charge: Amps must decrease and
Volts must stabilize within normal
If the charge voltage is above 33-Volts, immedi- range.
ately shut the engine off. Electrical system dam-
HIGH NORMAL Watch until amps fall, or Volts
age may occur if the charging system is allowed
exceed normal range. If amps
to operate at high voltage. decrease and Volts remain normal,
charging system is good. If Volts
exceed normal, regulator and/or
field coil must be replaced. Go to
Static Tests.
HIGH HIGH Stop the test. Regulator and/or
field coil replaced. Go to Static
Tests.
LOW LOW Ensure voltmeter leads are
attached at the alternator. If the
connections are good, the alterna-
tor and/or regulator must be
repaired or replaced. Go to Bench
Test 3.
LOW NORMAL Regulator is good. Go to Bench
Test 2.
LOW HIGH Stop the test. If battery and voltme-
ter check good, the regulator and/
or field coil must be replaced.
3. The batteries are considered fully charged if the

charge voltage is at the regulator set point, and
the charge amps remain at the lowest value for
10 minutes.
4. If the charging system is not performing prop-
erly, go to the Regulator Bypass test in the next
section.

REGULATOR TESTING 3. If the shaft is still not magnetized, remove the
jumper from the alternator (D+) terminal on the
Regulator Bypass Test (No Output) regulator and go to Step 4.
If the Troubleshooting Alternator test procedure indi- 4. If the shaft is not magnetized:
cates low or no output, perform the following test to a. If connected, unplug the alternator-to-regula-
determine if the voltage regulator is defective or if the tor wiring harness connection.
alternator is defective.
b. Install a jumper wire from the alternator (B+)
1. A self-energized alternator may have lost its terminal to pin F in the wiring harness plug.
magnetism.
c. Momentarily (1 second), connect a jumper
a. Touch a steel tool to the shaft on the anti- wire from pin A to the alternator (B-) terminal.
drive end to detect any magnetism.
d. Touch the shaft with the steel tool to detect
b. If the shaft is magnetized, proceed to Step 5. significant magnetism.
c. If the shaft is not magnetized, proceed to e. If the shaft is not magnetized, the alternator
Step 2. is defective.
2. If the shaft is not magnetized:
f. If the shaft is magnetized, the regulator is
a. Momentarily (1 second), connect a jumper defective.
wire from the regulator (D+) terminal to the
alternator (B+) terminal.
b. Touch the shaft with the steel tool to detect
significant magnetism.
c. If the shaft is magnetized, proceed to Step 5;
otherwise go to Step 3.
FIGURE 10-9. WIRING HARNESS PLUG JUMPER

WIRE CONNECTION
1. Wiring Harness Plug 2. Regulator
5. Connect a voltmeter across pin D and pin C in

the wiring harness plug. Does battery voltage
FIGURE 10-8. JUMPER WIRE CONNECTION exist?
a. If no voltage, the alternator is defective.
1. Plug 2. Regulator
b. If voltage is present, proceed to Step 6.

6. Set the voltmeter to the diode test scale.
a. Connect the black lead of the voltmeter to
pin E in the wiring harness plug.
b. Connect the red lead to the (B-) terminal on
the alternator. Limit the time the terminal is connected to a few
seconds. Doing so can protect the charging sys-
c. The voltmeter must read a voltage drop.
tem from excessive voltage increase.
d. Reverse the leads. The voltmeter must read
OL.
e. If there is no voltage drop, the alternator is Table 10-4: REGULATOR BYPASS TEST
defective.
Connect Disconnect Diagnosis
f. If there is a voltage drop, proceed to Step 7.
Amps increase Amps Alternator is good.
7. Install a jumper from the alternator (B+) terminal decrease Replace the regula-
to pin F in the wiring harness plug. tor only if low amps/
low Volts are indi-
a. Momentarily (1 second), connect a jumper cated by Bench Test
wire from pin A to the alternator (B-) terminal. 1 or 2.
b. Again, touch the shaft with a steel tool to No change No change The alternator must
detect significant magnetism. Is the shaft be repaired. Go to
magnetized? Static Tests.
c. If the shaft is not magnetized, the alternator
is defective.
d. If the shaft is magnetized, the regulator is
defective.
Regulator Bypass Test (Amp Rating)

1. Disconnect alternator-to-regulator wiring har-
ness plug (1, Figure 10-9).
2. Connect a jumper wire from pin F (F+ terminal)
in the alternator-to-regulator harness plug to the
alternator (B+) terminal.
3. Start the engine and accelerate to high idle.
4. Momentarily touch pin A (F- terminal) wiring
harness plug to the alternator ground terminal
(B-). Observe whether the amps increase or
decrease.
a. If the amps increase to within ± 10% of the
rated output when connecting (F-) to ground
(B-), the alternator is good. Refer to Table
10-4.
b. If the amps decrease when disconnecting
pin A (F-) from alternator ground (B-), the
alternator is good. Refer to Table 10-4.

BENCH TESTING Bench Test 1: No-Load Test
1. With the battery connected and no electrical
load, operate the alternator at 5000 rpm.
2. Compare the test results to the No Load Test,
Perform the following on-bench tests when: Table 10-5, and take the appropriate action, as
stated in the table.
• On-vehicle test results are not available.
• Confirming on-vehicle test results. Table 10-5: NO LOAD TEST
Equipment
HIGH LOW Test bench battery is discharged
• Voltmeter, 0-40 Volt range (Digital type preferred) or defective. Allow to charge or
replace.
• Ammeter, 0-400 ampere range (Digital, Inductive
type preferred.) HIGH NORMAL Allow time to stabilize while moni-
toring the Volts. If the Volts
• Test bench with 30-40 hp motor able to drive the increase above the normal range,
alternator to 8000 rpm. Mount the alternator on the regulator and/or field coil must
the test bench per the bench manufacturer’s be replaced. If the amps
instructions. Ensure the test bench batteries are decrease, the charging system is
at 95% or higher state of charge. good.
Identification Record HIGH HIGH The regulator and/or field coil

must be replaced. Go to Static
List the following items for troubleshooting: Testing.
 Alternator model number ______________ LOW LOW The alternator and/or regulator
must be repaired or replaced. Go
 Regulator model number ______________ to Bench Test 3.
 Set point(s) listed on regulator __________ LOW NORMAL The regulator is good. Go to
Bench Test 2.
Advanced Troubleshooting
LOW HIGH Stop the test. The alternator is
a. A voltage reading at the regulator set point of defective, bench is not working
± 0.2 Volts is considered normal. properly, or the alternator is wired
improperly to the bench.
b. The alternator rated output (listed on the
nameplate) within ± 10% is determined at
5000 rpm.

Bench Test 2: Full Load Test 2. Set up the load on the alternator the same as
Bench Test 2.
1. With the load set to the rated output (listed on
the nameplate) ± 10%, operate the alternator at 3. Note whether the amps increased to within ±
5000 rpm. 10% of the rated output when connecting pin A
(F-) to alternator ground (B-.)
2. Compare the test results to Table 10-6, and take
the appropriate action, as stated in the table. 4. Note whether the amps decrease when discon-
necting pin A (F-) from the alternator ground.
Table 10-6: FULL LOAD TEST Compare the test results to Table 10-7, and take
the appropriate action, as stated in the table.
HIGH LOW The test bench battery is dis-
charged or defective. Allow the
battery to charge or replace the
battery. Limit the time the terminal is connected to a few
HIGH NORMAL The charging system is good. seconds. Doing so can protect the charging sys-
HIGH HIGH Stop the test. The regulator and/ tem from excessive voltage increase.
or field coil replaced. Go to Static
Testing. Table 10-7: REGULATOR BYPASS TEST
LOW LOW The alternator and/or regulator Connect Disconnect Diagnosis
must be repaired or replaced. Go
to Bench Test 3. Amps increase Amps decrease The alternator is
good. Replace the
LOW HIGH Stop the test. The alternator is regulator only if low
defective, the bench is not work- amps/low Volts are
ing properly, or the alternator is indicated by Bench
wired improperly to the bench. Test 1 or 2.
No change No change The alternator must
Bench Test 3: Regulator Bypass Test be repaired. Go to
Static Testing.
Perform this test only when directed by other tests.
1. Bypass the regulator by installing a jumper
between pin A (F-) and pin F (F+).
FIGURE 10-10. PIN CONNECTION

IDENTIFICATION

STATIC TESTING Check For Shorted Power Transistor
1. Set the DMM to the diode test scale and zero
the meter.
Static tests must confirm on-vehicle and bench

tests. For best results, disassemble the alterna-
tor, as needed, to access the parts.
Equipment
• Digital Multimeter (DMM)
• Ammeter (digital, inductive)
• Regulator tester
Identification Record IDENTIFICATION
 Alternator model number ______________ 2. Connect one meter lead to pin A (F-, Figure 10-
 Regulator model number ______________ 11) connector socket in the regulator, and con-
nect the other lead to pin C (B-) connector
 Set point(s) listed on regulator __________
socket in the regulator. Observe the meter read-
Regulator Tester ing.
3. Reverse the leads and observe the meter reading.
A regulator tester can test all regulator functions. If a
regulator tester is used, follow the regulator tester 4. In one direction, the DMM must register a tone.
manufacturer’s instructions. In the other direction, the DMM must show OL
(out of limits).
If a regulator tester is not available, the regulator can
5. If the DMM shows zero in both directions, the
only be tested for a shorted power transistor.
power transistor is shorted and the regulator
must be replaced.
NOTE: If regulator failure is indicated, field coil failure

must also be suspected.

Circuit Tests 3. The expected reading listed for each test must
be obtained.
1. Before testing, check for visible signs of dam-
aged components. 4. Replace any component that fails.
2. Conduct the tests described in Alternator Pin- 5. Remove wiring harness (1, Figure 10-12)
to-Pin Tests, Table 10-8. before any test.
Table 10-8: ALTERNATOR PIN-TO-PIN TESTS

Test Meter Meter (+) Lead Meter (-) Lead Expected
No. Scale Connection Connection Tested Circuit Reading
1 Ohms Pin C Alt. B- Terminal Regulator ground circuit 0 ohms
2 Ohms* Pin A Pin F Field coil resistance 1.5 ± 0.2 ohms
3 Ohms Pin F Alt. B- Terminal Insulated OL (out of limits)
4 Ohms Pin A Alt. B- Terminal Insulated OL (out of limits)
5 Diode Test Pin B Alt. B+ Terminal Phase winding and diode <0.7 Volts (flow)**
6 Diode Test Alt. B+ Terminal Pin B Phase winding and diode OL (blocking)**
7 Diode Test Pin B Alt. B- Terminal Phase winding and diode OL (blocking)*
8 Diode Test Alt. B- Terminal Pin B Phase winding and diode <0.7 Volts (flow)**
9 Ohms Pin D Alt. B+ Terminal Regulator power circuit 0 ohms
10 Diode Test Alt. B+ Terminal Alt. B- Terminal All diodes in parallel OL (blocking)
11 Diode Test Alt. B- Terminal Alt. B+ Terminal All diodes in parallel <0.8 Volts (flow)
12 Diode Test Alt. B- Terminal Pin E Dual diode trio <0.7 Volts (flow)
13 Diode Test Pin E Alt. B- Terminal Dual diode trio OL (blocking)
* Applies only when the field coil is attached to the

rectifier/housing assembly.
** If the expected reading is not achieved, check the
thermal switch inside the rectifier/housing assem-
bly and test the switch for continuity.

FIELD COIL TESTS
This test is used to check for an open or shorted field
coil.
Field Coil Test 1: Check for Open or Shorted Field

Coil
1. Set the digital multimeter DMM to x1 scale.
Ensure the DMM is zeroed.
2. Connect the meter leads from pin A (F-, Figure
10-13) and pin F (F+) in the regulator harness
plug. The DMM must show 1.2 ± 0.2 ohms.
a. If the meter shows more than 1.5 ohms, the
field coil is open.
b. If the meter shows less than 0.5 ohm, the
field coil is shortened. Replace the field coil.

WIRE CONNECTION

IDENTIFICATION
Field Coil Test 2: Check For Grounded Field Coil

1. Set the digital multimeter (DMM) to x10K scale.
Ensure the DMM is zeroed.
2. Connect one meter lead to pin A (F-, Figure 10-
14) in the regulator harness plug. Connect the
other lead to the alternator ground (B-) terminal.
The DMM must show a very high resistance. If
the DMM reads less than 100K ohms, the field
coil is grounded. Replace the field coil.

3. Move the drive lead from pin A (F-) to pin F (F+) STATOR TESTS
in the harness plug. The DMM must show a
These alternators have delta-wound stators. Test 1
very high resistance. If the ohmmeter shows
will show the condition of the phase lead from the
less than 100K ohms, the field coil is grounded.
ring terminal at the diode end of the lead to the sol-
Replace the field coil.
dered connection at the phase winding. Test the
phase coil windings on a bench stator tester, follow-
ing the tester’s instructions.
Before performing tests:
1. Check the stator for signs of damage, such as
burnt insulation or a loose coil.
2. Disconnect the phase lead wire from the mount-
ing terminals.

WIRE CONNECTION
FIGURE 10-15. PHASE LEAD LOCATIONS
Stator Test 1: Check For Stator-To-Stator Conti-

nuity
1. Set the DMM to the ohms scale and zero the
meter.
2. Connect one meter lead to phase lead P1 (Fig-
ure 10-15), connect other meter lead (one at a
time) to each phase lead P4, P5, and P6.
Repeat for P2 and P3.
3. The DMM must show OL (out of limits) each
time. If the DMM shows a value, replace the
stator.

Stator Test 2: Check For Grounded Stators Initial Test
1. Set the DMM to the ohms scale and zero the 1. Disconnect the wiring harness plug from the
meter. regulator.
2. Connect one DMM lead to the (B-) terminal on 2. If necessary, remove the cover from the drive
the alternator, and connect the other meter lead end housing.
to each phase lead P1, P2, and P3 (Figure 10- 3. Check for continuity between pin B (phase 1) of
15). the wiring harness plug and the phase lead
3. If the resistance reading is other than OL (out of (diode) connection (2), shown in Figure 10-16.
limits) at any connection, the stator is grounded This connection is just left of the 11 O'clock
to the shell. Replace the stator. position when looking at the alternator from the
4. Connect one DMM lead to the (B-) terminal on drive end.
the alternator, and connect the other DMM lead a. If continuity exists, there is a problem with
to each phase lead P4, P5, and P6. the alternator and not with the thermal
5. If the resistance reading is other than OL (out of switch.
limits) at any connection, the stator is grounded b. If there is no continuity, the thermal switch is
to the shell. Replace the stator. probably faulty.
THERMAL SWITCH TEST

If the alternator is not operating properly, check the
thermal switch. This switch is a normally closed (NC)
switch which must have continuity between the wires
from the switch.
FIGURE 10-16.
1. Pin B (Phase) 2. Phase Lead

Connection

Verifying a Faulty Thermal Switch
1. Remove the cover from the control box on the
drive end housing.
2. Locate the thermal switch inside the control
box.
3. Test the two wires from the thermal switch for
continuity.
a. If there is no continuity, the switch is faulty.
b. If there is continuity, there may be a problem
with either the alternator or the wiring har-
ness.

TROUBLESHOOTING TIPS
PROBLEM CAUSE/SOLUTION
1. Installed the alternator and connected the A self-energizing type alternator can lose its residual magne-
tism and not work properly. Residual magnetism is the small
cables (B+/B-(GND)) but the alternator has no
output. What could be wrong? amount of magnetic field that remains in the alternator when
there is no field current present. This residual magnetism is
Refer to the Regulator Bypass test (No Output)
necessary to start the alternator. Once established, the resid-
section for additional testing information.
ual magnetism slowly declines over time when the alternator
is not used. In practical terms, this time period is months. To
test for the presence of residual magnetism, touch a steel
wrench or screwdriver to the rotor shaft on the anti-drive end
of the alternator. If a light magnetic attraction is present, the
residual magnetism is present. If there is no attraction, the
residual magnetism is lost and must be restored or the alter-
nator may not self-energize. See 2. Self-energizing alternator
loses residual magnetism.
2. Self-energizing alternator loses residual Once an alternator is magnetized at the factory, it must hold
magnetism. its residual magnetic field for the duration of its life. In rare
instances, residual magnetism can be lost either during an
Refer to the Regulator Bypass test (No Output)
extended period of inactivity (shelf time) or if the alternator
section for additional testing information.
was exposed to a strong external magnetic field.
Momentarily (1 second), connect a jumper wire from the
jumper (D+) terminal on the regulator to the (B+) alternator
output terminal. The alternator must operate normally. If not,
further troubleshooting is required.
3. How can voltage regulators be tested? Voltage regulators can be tested using several methods.
Refer to the Regulator Bypass test (No Output) 1. The first method is to remove the suspect regulator and
section for additional testing information. substitute a known good regulator and then conduct the
alternator output test. If the alternator performs properly,
the suspect regulator is confirmed defective and must
be replaced.
2. The second method, incorporating the process of elimi-
nation, is to follow a diagnostic sequence and test the
individual alternator component functions to determine if
the components are good or bad. After systematically
eliminating the alternator components as the cause of
the problem, most likely, the regulator is defective.
Replace the regulator.
3. The third method involves utilizing a direct regulator
tester which is commercially available. When using a
tester to test a regulator, follow the instructions supplied
by the tester manufacturer and service manual for
proper terminal connections. If the regulator is not prop-
erly connected, the tester or the regulator may be dam-
aged. Refer to the regulator tester manufacturer's
instructions to determine if the regulator is defective.

4. The regulator has four different voltage settings The voltage regulator is equipped with a selectable voltage
from 27.0V to 29.5V on the 28.0V systems. set point. This feature allows the choice of the regulated volt-
Which is used? age output of the alternator according to the type of batteries
in use on the truck.
Refer to the Regulator Removal procedure in the
Alternator Disassembly section for additional infor- The lower voltage settings are used for maintenance-type
mation. batteries. The maintenance-type batteries require slightly
lower charge voltage to maintain performance. Excessive
voltage settings on the maintenance-type batteries will lead to
overcharging and premature failure of the batteries.
The higher voltage settings are used for maintenance-free
batteries. In general, a vehicle equipped with maintenance-
free batteries must have the regulator charge voltage set
point adjusted to one of the two higher settings on the regula-
tor. If the voltage setting is set too low for the maintenance-
free batteries, the insufficient charge voltage will keep the
battery from reaching full charge. Over time, this can lead to a
no start condition and reduce the battery life. An incorrectly
adjusted regulator voltage set point will result in either a con-
tinuous overcharging or undercharging condition, which can
affect battery performance and shorten the battery life.
The highest regulator voltage setting can be used only on
vehicles equipped with battery isolators. The battery isolators
are generally used on vehicles with two or more batteries.
The isolator set-up allows for independent discharge of one
battery, while the other battery remains fully charged for
engine restart. Due to the design nature of the isolator, the
alternator voltage setting must be increased to overcome a
voltage drop that occurs as the current flows through the iso-
lator. This voltage drop can be as high as one Volt. If the volt-
age is set lower than the battery type requires, it will lead to
an undercharge condition, a no start situation, and will reduce
the battery life.
If regulator replacement is necessary, set the new regulator
charge voltage set point to the same voltage setting as on the
regulator being replaced. Confirm that this is the correct set-
ting for the type of battery being used. The ambient tempera-
ture may also play a role in determining the correct regulator
charge voltage set point. When the vehicle is operated contin-
uously in cold climates, and the battery is not maintaining a
state of full charge, the regulator voltage set point may be
adjusted to the next higher set point appropriate for the given
battery type.

5. What is an alternator field coil, and how can the coil be The alternator field coil acts as an electromagnet
tested? when field current is applied. The stronger the mag-
netic field, the higher the alternator output when the
Refer to the Field Coil tests section for additional testing
shaft is turned. The strength of the magnetic field is
information.
dependent on the resistance of the field coil winding
(which determines the amperes of current the field
coil draws) and the number of wire turns in the field
coil. The most common symptoms associated with
alternator field coil failure are a no output condition,
reduced output, and sometimes an over-charge con-
dition.
The field coil can be tested for resistance value or
short to ground using an ordinary multi-meter. To test
the alternator's field coil resistance, refer to the Field
Coil Tests for additional testing information.
6. What is the function of the R terminal on the regulator The R terminal represents a tap or direct connection
and what can be measured there? to the alternator stator that has electric power only
when the alternator is turning and producing power.
The terminal output is utilized on some applications
for rpm or tachometer function. This requires a cali-
bration circuit that relates the alternator shaft speed
to the engine speed. The output at the R terminal is
AC voltage. The average voltage output can be mea-
sured with an ordinary multi-meter. The R terminal
output, depending on the electrical load, will be equiv-
alent to approximately one-half of the alternator regu-
lated voltage output. In other words, on the 28-Volt
system, the average voltage reading will be about 14-
Volts.
7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the
not reach its full-rated output. What could be wrong? alternator shaft speed. If the test bench motor is not
properly rated, the alternator shaft will turn too slowly.
The alternator will not reach its rated output. When
testing an alternator on a test bench, ensure the test
bench motor is powerful enough to drive the alterna-
tor shaft at full load. To properly test the alternator
rated at 28-Volts and more than 200 amps, a bench
motor rated at 30 hp is required. Testing an alternator
using an underrated bench motor can lead to misdi-
agnosis and unnecessary component replacement.

8. When the alternator voltage is measured at the alterna- When there is a difference in voltage measured
tor (B+) terminal, it is considerably higher than alterna- between two places in the same circuit, the most
tor voltage measured at the battery (B+) terminal. What likely cause is excessive resistance in that circuit.
could be wrong? This difference, as measured between two points, is
called a voltage drop. The excessive resistance in the
circuit can be a result of poor connections at the ter-
minals or undersize gauge of the connecting cable.
All connecting cables in any electrical system must
be of sufficient gauge for the length of the cable to be
able to carry the necessary current within the circuit.
If the gauge is too small, the resulting voltage drop
will impair electrical system performance. This is a
critical issue for the charging system because exces-
sive voltage drops in the system, on the positive or
the negative side, can prevent the batteries from
recharging properly. The maximum difference
between the measurements must not exceed 0.8-
Volts for the 28-Volts system. To maintain accuracy
when testing the charging system, measure the volt-
age drop with the alternator at no load and at maxi-
mum load to check how the load current can affect
the voltage. Undersized cables also heat up when
conducting electrical current. This causes the insula-
tion to either soften or get brittle, and represents a
safety hazard in the system.

ALTERNATOR
ALTERNATOR REPAIR
The alternator weighs approximately 32 kg (70

lbs). To prevent personal injury, it is recom-
The charging system is capable of causing phys- mended that a sling and overhead lifting device
ical harm. Use caution during the removal/instal- be used when removing the alternator.
lation procedures to protect personnel from 1. Disconnect the battery power:
injury.
a. If the truck is equipped with a battery equal-
izer, open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the follow-
ing sequence:
1). Remove the battery positive (+) cables
first.
2). Remove the negative (-) cables last.
2. Securely attach a sling around the alternator,
and hook the sling to an overhead lifting device.
3. Remove battery cable (1, Figure 10-18) from
the (B+) terminal on alternator (2).
FIGURE 10-17. BATTERY CHARGING

ALTERNATOR
1. Alternator 2. Radiator
Removal
The following instructions cover the removal of alter-
nator (1, Figure 10-17) from a Komatsu engine. Radi-
ator (2) has been removed from the truck in some
pictures to clearly show the removal process. How-
ever, the radiator does not need to be removed to
remove the alternator.
FIGURE 10-18. REMOVE BATTERY CABLE

1. Battery Cable (B+) 2. Alternator
Terminal
To prevent shorting of the electrical system, dis-
connect the positive battery cable from the bat-
tery before starting this procedure.

4. Remove ground strap (1, Figure 10-19) from 5. Remove eight lock nuts (1, Figure 10-21) from
the alternator by removing cap screw (1, Figure the front cover of the belt guard assembly.
10-20). It is not necessary to completely remove 6. Remove cover (2).
the ground cable unless it is damaged and must
be replaced.
FIGURE 10-21. BELT GUARD ASSEMBLY
1. Lock Nuts 2. Cover

FIGURE 10-19. GROUND STRAP
1. Ground Strap 2. Sub Frame 7. Use a ¾ inch square drive breaker bar to
release the tension on automatic belt tensioner
(1, Figure. 10-22.)
8. Remove belt (2). Replace the belt if signs of
wear or damage are found.
FIGURE 10-20. GROUND STRAP CONNECTION

1. Ground Strap 2. Cap Screw
FIGURE 10-22. AUTOMATIC BELT TENSIONER

ASSEMBLY
1. Automatic Belt 2. Belt

Tensioner

9. Remove outer alternator bracket half (1, Figure 4. Use a ¾ inch square drive breaker bar to
10-23) by removing four lock nuts (2). release the tension on automatic belt tensioner
(1, Figure 10-22) and install belt (2).
10. Remove the alternator from the inner bracket
half. 5. Install cover (2, Figure 10-21) using eight lock
nuts (1).
6. Install ground strap (1, Figure 10-19) to the
alternator. Tighten ground cable cap screw (2,
Figure 10-20) to 15 N·m (11 ft lbs). If the ground
strap cable was removed from the frame, reat-
tach it.
7. Install battery cable (B+) to the terminal on
alternator (2, Figure 10-18). Tighten the nut to
32 N·m (24 ft lbs).
8. Connect the battery cable to the battery.
a. If the truck is equipped with a battery equal-
izer, close the battery disconnect switch.
b. If the truck is not equipped with a battery
equalizer, install the negative cable to the
negative battery post. Then, install the posi-
FIGURE 10-23. MOUNTING BRACKET tive cable to the positive battery post.
1. Alternator Bracket 2. Lock Nut Special Tools and Lubricants
(Top Half) Table 10-9: REQUIRED LUBRICANTS AND
SEALANTS
For additional information on disassembling the alter-
nator, see the Alternator Disassembly procedure in Komatsu Description Use
this chapter. Part #
XA3401 Grease Lubricate spiral rings
Installation
— Liquid Thread lock screws
Threadlockers
— Elastoplastic Insulate electrical
Silicone Resin connections
lbs). To prevent personal injury, it is recom- — Epoxy Install new stator
mended that a sling and overhead lifting device Adhesive wedges
be used when removing the alternator.
1. Securely attach a sling around the alternator
and hook the sling to an overhead lifting device.
2. Place the alternator on the inner bracket half.
3. Install outer alternate bracket half (1, Figure 10-
23). Install four lock nuts (2) and tighten to stan-
dard torque.

Epoxy Adhesive Elastoplastic Silicone Resin
Master Bond, Inc. Dow Corning 1-2577 Low VOC RTV is a one-part
154 Hobart Street clear, RTV cure with mild heat acceleration possible.
Hackensack, NJ 07601 USA It has a hard slick finish with abrasion resistance, sol-
Phone: 201-343-8983 vent-borne with low VOC which is ozone-safe. This
Fax: 201-343-2132 silicon meets UL and MIL Specs and contains a UV
www.masterbond.com indicator.
Typical Properties:
Viscosity/Flowability
Epoxy adhesive, EP11HT, is a one component, heat
(cps or mPa sec) = 1,250;
curing, structural epoxy adhesive with high shear
Durometer = 25 D;
strength, easy handling, and high temperature resis-
Specific Gravity = 0.88;
tance. Cures at elevated temperatures, e.g. 90-120
RT Tack Free Time = 6 minutes;
minutes at 121°C (250°F) or 60-90 minutes at 149°C
Room Temp Cure Time = 60 minutes;
(300°F). The minimum cure temperature is 121°C
Heat Cure Time = 2 minutes @ 60°C (140°F;
(250°F). EP11HT attains tensile shear strengths in
Agency Listing = UL 94 V-0 or HB & 746C / Mil Spec;
excess of 22753 kPa (3,300 psi) and forms rigid and
Dielectric Strength, Volts/mil = 340;
dimensionally stable bonds. The service temperature
Dielectric Strength kV/mm = 13.4;
range is -51°C to 204°C (-60°F to 400°F). As a one
Volume Resistivity ohm-cm = 1.9E+14
part system, it does not require mixing prior to use
and has an unlimited working life at room tempera- Dow Corning Corporation
ture. EP11HT bonds well to a wide variety of sub- Corporate Center
strates, including metals and most plastics. It has PO Box 994
excellent resistance to a wide range of chemicals Midland MI 48686-0994 USA
including acids, bases, oils, salts, and many solvents. Phone: 989-496-7881
This adhesive is 100% reactive and does not contain Fax: 989-496-6731
any solvents or volatiles. The standard color is tan. www.dowcorning.com
The cured adhesive fully meets the requirements of
MIL-MMM-A-132.
Liquid Threadlockers
Loctite 222 Low Strength Threadlocker is an anaero-
bic sealant. This low-strength threadlock is used for
small screws less than 6 mm (.25 in.) in diameter.
The parts can be separated using hand tools.
Henkel Corporation
1001 Trout Brook Crossing
Rocky Hill, Connecticut 06067 USA
Phone: 860-571-5100
Internet: www.loctite.com

Table 10-10: REQUIRED TOOLING
XA3320 Field Coil Removal/Installation Tool
XA3322 Stator Installation Tool
Customer-supplied dealer manufactured support stand
Three jaw gear puller (rotor removal, anti-drive end
housing, and anti-drive end shaft bearing)
Air impact wrench (pulley nut and fan nut)
Air chisel with a rounded point hammer bit (to loosen
rust from rotor, item 47)
Torque wrench (inch pounds)
Torque wrench (foot pounds)
FIGURE 10-25. XA3322 STATOR INSTALLATION
Torx bit T15 (field coil screws, item 53)
TOOL
Torx bit T20 (drive end cover plates and control unit
cover plates, item 6)
Torx bit T25 (rotor screws, item 46)
Allen socket wrench 3 mm (fan guard, item 69)
Deep well socket 6 mm (nut, item 54)
Socket 8 mm (voltage regulator screws, item 38)
Socket 9 mm (drive end and anti-drive end housings
lock flange nuts, item 14)
Socket 11 mm (stator wire hex jam nut, item 11)
Socket 24 mm (fan nut, item 67)
Socket 30 mm (pulley nut, item 1)
Small screwdriver (to release sockets in electrical plug,
item 30)
Expandable pliers (studs, item 61, and pulley bushing,
item 4) FIGURE 10-26. CUSTOMER-SUPPLIED DEALER
Internal heavy-duty snap ring pliers (items 8, 10) MANUFACTURED SUPPORT STAND
Hydraulic Press
FIGURE 10-27. THREE JAW GEAR PULLER

FIGURE 10-24. XA3320 FIELD COIL
REMOVAL/INSTALLATION TOOL

ALTERNATOR EXPLODED VIEW
FIGURE 10-28. ALTERNATOR

1. Lock Nut 36. Harness, Wiring
2. Flat Washer 37. Regulator
3. Pulley (supplied with engine) 38. Screw, Hex
4. Bushing, Pulley
39. Washer, Stainless Steel Bellville
5. Ring, Spiral
40. Washer, Bellville
6. Screw, Pan
41. Lock Nut
7. Plate, Cover
8. Ring, Beveled Retainer 42. Nut
9. Bearing, Front 43. Washer, Bellville
10. Ring, Flat Retainer 44. Bushing, Pulley
11. Nut, Hex Jam 45. Shaft and Core, Rotor Assembly
12. Flat Washer 46. Screw, Torx
13. Insulator 47. Rotor Assembly
14. Nut, Lock Flange 48. Rotor Shaft and Core Assembly
15. Flat Washer 49. Key, Woodruff
16. Cap Screw, Stainless Steel 50. Ring, Spiral
17. Lock Washer 51. Ring, Carrier
18. Lock Washer, Stainless Steel 52. Coil and Stator Assembly, Field
19. Cap Screw 53. Screw, Torx
20. Housing, Drive End 54. Nut
21. Cover, Control Unit 55. Wedge, Stator (attached to stator with epoxy
glue)
22. Switch, Thermal
56. Stator, Drive End
23. Cap Screw, Hex Head
57. Bushing, Tension (not used in mounting)
24. Lock Washer, Stainless Steel
58. Shell
25. Flat Washer
59. Stator, Anti-Drive End
26. Cover Plate, Stud Assembly
60. Coil, Field
27. Cap Screw, Stainless Steel
61. Stud
28. Lock Washer
62. Bearing, Anti-Drive End
29. Flat Washer
63. O-Ring
30. Shell Connector (Plug)
64. Housing, Anti-Drive End
31. Pin Connector, Female
65. Fan
32. Plug, Wedge Lock
66. Washer, Bellville
33. Shell Connector (Receptacle)
67. Nut
34. Receptacle, Wedge Lock
68. Guard, Fan
35. Pin Connector, Male
69. Screw, Pan
70. Grommet

Regulator Removal
1. Remove voltage regulator (37).
a. Disconnect wiring harness (36) from voltage
regulator (37).
Wedges must be reinstalled and sealed in place
b. Remove and save four screws (38) and four
correctly to prevent damage to the internal parts
Bellville washers (39) using an 8 mm socket.
during operation.
ALTERNATOR DISASSEMBLY
NOTE: Disassemble the alternator only as far as
necessary to replace any defective part(s).

lbs). Be careful when moving or positioning the
alternator to prevent personal injury.
FIGURE 10-29.
36. Wiring Harness 37. Voltage Regulator
The following replacement parts are mandatory:
spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
FIGURE 10-30.
38. Screw 39. Bellville Washer

2. If replacement of the voltage regulator is neces- NOTE: DO NOT lose the metal portion of grommet
sary, record the setting of the selectable voltage washers (70).
set point switch on the back side of the voltage 2. Remove fan (65) by removing nut (67) using an
regulator. When installing a new voltage regula- air impact wrench and a 24 mm socket. Also,
tor, set the selectable voltage set point switch to remove Bellville washer (66).
the same switch position as the faulty regulator.
FIGURE 10-33.
FIGURE 10-31.
65. Fan 67. Nut
NOTE: The setting of this switch can depend on the 66. Bellville Washer
type of battery being used. Refer to the Battery
section for additional information.
Fan Removal
1. Remove fan guard (68) by removing six Allen
head screws (69) using a 3 mm Allen wrench. When removing nut (67), the use of an air impact
wrench is recommended.
FIGURE 10-32.
FIGURE 10-34.
68. Fan Guard 70. Grommet Washer
69. Allen Head Screw

3. Remove and discard spiral ring (50) from fan Anti-Drive End Housing Removal
(65).
1. Scribe a single mark on side of shell (58) and
drive end housing (20). Scribe a double mark on
the side of shell (58) and anti-drive end housing
(64). This will ensure the proper reassembly of
the end housings.
FIGURE 10-35.
50. Spiral Ring 65. Fan
Pulley Removal
1. Remove pulley (3, Figure 10-24) from the drive
end by removing nut (1) using an air impact
wrench and a 30 mm socket. Also, remove
washer (2) and woodruff key (49).
FIGURE 10-37.
20. Drive End Housing 64. Anti-Drive End
58. Shell Housing
FIGURE 10-36.
1. Nut 49. Woodruff Key
2. Washer
NOTE: Removal of the pulley may require a three

jaw gear puller.

NOTE: Disassembly of the alternator can be made 3. Remove and discard nine lock flange nuts (14)
easier by using a support stand, as shown. The from anti-drive end housing (64) using a 9 mm
Support Stand section in this chapter provides socket.
dimensions to manufacture the stand.
FIGURE 10-40.
FIGURE 10-38.
14. Lock Flange Nuts 64. Anti-Drive End
Housing
4. Remove anti-drive end housing (64) from shell

(58).
The alternator weighs approximately 32 kg (70 NOTE: Removal may require the use of a three jaw
lbs). Be careful when moving or positioning the gear puller.
alternator to prevent personal injury.
2. Position the alternator in the support stand with

the anti-drive end facing up.
FIGURE 10-41.
58. Shell 74. Three Jaw
64. Anti-Drive End Gear Puller
Housing
FIGURE 10-39.

5. Remove and discard two O-rings (63) from 7. Remove and discard spiral ring (50) from carrier
inside diameter of anti-drive end housing (64). ring (51).
.

63. O-Rings 64. Anti-Drive End
Housing 50. Spiral Ring 51. Carrier Ring
6. Remove bearing (62) from rotor shaft (48) along

Anti-Drive End Rotor Removal
with ring carrier (51) using a three jaw gear puller.
1. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
FIGURE 10-43.
48. Rotor Shaft 62. Bearing
51. Ring Carrier
FIGURE 10-45.
46. Screw 47. Rotor

NOTE: If necessary to loosen rust, use an air chisel
with a rounded-point hammer bit to vibrate the area
between screw holes on the rotor face.
4. Thread three screws (46) into the puller holes.
Tighten the screws evenly to start removing
The rotor retaining screws have been installed
rotor (47) from rotor shaft (48).
with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use .
only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.
FIGURE 10-48.
46. Screw 48. Rotor Shaft
47. Rotor
FIGURE 10-46.
46. Screw 47. Rotor

2. Remove remaining five Torx screws (46) using
a number T25 Torx bit.
3. Clean out three threaded puller holes in top of Threaded screws (46) may not be long enough to
rotor (47). completely remove rotor (47) from the rotor shaft. If
necessary, use a three jaw gear puller to completely
remove the rotor. Using the three jaw gear puller
may damage the rotor if it is rusted to the rotor shaft.
FIGURE 10-47.
46. Screw 47. Rotor

FIGURE 10-49.
47. Rotor. 74. Three Jaw
Gear Puller

5. Remove the rotor from the rotor shaft. 2. Place the alternator in the support stand with
the drive end facing up.
FIGURE 10-50.
FIGURE 10-52.
Drive End Housing Removal

3. Remove cover plate (7) by removing six Torx
screws (6) using a number T20 Torx bit.
Ensure the single mark has been scribed

between drive end housing (20) and shell (58).
This mark will be used during the assembly pro-
cess to correctly align the two parts.
1. Position the support stand so the large diameter

hole is facing up.
FIGURE 10-53.
6. Screw 7. Cover Plate
FIGURE 10-51.

4. Remove six hex jam nuts (11, Figure 10-54) 5. Mark the location of the six phase leads for
using an 11 mm socket. Remove the phase proper reassembly. Place a different identifica-
leads from the terminals. If necessary, remove tion mark on both the housing and each phase
flat washers (12, Figure 10-55) and insulators lead terminal.
(13).
FIGURE 10-56.
FIGURE 10-54.
11. Hex Jam Nuts 20. Drive End Housing
6. Remove and discard nine lock flange nuts (14)
using a 9 mm socket.

12. Flat Washers 13. Insulators
14. Lock Flange Nuts 20. Drive End Housing

7. Remove the sealing compound from the face of 9. Carefully pull out and disconnect plug (30) from
the drive end housing where the field coil leads receptacle (33) by releasing the lock and dis-
enter the control unit connecting the gray plug assembly.
.

8. Remove five Torx screws (6) from control unit 30. Plug 33. Receptacle
cover (21) using a T20 Torx bit. Remove control
unit cover (21).
10. Remove orange wedge lock (32).
FIGURE 10-61.
30. Plug 32. Wedge Lock
FIGURE 10-59.
6. Screw 21. Control Unit Cover

11. Using a small flat-blade screwdriver, release the 13. Pull the field coil leads through the opening in
female pin connectors from the plug assembly. the drive end housing.
12. Remove the two field coil leads from plug (30), 14. Lift drive end housing (20), along with rotor (47)
and remove the orange seal from the field coil and rotor shaft (48), off of shell assembly (58).
leads. This may require two people; one to lift the
housing, and the other to guide the phase leads
out of the housing.
FIGURE 10-63.
20. Drive End Housing 30. Plug
FIGURE 10-65.
20. Drive End Housing 48. Rotor Shaft
47. Rotor 58. Shell Assembly

15. Remove pulley bushing (4). 16. Remove spiral ring (5) from pulley bushing (4)
and discard.
FIGURE 10-66.
4. Pulley Bushing 20. Drive End Housing FIGURE 10-68.
4. Bushing 5. Spiral Ring
NOTE: Use a pair of expandable pliers and gently

wiggle (move side-to-side) the pulley bushing out of 17. Place drive end housing (20) into a hydraulic
the housing. press with the outer surface of the housing sup-
ported by the press table.
FIGURE 10-67.
4. Pulley Bushing 75. Expandable Pliers FIGURE 10-69.
20. Drive End Housing 77. Hydraulic Press

18. Press rotor shaft (48) out of front bearing (9). 20. Remove flat retainer ring (10) using heavy-duty
internal snap ring pliers. Save the ring.
FIGURE 10-70.
FIGURE 10-72.
9. Front Bearing 48. Rotor Shaft
10. Flat Retainer Ring 9. Front Bearing
19. Remove beveled retainer ring (8) using heavy-

duty internal snap ring pliers. Save the retainer 21. Place the drive end housing face down on a
ring. hydraulic press with the outer surface of the
housing supported by the press table.
FIGURE 10-71.
FIGURE 10-73.
8. Beveled Retainer 9. Front Bearing
Ring

2. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
Use a bearing driver with a slightly smaller diam-
eter than the outer race of the bearing. Pressing
against the inner race of the bearing will cause
bearing damage.
22. Use a bearing driver to remove the bearing from
the housing. Discard the bearing.
FIGURE 10-76.
46. Screw 47. Rotor
FIGURE 10-74.
The rotor retaining screws have been installed
Drive End Rotor Removal with a thread lock compound (Loctite). DO NOT
1. If necessary, remove drive end rotor (47) from use air impact tools to remove screws (46). Use
rotor shaft (48), using the following steps. only hand tools to carefully remove these
screws. Using air tools can cause the screws to
3. Remove remaining five Torx screws (46) using

a number T25 Torx bit.
4. Place rotor (47) and rotor shaft (48) into a
hydraulic press and remove the shaft. Ensure
the rotor is fully supported by the press table.
FIGURE 10-75.
47. Drive End Rotor 48. Rotor Shaft

Field Coil Removal 4. Reposition the alternator in the support stand
with the drive end facing up.
DO NOT damage or bend studs (61).

the anti-drive end facing up.
2. Permanently mark the letters ADE on the sur-
face of field coil (60) in the location of the miss-
ing screw.
3. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-78.
5. Permanently mark the letters DE on the surface

of field coil (60) in the location of the missing
screw.
6. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-77.
53. Screws 60. Field Coil
Field coil retaining screws (53) have been

installed with a thread lock compound (Loctite).
DO NOT use air impact tools to remove screws. FIGURE 10-79.
Use only hand tools to carefully remove these
screws. Using air tools can cause the screws to 53. Screws 60. Field Coil

7. Place XA3320 field coil removal/installation tool
on top of the field coil.
DO NOT damage the field coil leads during the

removal process.
NOTE: If a new field coil will be installed, mark the
letters (in the same location and orientation) from
Steps 2 and 5 on the new replacement field coil.
9. Carefully remove the field coil from the stator.

The clearance between the field coil and stator
is minimal. Use caution during the removal pro-
cess. As the field coil is removed, ensure the
two field coil leads are removed without dam-
FIGURE 10-80. age.
8. Engage the recessed areas of the tool with the NOTE: In some instances, removal of the field coil
field coil bobbin ears. Rotate the tool clockwise may be easier by placing the anti-drive end of the
approximately five degrees to release the field alternator in an upward position and pulling the field
coil from the stator tabs. coil out of the stator.
FIGURE 10-82.
FIGURE 10-81.

Drive End and/or Anti-Drive End Stator Removal 4. Permanently scribe or etch a single mark
aligned with the center of two stud holes, across
the top surface of anti-drive end stator (59) and
end of shell (58). Repeat at an adjacent hole.
Remove and replace one faulty stator at a time.

This process will ensure the alignment of stators
(56, 59) to shell (58). Refer to the appropriate
Installation section for specific installation
instructions.
the drive end facing up.
2. Permanently scribe or etch a single mark,
aligned with the center of a stud hole, across
the top surface of drive end stator (56) and end
of shell (58).
FIGURE 10-84.
58. Shell 59. Anti-Drive End

Stator
A single scribe mark identifies the stator as the

drive end stator. The double mark identifies the
stator as the anti-drive end stator. It is critical
FIGURE 10-83. that these marks be precisely aligned during
assembly. If the marks are not precisely aligned,
56. Drive End Stator 58. Shell the phase leads, field coil leads, and the mount-
ing holes will not properly align. If a new stator is
3. Reposition the alternator in the support stand being installed, it is critical to precisely transfer
with the anti-drive end facing up. the location of the mark(s) to the new part.

5. Remove the shell assembly from the support 8. Position the shell in the support stand with the
stand. Remove hex head nuts (54) from studs faulty stator in a downward position. Place sta-
(61) using a deep well 6 mm socket. Discard tor installation/removal tool XA3320 on top of
nuts (54). Use expandable pliers to hold the the tabs of the stator being removed. Ensure
enlarged portion of the stud. the recessed portion of the tool is fully engaged
with the stator tabs
Ensure the stator installation/removal tool is

engaged with the stator tabs of the part being
removed and not the stator in the upper position.
The shell assembly is manufactured with a raised
area in the center of the shell. The stators can
only be removed by pushing them out through
the end of the shell.
9. Place the shell assembly into a hydraulic press

and remove the faulty stator. Figure 10-86
FIGURE 10-85. shows the drive end stator being removed.
54. Hex Head Nuts 61. Studs
NOTE: Hex head nuts (54) have been installed using

a thread locking compound. Use care when
removing.
6. Remove and save nine studs (61) from the sta-

tors.
7. If a stator needs to be replaced, remove only
the faulty stator.
a. If removing the anti-drive end stator, place a
mark on the drive end stator where each
anti-drive end phase lead is located. Cut the
three terminals off the anti-drive end phase
FIGURE 10-86.
leads and discard.
b. If removing the drive end stator, break out NOTE: The tabs of the stator may bend slightly
the six glued in wedges on the drive end sta- downward during the removal process. Continued
tor with the anti-drive end phase leads downward pressure will push the stator out of the
behind them. shell.

10. Carefully pull the three anti-drive end stator CLEANING AND INSPECTION
phase leads through the spaces between the 1. Ensure all parts being reused are thoroughly
stator windings. clean.
2. Ensure all parts being reused are in good condi-
tion. Replace any damaged parts.
ALTERNATOR ASSEMBLY
Before starting the installation procedure, ensure all
the parts are available and in good condition.
Replace any damaged parts before assembly.
All electrical wiring connections are coated with

a Dow Corning® 1-2577 low VOC RTV coating or
FIGURE 10-87. equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
11. If it is necessary to remove the other stator, first ponents. Using any other coating will cause part
reinstall a new stator in place of the removed damage.
stator. Then, reposition the shell in the hydraulic
press with the remaining stator in a downward
position.
The following replacement parts are mandatory:

spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
Anti-Drive End Stator Installation

This procedure assumes the drive end stator is
already installed in the shell, and a new anti-drive
end stator is being installed.
NOTE: New stators do not have terminals on the
phase leads. The leads must be cut to length,
FIGURE 10-88. insulation sleeves installed, and terminals soldered
onto the wires during final assembly.
12. Place the shell assembly into a hydraulic press
and remove the other faulty stator (56 or 59).
1. Precisely transfer the two scribed assembly
marks from faulty anti-drive end stator (59) to
the replacement stator.
2. Place the stator in the opening of shell (58).

NOTE: If the drive end stator will not be replaced, 4. Insert six alignment studs through the holes in
route the phase leads from the replacement anti- anti-drive end stator (59) aligning them with the
drive end stator through the corresponding spaces holes in drive end stator (56).
(marked in Step 7a of the Disassembly procedure,
.
page 55) between the drive end stator windings. New
insulation sleeves and terminals will be installed on
the phase leads during final assembly.
FIGURE 10-91.
56. Drive End Stator 59. Anti-Drive End

Stator
FIGURE 10-89. 5. Place the shell with the stator into a hydraulic
press. Place stator installation tool XA3322 on
top of the stator.
3. Align the two scribed marks on the stator with
the scribed marks on shell (58). It is critical that
these scribed marks be carefully aligned. If the
marks are not precisely aligned, the wiring and
the mounting holes will not properly align.
FIGURE 10-92.
FIGURE 10-90.

8. If the drive end stator needs to be replaced, fol-
low the steps in the next section. If the drive end
stator does not need replacement, go to the
Field Coil Installation section in this manual.
Ensure the shell is supported in a hydraulic Drive End Stator Installation

press so the alignment studs are not damaged by
This procedure assumes the anti-drive end stator is
the supports.
already installed in the shell, and a new drive end
6. Press the stator into the shell. The top surface stator is being installed.
of stator (59) will be flush with the end of shell
(58) when fully installed. 1. Precisely transfer the scribed assembly mark
from faulty drive end stator (56) to the replace-
. ment stator.
2. Place the stator in the opening of the shell.
3. Route three anti-drive end stator phase leads
through the corresponding spaces between the
drive end stator windings.
NOTE: There are two methods for routing the anti-
drive end phase leads. Follow either Step 3a or 3b.
a. Primary method (recommended): Break out

the six wedges on the replacement drive end
stator. Route the phase leads through the
corresponding spaces between the drive end
stator windings. Glue the six replacement
FIGURE 10-93. wedges in place using the recommended
58. Shell 59. Stator epoxy adhesive after the drive end stator is
pressed in place.
7. Remove the shell and stator assembly from the
press. Remove the installation tool. Remove the
six alignment studs.
FIGURE 10-95.
FIGURE 10-94.

b. Alternative method: Remove the insulation 4. Place the stator in the opening of the shell. Pre-
sleeves from the three anti-drive end phase cisely align the scribed mark. It is critical that
leads. DO NOT damage the insulation this scribed mark be carefully aligned. If the
sleeves during removal. Carefully feed the mark is not precisely aligned, the wiring and the
terminal ends up through the corresponding mounting holes will not properly align.
spaces between the drive end windings. Use
a pick tool to pull the terminals though the
windings. Reinstall insulation sleeves after
the drive end stator is pressed in place.
FIGURE 10-97.
5. Insert six alignment studs through the holes in

the drive end stator aligning them with the holes
FIGURE 10-96. in the anti-drive end stator.
If the insulation sleeves are damaged or not

installed properly, excessive damage can be
caused to the alternator when current is pro-
duced during operation.
FIGURE 10-98.

6. Place the shell with the stator in a hydraulic 8. Remove the shell and stator assembly from the
press. Place stator installation tool XA3322 on press. Remove the installation tool. Remove the
top of the stator. Position the studs in the open- six alignment studs.
ings of the tool.
FIGURE 10-101.
FIGURE 10-99.
NOTE: Precisely align the alignment marks on both
stators and the shell. If they are not aligned, remove
the stator(s) and reinstall.
9. Install nine studs (61) through stators (56 and

Position the shell in a hydraulic press so the 59). Install the studs from the anti-drive end of
alignment studs are not damaged by the sup- the alternator with the enlarged portion of the
ports. stud on the anti-drive end.
7. Press the stator into the shell. The top surface

of drive end stator (56) will be flush with end of
shell (58) when fully installed.
FIGURE 10-102.
56. Drive End Stators 61. Studs

59. Anti-Drive End
Stators
FIGURE 10-100.
56. Drive End Stator 58. Shell

10. Install hex head nuts (54) onto the studs. Use a 2. Align the letters ADE on the field coil with the
suitable thread lock compound such as Loctite non-tabbed portion of the stator, and route the
222. Tighten the nuts to 3 N·m (30 in. lb) in an two field coil leads through the corresponding
alternating pattern. space between the stator windings.
Field Coil Installation

NOTE: If a new field coil is being installed, transfer
the letters ADE (anti-drive end) and DE (drive end)
from the faulty field coil to the corresponding
locations on the replacement field coil.
1. Position shell (58) on the support stand with the

drive end facing down.
FIGURE 10-104.
NOTE: New field coils do not have terminal pins

installed on the leads. The leads must be cut to
length and the new terminal pins crimped on during
final assembly.
FIGURE 10-103.
58. Shell 73. Support Stand

3. Carefully push the field coil downward through 5. Engage the recessed areas of the tool with the
stator tabs (59). The clearance between the field coil bobbin ears. Rotate the tool clockwise
field coil and stator is minimal and will require approximately five degrees to engage the field
care during the installation process. As the field coil with the stator tabs. Ensure the letters ADE
coil is installed, ensure the two wires are not are now aligned with the non-tabbed area of the
damaged. Push the field coil downward until the stator.
mating surfaces between the field coil bobbin
ears and the stator tabs are vertically aligned.
FIGURE 10-107.
FIGURE 10-105.
6. Install eight field coil screws coated with a
59. Stator Tabs 60. Field Coil thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
4. Place field coil removal/installation tool XA3320
on top of the field coil.
FIGURE 10-108.
FIGURE 10-106.

DO NOT install a screw in the marked hole DO NOT install a screw in the marked hole
because there is no corresponding stator tab. If because there is no corresponding stator tab. If
installed, the screw will fall into the stator cavity, installed, the screw will fall into the stator cavity,
damaging internal parts during operation. damaging internal parts during operation.
Drive End Bearing Installation

7. Reposition the shell assembly in the support
1. Install flat retainer ring (10) into the drive end
stand with the drive end facing up.
housing, as shown, using heavy-duty, internal
snap ring pliers.
FIGURE 10-109.
FIGURE 10-111.
8. Install eight field coil screws coated with a 10. Flat Retainer Ring 76. Snap Ring Pliers
thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
Fully support the housing before pressing the

bearing into the housing. Position the diameter of
the bearing driver against the outer bearing race.
Pressing on the inner race of the bearing will result
in bearing damage.
FIGURE 10-110.

2. Place drive end housing (20) and front bearing 4. Lubricate the spiral ring with Komatsu grease
(9) in a hydraulic press. Press the bearing into XA3401. Wind new spiral ring (5) into the
the bore until completely seated against the flat groove around pulley bushing (44).
retainer ring.
FIGURE 10-114.
FIGURE 10-112.
5. Spiral Ring 44. Pulley Bushing
9. Front Bearing 20. Drive End Housing
5. Compress spiral ring (5) and install pulley bush-

3. Install beveled retainer ring (8) using heavy- ing assembly into the inside bore of the drive
duty, internal snap ring pliers. Position the bev- end housing. Position the thickest flange of the
eled portion of the retaining ring facing up. pulley bushing facing up (towards the inside of
the alternator).
FIGURE 10-113.
FIGURE 10-115.
8. Beveled Retainer 76. Snap Ring Pliers
Ring 5. Spiral Ring 20. Drive End Housing

Drive End Rotor Installation Rotor and Rotor Shaft Installation
1. If removed, install drive end rotor (47) onto shaft 1. Press rotor and rotor shaft assembly (47, 48)
assembly (48). into drive end housing (20).
a. Place the rotor and rotor shaft assembly into
a hydraulic press with the rotor shaft fully
supported.
b. Place drive end housing (20) onto rotor shaft
(48).
c. Press the drive end housing onto the rotor
shaft. Press the housing onto the shaft using
a bearing driver, which will press against the
inner bearing race.
FIGURE 10-116.
47. Drive End Rotor 48. Shaft Assembly
2. Center the screw hole in rotor shaft (48) with

the slot in rotor (47).
FIGURE 10-118.
20. Drive End Housing 48. Rotor Shaft

47. Rotor Assembly Assembly
When installing the drive end housing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
FIGURE 10-117.
47. Drive End Rotor 48. Shaft Assembly

2. Rotate the shaft to verify the bearing moves
3. Install five Torx screws (46) using a T25 Torx bit. freely.
Apply thread lock compound (Loctite 222) and
tighten to 7 N·m (65 in. lb). DO NOT install a
screw in the marked hole at this time.
4. Ensure the screw hole has remained centered
in the slot on the face of the rotor. Apply thread
lock compound (Loctite 222) and install the
screw. Tighten to 7 N·m (65 in. lb).

Drive End Housing Installation 3. As the drive end housing is installed, guide the
two field coil leads and the six stator phase
1. Place shell assembly (58) into the support
leads through the proper openings in the drive
stand with the drive end facing up.
end housing.
NOTE: If necessary, install new terminal ends on the
wires. On the stator phase leads cut the wires to
length, strip the correct amount of wire insulation,
install insulating sleeves over the wires, and solder
on the new terminal ends. On the new field coil leads,
cut the wires to length, strip the correct amount of
wire insulation, and crimp on the new terminal pins.
FIGURE 10-119.
58. Shell Assembly 73. Support Stand
DO NOT damage the stator windings or studs FIGURE 10-121.

while repositioning the alternator.
2. Align the scribed marks on the drive end hous-

ing and the shell. Install the rotor shaft and
housing assembly onto the shell. A rod can be
used to verify the mounting tabs on the shell
and the drive end housing are properly aligned.
FIGURE 10-120.

4. Install nine new lock flange nuts (14) onto studs 6. Place the stator phase leads onto the stator
(61). Tighten the nuts to 5 N·m (45 in. lb) using phase lead studs and install new hex jam nuts
an alternating pattern. (11). Tighten the nuts to 3 N·m (30 in. lb).
14. Lock Flange Nuts 61. Studs 11. Jam Nuts 20. Drive End Housing
5. Install insulator (13) and then flat washer (12)

on the stator phase lead studs.
Position the insulation sleeves on the stator

phase leads over the arm of each terminal ring to
avoid a possible short circuit.
FIGURE 10-123.
12. Flat Washer 13. Insulator

7. Lubricate the spiral ring with Komatsu grease 9. Guide the two field coil leads through the open-
XA3401. Wind new spiral ring (5) into the ing in the drive end housing and into the control
groove around pulley bushing (4). housing.
4. Pulley Bushing 5. Spiral Ring
8. Compress spiral ring (5) and install pulley bush-

ing assembly (4) into the outside of drive end
housing (20). Position the thickest flange of the
pulley bushing facing up (towards the outside of
the alternator).
FIGURE 10-126.
4. Pulley Bushing 20. Drive End Housing

Assembly
5. Spiral Ring

10. Install the orange wire seal over the field coil 11. Connect plug assembly (30) with receptacle
leads. Install the two terminal sockets into plug assembly (33).
assembly (30). Install orange wedge (32) to lock
the sockets into the plug.
FIGURE 10-129.
30. Plug Assembly 33. Receptacle

Assembly
12. Apply Dow Corning® 1-2577 low VOC RTV, or

equivalent, onto all electrical connections. Also,
seal the opening where the field coil leads enter
the control unit.
FIGURE 10-128.
30. Plug Assembly 32. Wedge
NOTE: Ensure the brown wire in the plug assembly

corresponds to the white wire in the receptacle
assembly. Ensure the red wire corresponds with the
black wire.
FIGURE 10-130.

13. Install cover plate (7). Apply thread lock com- Anti-Drive End Rotor Installation
pound (Loctite) and install six Torx screws (6) 1. Reposition the alternator in the support stand
using a T20 Torx bit. Tighten the screws to 3 N·m with the anti-drive end facing up.
(30 in. lb).
FIGURE 10-133.
FIGURE 10-131.
6. Screws 7. Cover Plate
2. Install anti-drive end rotor (47) onto shaft
assembly (48). Align the previously-scribed
14. Apply Dow Corning® 1-2577 low VOC RTV, or mark on the face of the rotor with the center of
equivalent, onto the cover before installing. the screw hole.
Install control unit cover (21). Apply thread lock
compound (Loctite) with five Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
FIGURE 10-134.
47. Anti-Drive End Rotor 48. Shaft Assembly
FIGURE 10-132.
6. Screws 21. Control Unit Cover

3. Apply thread lock compound (Loctite) and Anti-Drive End Housing Installation
install five Torx screws (46) using a T25 Torx bit. 1. Lubricate the spiral ring with Komatsu grease
DO NOT install a screw in the scribed hole at XA3401. Wind new spiral ring (50) into the
this time. Tighten the five screws to 7 N·m (65 groove of carrier ring (51).
in. lb).
FIGURE 10-137.
FIGURE 10-135.
46. Screw 47. Rotor 50. Spiral Ring 51. Carrier Ring
2. Install two new O-rings (63) in anti-drive end

4. Ensure the alignment mark has remained cen- housing (64).
tered with the screw hole. Apply thread lock
compound (Loctite), install the screw. Tighten to
7 N·m (65 in. lb).
FIGURE 10-138.
63. O-Rings 64. Anti-Drive End
FIGURE 10-136. Housing
46. Screw 47. Rotor

3. Compress spiral ring (50) and install carrier ring 5. Apply thread lock compound (Loctite 222) and
assembly (51) into the anti-drive end housing, install nine new lock flange nuts (14). Tighten to
(towards the inside of the alternator). This part 5 N·m (45 in. lb) in an alternating pattern.
can be installed in either direction.
FIGURE 10-141.
FIGURE 10-139.
14. Lock Flange Nuts 64. Anti-Drive End
50. Spiral Ring 51. Carrier Ring Housing
Assembly
6. Install anti-drive end bearing (62) over the rotor

4. Align the installation scribe marks on shell (58) shaft. Place the shell assembly into a hydraulic
and anti-drive end housing (64). Install the anti- press. Press the bearing into the bore of anti-
drive end housing over rotor shaft (48) and nine drive end housing (64) until it is completely
studs (61). seated against the pulley bushing.

48. Rotor Shaft 61. Studs
62. Bearing 64. Anti-Drive End
58. Shell 64. Anti Drive-End
Housing
Housing

10. Install fan guard (68). Apply thread lock com-
pound (Loctite). Install Allen head screws (69)
using a 3 mm Allen socket wrench. Tighten the
screws to 7 N·m (65 in. lb).
When installing the anti-drive end bearing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
7. Rotate the shaft to verify the bearing moves freely.

8. Lubricate the spiral ring with Komatsu grease
XA3401. Wind new spiral ring (50) into the
groove around fan (65).
FIGURE 10-143.
50. Spiral Ring 65. Fan
FIGURE 10-145.
9. Install the fan onto the rotor shaft with Bellville
washer (66) and nut (67). Use an air impact 68. Fan Guard 70. Grommets
wrench and a 24 mm impact socket to tighten 69. Allen Head Screws
the nut to 6 N·m (50 ft lb).
.
NOTE: Verify the metal grommet washers are still in
grommets (70).
FIGURE 10-144.

11. Remove the alternator from the support stand. NOTE: The setting of this switch can depend on the
Install woodruff key (49) in the rotor shaft. type of battery being used. Refer to Battery in this
Install pulley (3) with flat washer (2) and nut (1). chapter for additional information.
Use an air impact wrench and a 30 mm impact
socket to tighten the nut to 163 N·m (120 ft lb).
2. Place the regulator on the alternator. Install four
screws (38) with Bellville washers (39) using an
8 mm socket. Tighten the screws to 8 N·m (70
in. lb).
FIGURE 10-146.
1. Lock Nut 49. Woodruff Key
2. Flat Washer
FIGURE 10-148.
Regulator Installation
38. Screws 39. Bellville Washers
1. Set the selectable voltage set point switch on
the back side of the regulator to the correct
position.
3. Connect wiring harness (36) to voltage regula-
tor (37).
FIGURE 10-147.
FIGURE 10-149.
36. Wiring Harness 37. Voltage Regulator

THERMAL SWITCH 3. Remove the plastic tie strap securing the wires
together.
Removal
1. Disconnect wiring harness plug (36) from volt-
age regulator (37).
FIGURE 10-152.
FIGURE 10-150. 4. Remove all the sealant from around thermal

switch (22).
36. Wiring Harness Plug 37. Voltage Regulator
2. Remove nine Torx screws (6) using a T20 Torx

bit. Remove covers (21, 26).
FIGURE 10-153.
22. Thermal Switch
FIGURE 10-151.
6. Screws 26. Stud Assembly
21. Control Unit Cover
NOTE: If desired, disconnect field coil plug (30) from

receptacle (35). This will provide additional clearance
when removing the thermal switch.

5. Remove hex head bolt (23) using a 13 mm 7. Remove thermal switch (22).
socket. Also, remove Bellville washer (24) and a. Reposition the two insulation sleeves to
flat washer (25). expose the wiring connections.
b. Remove the heat shrink insulation from both
wiring connections.
c. Unsolder each wire from the wiring terminal
sleeves.
FIGURE 10-154.
23. Hex Head Bolt 25. Flat Washer
24. Bellville Washer
6. Identify and mark the wiring terminals for proper FIGURE 10-156.
reassembly. These terminals must be reinstalled
in the same location as they were removed.
The order of the connections from top to bottom is:
rectifier terminal (1)
rectifier terminal (1),
B+/sense terminal (2),
thermal switch terminal (3),
flat washer,
Bellville washer, and
bolt
FIGURE 10-157.
FIGURE 10-155.

Installation SUPPORT STAND
1. Place the appropriate diameter heat shrink Disassembly of the alternator can be made easier by
insulation onto the thermal switch wires. using a support stand, as shown. This drawing pro-
2. Solder the new thermal switch wires into the vides the dimensions to manufacture the stand.
wiring terminal sleeves.
3. Position the heat shrink insulation over each
wiring connection and apply heat to seal the
connection.
4. Reposition the insulation sleeve over each wir-
ing connection.
5. Place the wiring terminal connections in the cor-
rect order. Refer to Step 6, Removal, for the
proper installation order. Install hex head bolt
(23) with lock washer (24) and flat washer (25).
Tighten the bolt to 28 N·m (20 ft lb).
The thermal switch connection is coated with a

Dow Corning® 1-2577 low VOC RTV coating, or FIGURE 10-158.
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
ponents. Using any other coating will cause part
damage.
6. Coat the thermal switch connection with Dow

Corning® 1-2577 low VOC RTV coating, or
equivalent.
7. Secure the wires together using a plastic tie
strap.
8. Apply Dow Corning® 1-2577 low VOC RTV
coating, or equivalent, onto the cover plates
before installing. Install control unit cover plates
(21, 26). Apply a thread lock compound (Loc-
tite) to the screws with nine Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
9. Connect wiring harness (36) to voltage regula-
tor (37).

NOTES

SECTION D11
KOMTRAX PLUS
INDEX
KOMTRAX PLUS BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3

Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4
USING KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5

Turning KOMTRAX PLUS ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal KOMTRAX PLUS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning KOMTRAX PLUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
KOMTRAX PLUS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7

Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
KOMTRAX Plus History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11
Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
KOMTRAX PLUS DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
KOMTRAX PLUS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
KOMTRAX PLUS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16

VHMS Tool Box Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
VHMS Setting Tool Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
KOMTRAX PLUS INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17

Controller Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
Snapshot Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Download Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
FTP Upload Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22
Initialization Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
D11010 12/11 KOMTRAX Plus D11-1

WHEN REPLACING A KOMTRAX PLUS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24
KOMTRAX PLUS CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29

Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29
KOMTRAX Plus Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
D11-2 KOMTRAX Plus 12/11 D11010

KOMTRAX PLUS
KOMTRAX PLUS BASIC FEATURES Convert and Record Data
The center of KOMTRAX Plus is the KOMTRAX Plus KOMTRAX Plus controller (2, Figure 11-1) processes
controller, which gathers data about the operation of data received from external controllers and stores the
the truck from sensors and other controllers installed following data in internal memory:
on the truck. Refer to Figure 11-1 for an overview of
• Fault codes from the engine, Interface Module,
the KOMTRAX Plus components. and PLM III
For instructions on how to use KOMTRAX Plus • Snapshots of data when specific fault codes
software programs, refer to KOMTRAX Plus occur
Software elsewhere in this section. For error codes,
• Trends of specific engine and chassis
checkout and troubleshooting procedures, refer to parameters
KOMTRAX Plus Troubleshooting and Checkout
Procedures elsewhere in this section. • Load map and other measures of engine and
chassis usage
• Haul cycle summary information, including
payload, distance traveled, and travel times
Gather Data
In addition to data gathered from external controllers,
The KOMTRAX Plus controller gathers data from
KOMTRAX Plus records information about the
three sources. Real-time and alarm data from each
vehicle and KOMTRAX Plus usage, including:
controller is gathered continually. In addition, haul
cycle summary data from the PLM III is requested by • Key ON and engine ON record
the controller one time per day. • KOMTRAX Plus configuration changes.
The system performs three primary functions:
1. Gathers data from on-board sources:
• PLM III controller
• Interface Module (IM)
• Engine controllers
2. Converts data into usable formats and records it
into permanent memory.
3. Communicates data to off-board systems:
• Satellite (Orbcomm)
• PC download
NOTE: The electric drive system does provide a
limited number of faults to the interface module.
Refer to KOMTRAX Plus Troubleshooting later in this
section for a complete listing of fault codes that are
generated by the drive system.
FIGURE 11-1. KOMTRAX PLUS COMPONENTS

1. Orbcomm Controller 3. Interface Module
2. KOMTRAX Plus 4. Red LED Digits
Controller 5. Green LED Light

FIGURE 11-2. KOMTRAX PLUS COMPONENT FLOW CHART
Communicate Data to Off-Board Systems Communication to a laptop PC occurs whenever a

user connects a laptop PC to the KOMTRAX Plus
KOMTRAX Plus has two methods to communicate
controller and requests a data download. All
data to off-board systems:
KOMTRAX Plus data is available for download to a
• Via satellite to the WebCARE database laptop PC. Once downloaded to a laptop PC, the
• Download to a laptop PC running the VHMS information is then sent to Komatsu via FTP. This
Technical Analysis Tool Box software data is then compiled at the Komatsu computer
server. Based on this information, the local Komatsu
Communication to the satellite (using Orbcomm) distributor will suggest improvements and provide
occurs automatically, but only sends critical data information aimed at reducing machine repair costs
items. Orbcomm controller (1, Figure 11-1) is located and downtime.
inside the auxiliary control cabinet. Orbcomm
antenna (1, Figure 11-3) is mounted on the front left
corner of the cab by magnetic mount (2). In order to collect all the necessary machine data, a
NOTE: The Orbcomm controller installed at the preventive maintenance (PM) snapshot needs to be
factory on all new trucks may not be approved for recorded every 500 hours of operation. The snapshot
use in certain countries of the world. Local regulation and other data is then downloaded into a laptop PC.
may prohibit the use of the Orbcomm controller/ This data is to be sent to Komatsu via the FTP
satellite communicator. The controller and antenna program which is a part of the VHMS Technical
may be disconnected and/or removed. Analysis Tool Box program. Refer to the check-out
procedure for more detailed information regarding a
PM snapshot.

Turning KOMTRAX Plus ON
The KOMTRAX Plus controller is turned on by the
truck key switch (circuit 712). Immediately after
receiving input from the key switch signal, the
controller begins its power-up initialization sequence.
This sequence takes about three seconds, during
which time red LED digits (4, Figure 11-1) on the top
of the controller will display a circular sequence of
flashing LED segments. The controller will not
support a connection from a laptop PC or a manual
snapshot during this initialization time.
The KOMTRAX Plus controller is connected directly
to the battery circuit, which provides a constant 24
volt signal from the truck batteries. However, the
controller has the ability to turn itself off and will do so
automatically within three minutes after the key
switch is turned off.
The battery disconnect switch, located at the

truck battery box, will remove 24 volt power from
FIGURE 11-3. ORBCOMM ANTENNA the KOMTRAX Plus controller and cause the
controller to lose all data gathered since the key
1. Orbcomm Antenna 2. Magnetic Mount switch was last turned on. DO NOT disconnect
the batteries until the controller has completed
its shutdown operations and has turned off its
LED digits.
USING KOMTRAX PLUS

The primary tool for configuring, downloading, and Normal KOMTRAX Plus Operation
viewing KOMTRAX Plus data is the VHMS Technical The red LED digits on the top of the KOMTRAX Plus
Analysis Tool Box software. Use of this software controller indicate the current condition of the
requires: system. The possible conditions are shown in Table
• A laptop PC running Windows 95/98/2000/ME/ 1.
XP operating system.
• A serial cable to connect the laptop PC to the Table 1: KOMTRAX Plus Status
KOMTRAX Plus controller.
LED DISPLAY DESCRIPTION
Refer to the VHMS Technical Analysis Tool Box Flashing LED segments
instruction manual for additional information about Power-on initialization
in circular sequence
using this software.
Numeric display, counting
NOTE: It is recommended that the engine be OFF 00 - 99 at rate of 10 Normal Operation
when downloading or configuring the KOMTRAX numbers per second
Plus controller.
Normal operation, but
Flashing Fault Codes
a fault code is active
NOTE: Only a limited number of fault codes are

displayed on the LED display. Most fault conditions
are recorded internally in the KOMTRAX Plus
controller, but are not indicated on the LED digits.

Turning KOMTRAX Plus OFF Downloading from the KOMTRAX Plus Controller
The KOMTRAX Plus controller is connected directly Downloading data requires a laptop PC running
to the truck batteries, but will remain in normal Windows 95/98/2000/ME/XP operating system, the
operation only if the truck key switch input (circuit VHMS Technical Analysis Tool Box software, and a
712) is on. When the controller senses that the truck serial cable to connect the laptop PC to the
key switch has been turned off, it finishes its internal KOMTRAX Plus controller. Refer to the VHMS
processing and then saves recent data into Technical Analysis Tool Box instruction manual for
permanent memory. This process can take up to additional information about using this software.
three minutes.
When a download to a laptop PC is performed,
If 24 volt power is removed from the KOMTRAX Plus certain files are generated to store data. A listing of
controller before it has time to save data to the file types and data is shown in Table 2.
permanent memory, data loss or corruption may
KOMTRAX Plus diagnostic port (2, Figure 11-4),
occur.
located on the DID panel at the rear of the operator
The controller will turn off the red LED digits when it cab, is used to download from the KOMTRAX Plus
is off. controller.
Do not remove 24 volt power from the KOMTRAX

Plus controller unless the red LED digits on the
controller are off!
FIGURE 11-4. DIAGNOSTIC PORTS

1. IM Diagnostic Port
2. KOMTRAX Plus Diagnostic Port

Table 2: File Types of Download Data
File Name Data Type Description
cyc_int0 Cycle Interval Changes in engine speed
csvdata_3f.csv Temporary Brake Load Map
Fault0.csv Fault History Records all faults
index00.csv Index Lists all common data files
loadm1.csv Temporary Load Map
mcn_his0.csv Machine History Key On, Key Off
m_area0.csv Running Area Map Records engine operation distribution
m_drct0.csv Running Direction Map Records engine performance movement
snap00.csv Snapshot Records snapshot data over time period
vhmshis0.csv KOMTRAX Plus History Records changes to KOMTRAX Plus
*.k Zipped File Contains all data files
KOMTRAX PLUS DATA ITEMS Machine History
Fault Codes The KOMTRAX Plus controller maintains a history of

the most recent 400 Key ON and Engine ON
The KOMTRAX Plus controller maintains a history of conditions.
the most recent 600 fault codes. For each fault code,
the controller records the following information:
• Fault Code Number KOMTRAX Plus History
• SMR (service meter reading) when the fault The KOMTRAX Plus controller maintains a history of
occurred the most recent 400 KOMTRAX Plus configuration
• Time/Date when the fault occurred changes. The controller will record a history entry
• SMR (service meter reading) when the fault each time one of the following configuration changes
cleared occurs:
• Time/Date when the fault cleared • Changing the date or time of the KOMTRAX
Plus controller
• Changing the Orbcomm satellite settings
If a fault occurs more than once within 30 minutes,
• Performing a KOMTRAX Plus memory clear
the KOMTRAX Plus controller will only maintain a
operation
single fault entry, but it will count the number of times
the fault occurred and was cleared. This feature
prevents an intermittent fault that occurs repeatedly
from filling up the fault memory.
Serious fault conditions will be sent to WebCARE via
the Orbcomm satellite network (if equipped) as well
as being recorded in permanent memory. Some fault
codes are configured to generate a snapshot when
they occur. Refer to Table 6 for detailed information
showing which fault codes will send data to
WebCARE and which ones trigger a snapshot.

Snapshots Manual Snapshots
A snapshot is a time history of real-time data that is A manual snapshot is taken by pressing the data
recorded before and after the instant that a fault code store button (1, Figure 11-5), located at the rear of
occurs. The KOMTRAX Plus controller is continually the center console. When the 7.5 minute snapshot is
recording real-time data for various engine data being recorded by the KOMTRAX Plus controller,
items. This allows the controller to record data for the snapshot in progress light (2) will be illuminated.
time period before and after a fault code occurred. During the first five minutes, the LED will be on
continuously. During the next two minutes, the LED
Only certain fault codes generate snapshots. When a
will flash slowly. During the last 30 seconds, the LED
snapshot enabled fault code occurs, the KOMTRAX
will flash rapidly.
Plus controller will record data for 330 seconds (5.5
minutes) before the fault to 120 seconds (2 minutes) Manual snapshots are used to record current
after the fault. machine data that can then be downloaded and
stored on a laptop PC. These snapshots can be used
In order to conserve storage memory, the KOMTRAX
to observe current conditions on a machine. Over
Plus controller records snapshot data at two different
time, these snapshots can be compared and trends
sample rates. Each data item is recorded at a rate of
can be monitored. During the snapshot recording
one sample every 10 seconds up until 30 seconds
period, the machine should be driven over a variety
prior to the fault occurrence. Each data item is then
of conditions so useful data can be collected.
recorded at a rate of one sample per second from 30
seconds prior to 120 seconds after the fault
occurrence.
If a snapshot enabled fault condition occurs more
than one time, the KOMTRAX Plus controller will
record the snapshot for the first (earliest) fault
occurrence. The only exception is the manual
snapshot button, in which case the controller will
record the latest (most recent) snapshot.
Refer to Table 3 for all the items that are recorded in
each snapshot.
FIGURE 11-5. REAR OF CENTER CONSOLE

1. Data Store Button
2. Snapshot In Progress Light

Table 3: Snapshot Data
Data Item Data Source

Engine Coolant Temperature Cummins QUANTUM Controller
Engine Oil Pressure Cummins QUANTUM Controller
Accelerator Position% Cummins QUANTUM Controller
Engine Speed Cummins QUANTUM Controller
Exhaust Gas Temperature (Left Front) Cummins CENSE Controller
Exhaust Gas Temperature (Left Rear) Cummins CENSE Controller
Exhaust Gas Temperature (Right Front) Cummins CENSE Controller
Exhaust Gas Temperature (Right Rear) Cummins CENSE Controller
Engine Oil Temperature Cummins CENSE Controller
Fuel Rate Cummins QUANTUM Controller
Boost Pressure Cummins QUANTUM Controller
Blow-by Pressure Cummins QUANTUM Controller
Vehicle Speed PLM III
Sprung Weight PLM III
haul cycle State PLM III
Brake Pressure Interface Module
Hoist Pressure 1 Interface Module
Hoist Pressure 2 Interface Module
Steering Pressure Interface Module
Front Left Brake Oil Temperature Interface Module
Front Right Brake Oil Temperature Interface Module
Rear Left Brake Oil Temperature Interface Module
Rear Right Brake Oil Temperature Interface Module
Ambient Temperature Interface Module

Trends The KOMTRAX Plus controller maintains an engine
speed vs. fuel rate histogram called the Engine Load
The KOMTRAX Plus controller develops trends by
Map, and a brake pressure vs. speed histogram.
monitoring real-time data and reducing the data into
20 hour statistical values. For each trended data The Engine Load Map histogram shows time-at-level
item, the controller can determine the maximum for specific engine speed and fuel rate combinations.
value, minimum value, and average value during the
The Brake Pressure vs. Speed histogram shows
preceding 20 hour period. Table 4 shows the type of
time-at-level for specific brake pressure and vehicle
statistical data recorded for each item.
speed combinations.
NOTE: Trend data is only collected when the engine
Two engine load maps are maintained in the
is running.
KOMTRAX Plus controller. The Permanent Load
Histogram (Load Map) Data Map contains load map data for the life of the engine.
The Temporary Load Map contains load map data
The KOMTRAX Plus controller develops histograms since the most recent memory clear action.
by sampling data every 100ms while the engine is
running. The data is presented as a two dimensional Although the engine data is sampled every 100ms
histogram showing time-at-level for various internally, the histograms are only updated every two
combinations of the two input data items. hours.
Table 4: Trend Data
Data Item Data Source MAX AVG MIN

Engine Coolant Temperature QUANTUM Controller X X
Engine Oil Pressure QUANTUM Controller X X
Engine Speed QUANTUM Controller X
Atmospheric Pressure QUANTUM Controller X
Exhaust Gas Temperature CENSE Controller X
Engine Oil Temperature CENSE Controller X
Fuel Rate QUANTUM Controller X
Boost Pressure QUANTUM Controller X
Blow-by Pressure QUANTUM Controller X
Brake Pressure Interface Module X X
Hoist Pressure 1 Interface Module X
Hoist Pressure 2 Interface Module X
Steering Pressure Interface Module X
Front Left Brake Oil Temperature Interface Module X X
Front Right Brake Oil Temperature Interface Module X X
Rear Left Brake Oil Temperature Interface Module X X
Rear Right Brake Oil Temperature Interface Module X X
Ambient Temperature Interface Module X X X

Haul Cycle Data NOTE: The haul cycle summary statistics exclude
haul cycles that the Payload Meter III controller has
The KOMTRAX Plus controller downloads haul cycle
marked as 'not trusted'. The total number of haul
data from Payload Meter III one time every 24 hours,
cycles that occurred during the summary period, but
at a time specified by the VHMS Setting Tool
were excluded from the summary, are indicated in
software. The data consists of a summary report of
the 'Total Excluded Cycles' field. See the Payload
all haul cycles completed in the past 24 hours. The
Meter III coverage in Section M, Options, for more
summary data items are listed in Table 5.
information on excluded cycles.
After receiving the haul cycle summary data from
Payload Meter III, the KOMTRAX Plus controller
immediately attempts to send the data to WebCARE
via the Orbcomm satellite (if equipped). The haul
cycle summary data is also stored in controller
internal memory. The controller maintains a record of
the payload summary data from the past 100 daily
transmissions to Orbcomm.
Table 5: Haul Cycle Data

Summary Data Item Description
Summary Start Time Start time of first haul cycle in summary
Summary End Time Start time of last haul cycle in summary
Total Cycles Total haul cycles included in this summary
Total Excluded Cycles Total haul cycles occurring during summary period, but excluded from the statistics
Average Carried Load Average Gross Payload
Standard Deviation of Carried Load Standard Deviation of Gross Payload
Number of Loads Over Rated Number of haul cycles with carried load > rated payload for this truck.
Number of Loads Over 110% Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of Loads over 120% Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum Carried Load Maximum carried load during this summary
Maximum Speed EMPTY Maximum truck speed while truck was empty
Average Speed EMPTY Average truck speed while truck was empty
Maximum Speed LOADED Maximum truck speed while truck was loaded
Average Speed LOADED Average truck speed while truck was loaded
Maximum Sprung Load Maximum instantaneous sprung weight recorded during this summary
Average Maximum Sprung Load Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum Frame Torque Maximum instantaneous frame torque recorded during this summary
Average Maximum Frame Torque Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Right Front Tire TKPH Total tire ton kilometer per hour recorded for the right front tire.
Left Front Tire TKPH Total tire ton kilometer per hour recorded for the left front tire
Rear Tires TKPH Total tire ton kilometer per hour recorded for the rear tires
Relative Application Severity Total frame damage recorded during this summary
Reserved_1 Future Use

Alarm and Snapshot Triggers Satellite Features
Serious fault conditions will be sent to WebCARE via The KOMTRAX Plus controller sends data to
the Orbcomm satellite network(if equipped), as well WebCARE via the Orbcomm satellite network (if
as being recorded in permanent memory. Some fault equipped) in the following conditions:
codes are configured to generate a snapshot when • A fault code occurs that has been configured
they occur. for transmission via Orbcomm.
Table 6 shows which fault codes trigger a snapshot • A periodic event occurs, such as reception of
and which fault codes will be sent to WebCARE via daily PLM III summary data or a 20 hour trend.
satellite. • A remote request for data is received via the
satellite network.
Table 6: Alarm and Snapshot Triggers

Sent via Snapshot
Fault Code Fault Description Source
Orbcomm Trigger
#A018 RR Flat Cylinder Warning PLM III X
#A019 LR Flat Cylinder Warning PLM III X
#A101 Pump Filter Switches IM X
#A107 Propel System Caution IM X
#A108 Propel System Temp Caution IM X
#A109 Propel System Reduced Level IM X
#A115 Low Steering Precharge IM X
#A124 No Propel / Retard IM X
#A125 No Propel IM X
#A126 Hydraulic Tank Level IM X
#A127 IM Sensor +5V Low IM X
#A128 IM Sensor +5V High IM X
#A190 Auto Lube Switch IM X
#A194 High FL Brake Oil Temp IM X X
#A195 High FR Brake Oil Temp IM X X
#A196 High RL Brake Oil Temp IM X X
#A197 High RR Brake Oil Temp IM X X
MFA0 Manual Trigger Manual X X
C00115 Speed Signal Lost Engine X X
C00135 Oil Pressure Circuit Failed High Engine X X

Table 6: Alarm and Snapshot Triggers (continued)
Sent via Snapshot
Fault Code Fault Description Source
Orbcomm Trigger
C00143 Low Oil Pressure Engine X X
C00151 High Coolant Temperature Engine X X
C00155 High IMT LBF Engine X X
C00158 High IMT LBR Engine X X
C00162 High IMT RBF Engine X X
C00165 High IMT RBR Engine X X
C00214 High Oil Temperature Engine X X
C00219 Remote Oil Level Low Engine X X
C00233 Low Coolant Pressure Engine X X
C00234 Engine Overspeed Engine X X
C00235 Low Coolant Level Engine X X
C00261 High Fuel Temperature Engine X X
C00292 OEM Temp out of Range Engine X X
C00293 OEM Temp Failed High Engine X
C00294 OEM Temp Failed Low Engine X
C00296 OEM Pressure Out of Range Engine X X
C00297 OEM Pressure Failed High Engine X
C00298 OEM Pressure Failed Low Engine X
C00473 Remote Oil Level Signal Invalid Engine X X
C00555 High Blow-by Pressure Engine X X
C00639 Intake Air Leak LBR Engine X X
C00641 High Exh Temp #1 LB Engine X
C00651 High Exh Temp #1 RB Engine X

KOMTRAX PLUS DIAGNOSTIC FEATURES KOMTRAX PLUS CONTROLLER
KOMTRAX Plus provides several basic data items The KOMTRAX Plus controller collects and stores
that are useful for troubleshooting failures in the signals from sensors and data from other controllers.
KOMTRAX Plus itself. It also gives commands for transmitting the
accumulated data through the communications
system. The controller operates on 20VDC - 30VDC.
Fault History
The fault history recorded in the KOMTRAX Plus
controller can help identify failures within the system
and in the communications network to the engine
controllers, interface module, or PLM III. For a
complete listing of all the error codes, refer to the
Procedures in this section.
LED Digits
The KOMTRAX Plus controller indicates some
system errors or communication errors on two red
LED digits (2, Figure 11-6) on the controller. Error
codes are flashed as a two-part sequence. If no
errors are occurring, the LED digits count from 00 -
99 continuously at a rate of 10 numbers per second.
For a complete listing of all the error codes, refer to
the KOMTRAX Plus Troubleshooting and Checkout
Procedures in this section.
The KOMTRAX Plus controller also has two red LED
lights (10 and 11, Figure 11-6).
Light (10) PLM III communication
• OFF - no communication with the PLM III
controller
• ON - is communication with the PLM III
controller FIGURE 11-6. KOMTRAX PLUS CONTROLLER
Light (11) Orbcomm 1. KOMTRAX Plus 6. Connector CN4A

• OFF - no communication with Orbcomm Controller 7. Connector CN1
controller 2. LED Digit Display 8. Connector CN2A
• ON - communication with Orbcomm controller 3. Connector CN3B 9. Connector CN2B
4. Connector CN3A 10. PLM III Light
• FLASHING - satellite in view 5. Connector CN4B 11. Orbcomm Light

If the KOMTRAX Plus controller has to be replaced, 1. Install the new controller and connect the wiring
the following steps must be performed in order to harnesses to it. Connect the laptop PC to the
maintain accurate information after the controller has controller with the serial cable.
been replaced. If the new controller is not set up 2. Connect battery power. Turn the key switch ON,
correctly (like the one being removed), the data in the but do not start the engine.
controller and at WebCARE may not be usable. 3. With the VHMS Setting Tool software, enter the
Some steps will require using a laptop PC and the Service ID and choose the “Save/Load”
VHMS Setting Tool software or the VHMS Technical function.
Analysis Tool Box software. For more detailed 4. From the file menu, select “Load”.
instructions on performing these steps with a laptop 5. Capture a screen shot (“Alt” and “Print Screen”
PC and software, refer to “KOMTRAX Plus Software” keys at the same time) of the Save
later in this section. Confirmation window, paste it into a Microsoft
During the controller replacement process, two data Word document and save it.
downloads will have to be taken (one before, one 6. Click the [OK] button to load the settings.
after) and sent to WebCARE. Also, a KOMTRAX 7. Click the [Apply] button to reset the controller,
Plus initialization form will have to be filled out and then click the [OK] and [Yes] buttons to confirm.
sent to Komatsu North America as shown on the Then select the [Close] button.
form.
8. Fill out a KOMTRAX Plus initialization form and
send it to Komatsu as instructed on the form.
1. With the key switch OFF, connect a laptop PC 9. Exit the VHMS Setting Tool program.
to the controller using the serial cable.
10. Turn the key switch OFF and wait three
2. Using a laptop PC and the VHMS Technical minutes.
Analysis Tool Box software, perform a complete
11. Turn the key switch ON. Wait three minutes and
data download from the controller. Refer to
watch for any error messages on the controller
“When Replacing a KOMTRAX Plus Controller”
LED lights that might indicate a problem in the
later in this section.
system.
3. Save this data so it can be sent to WebCARE at
a later time when a connection to the internet is 12. If there are no error messages, continue to Step
available. 13. If there are error messages, refer to the
4. Using the VHMS Setting Tool software, enter
procedures elsewhere in this section.
the Service ID and choose the “Save/Load”
function. 13. Using a laptop PC and the VHMS Technical
5. From the File menu, select “Save”. Analysis Tool Box software, perform a complete
data download from the controller.
6. Capture a screen shot (“Alt” and “Print Screen”
keys at the same time) of the Save 14. Confirm the download data is good by using the
Confirmation window, paste it into a Microsoft VHMS Technical Analysis Tool Box software.
Word document and save it. Make sure the settings are correctly applied by
looking at the date, time, SMR, etc.
7. Click the “OK” button to save the settings.
8. Exit the VHMS Setting Tool program. 15. Turn the key switch OFF. Disconnect the laptop
PC from the controller.
9. Turn the key switch OFF.
16. Use internet access available to the laptop PC
10. Wait three minutes, then disconnect battery
to send the download data set that was taken
power.
before the controller was removed from the
11. After the two LED lights are off, disconnect the truck to WebCARE. Use the FTP feature built
wiring harnesses and remove the controller. into the VHMS Technical Analysis Tool Box
program to send the files.
17. Use the FTP program to send the download
data set that was taken after the new controller
was installed to WebCARE.

KOMTRAX PLUS SOFTWARE
To work with KOMTRAX Plus, several special tools NOTE: Be aware that the software and data files are
and software programs are required. Refer to Tables updated periodically. Check with the local Komatsu
1 and 2 for detailed information on KOMTRAX Plus distributor for the latest software versions.
software and tools.
Table 1: KOMTRAX Plus Software

Name Description Source
VHMS Technical Analysis
To maintain KOMTRAX Plus Komatsu Distributor
Tool Box
VHMS Setting Tool To initialize KOMTRAX Plus Komatsu Distributor
PDM Payload Meter III Data Manager Komatsu Distributor
PLM III * PLM III Controller Software to work with KOMTRAX Plus Komatsu Distributor
NOTE: PLMIII ships with original software version EJ0575-5. Update to the current version.
Table 2: KOMTRAX Plus Tools

200 MHz or higher
64 MB RAM or more
Laptop PC Serial or USB Port Purchase Locally
CD/DVD-Rom drive
Windows operating system
Male DB9 connector at one end
Serial cable (RS232 port) Purchase Locally
Female DB9 connector at other end
USB port to RS232 serial port
Adaptor (If the laptop PC does not have an RS232 port, Purchase Locally
this adaptor is required.)
VHMS Tool Box Installation VHMS Setting Tool Installation

1. Insert the CD. The VHMS Technical Analysis 1. Insert the CD. If the VHMS Technical Analysis
Tool Box software will begin installing Tool Box software begins installing
automatically. automatically, select the [Cancel] button to stop
2. Accept the recommended defaults and finish the installation process.
installing VHMS Technical Analysis Tool Box. 2. Open My Computer.
3. Double-click on the new icon on the desktop, 3. Right-click on the CD drive and select Open.
VHMS Technical Analysis Tool Box. 4. Open the Setting Tool folder.
4. Initialize the software by inserting the Set Up 5. Double-click on the Setup.exe file.
Disk.
6. Accept the recommended defaults and finish
5. Enter the User Name. The User Name is user. installing VHMS Setting Tool.
6. Enter the Password. The Password you entered
the first time will be your Password from then PDM Software Installation
forward, unless you change it. Insert the CD. The Payload Data Manager (PDM)
7. VHMS Technical Analysis Tool Box is installed. software will begin installing automatically.
If this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.

KOMTRAX PLUS INITIALIZATION CONTROLLER SETUP PROCEDURE
PROCEDURE
VHMS Setting Tool software program
When a new truck is being assembled, there are
several procedures to perform in order to initialize 1. Start the VHMS Setting Tool software program.
KOMTRAX Plus. Following the procedures will There will be three choices to choose from.
ensure a smooth initialization process which should • Use the [VHMS Setting] function to initialize a
not take longer than an hour to complete. To ensure truck or change a truck's settings.
the initialization process has been completed
properly, check off each item on the list below as it is • Use the [When VHMS needs to be replaced]
function when replacing a truck's KOMTRAX Plus
done. It is important to complete the entire procedure
controller.
at one time. Submitting a data download with a date
and SMR that does not match the KOMTRAX Plus • Use the [Review setting information] function
initialization form will not allow the system to be when only needing to view a truck's settings.
initialized.
NOTE: The interface module must be fully
operational before initializing the KOMTRAX Plus
controller. Select Operation
The initialization procedure consists of the following: 2. Select VHMS Setting, then click [Next].
 Controller Setup Procedure

 Snapshot Procedure
 Download Procedure
 FTP Upload Procedure
 Initialization Forms

KOMTRAX Plus Setting Function Machine Information Setting(2)
3. Select Set up & All clear if initializing a truck, 5. Verify that the Machine Information Settings are
then click [Next]. correct. If not, enter the correct settings. Then
click [Next].
Machine Information Setting(1) Date & Time Setting

4. Verify that the Machine Information Settings are 6. Enter the correct Time Zone, Date and Time.
correct. If not, enter the correct settings. Then Check [DST (Summer Time)] if the truck's
click [Next]. location uses Daylight Savings Time. Then click
[Next].

GCC Setting Setting Summary
7. Choose the correct GCC code. The GCC code 8. Verify that all the setting information is correct
tells trucks that are equipped with Orbcomm and click [Apply].
which satellite ground station to use. Then click
[Next].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will

close.

SNAPSHOT PROCEDURE 3. While the manual snapshot is being taken,
operate the truck.
A snapshot through KOMTRAX Plus records
important data about different systems on the truck. a. Operate the engine at high and low idle.
Take snapshots on a periodic schedule and store b. Raise the dump body to the full dump
them as part of the truck history. These snapshots position.
can then be compared and trends can be analyzed to
predict future repairs. c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
A single snapshot records truck data for 7.5 minutes.
d. Turn the steering wheel to full left, then full
NOTE: On AC drive trucks, a laptop PC should also right against the stops momentarily.
be connected to the GE drive system to allow for
e. Travel forward to maximum speed and apply
maximum horsepower check of the engine during the
the brakes hard.
snapshot recording process.
f. Travel in reverse.
g. Perform a horsepower check using a laptop
1. Allow the truck to run until it is at normal
PC connected to the GE drive system.
operating temperatures.
4. The white LED will begin flashing slowly after
2. Press and hold the GE data store switch for
five minutes has elapsed, then flash rapidly
three seconds, then release it. The white data
during the last 30 seconds.
store in progress LED should illuminate.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify that the KOMTRAX Plus
controller red LED display is off.
6. Use VHMS Technical Analysis Tool Box
program to download the snapshot data into a
laptop PC. Use the FTP feature to send the
download data to WebCARE.

DOWNLOAD PROCEDURE 16. Select the [Machine History] option from the list
on the left side of the screen.
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the truck. 17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
1. Turn the key switch to the OFF position to stop
the engine. 18. Exit any open windows on the laptop PC.
2. Turn the key switch to the ON position, but DO 19. Verify that a full download has been taken.
NOT start the engine. Refer to Location of Downloaded Files on
3. Allow the KOMTRAX Plus controller to start up. Computer for more detailed instructions.
This should take about one minute. Verify the 20. Disconnect the KOMTRAX Plus serial cable
red LED display starts counting up. from the laptop PC and from the truck.
4. Attach the KOMTRAX Plus serial cable to the
21. Turn the key switch to OFF.
truck's KOMTRAX Plus port and the other end
to the laptop PC’s serial port. Location of Downloaded Files
5. Double-click on the VHMS Technical Analysis
When a download using VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
Tool Box is performed, several files are downloaded
6. Enter the appropriate User Name and onto the computer. They are organized in a specific
Password and click the [OK] button. way so that they can be used by VHMS Technical
7. Double-click on the [Download] icon. Analysis Tool Box at a later time. This structure is
8. Select the COM port in the Port No. drop-down created automatically when the computer is used to
box and click the [Connection] button. perform the download from the KOMTRAX Plus
controller. The situation may arise where the files
9. Verify that the date and time is correct for
need to be sent to someone, or someone gives these
current local date and time. Also verify that the
files to you.
displayed service meter hours are equal to the
value entered previously. 1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
10. If this is the first time this laptop PC has been
connected to the truck, you will need to 2. In the left frame, the computer's file structure
download its definition file by clicking the [OK] will be displayed. The right frame will show the
button. details for the folder that is highlighted in the left
frame.
11. Verify that a manual snapshot (MFAO) has been
3. In the left frame, navigate to the download files.
recorded. The display should show an item
named “Snapshot” with the code MFAO and
text “Manual Trigger”.
The basic path is as follows:
12. On the Download screen, click the [Select All]
button. All items will become checked. - Desktop
- My Computer
13. Click the [Download] button. The download may - Local Disk (C:)
take one to ten minutes. Generally, if there are - VHMS_Data
several snapshots in the download items, the - Model
download will take longer. - Serial Number
14. Click the [OK] button to complete the download. - Date
- Check Number
15. Verify that the “Download Completed” message
is displayed. Click on [Exit]. NOTE: The Date folder is named in the format
YYYYMMDD.

FTP UPLOAD PROCEDURE
After downloading, the KOMTRAX Plus data resides
on the laptop PC that performed the download. At
this point, it can be reviewed and analyzed using
VHMS Technical Analysis Tool Box on this laptop PC
only. In order to make this data available to others, it
must be sent to an online database named
WebCARE. Once the data has been uploaded via
FTP to WebCARE, it is accessible to anyone with an
internet connection and an ID and password.
VHMS Technical Analysis Tool Box is used to
perform the FTP upload. Perform an FTP upload as
soon as the person who performed the download can
obtain an internet connection. All downloads should
be uploaded to WebCARE.

The screenshot shows the location the KOMTRAX 2. Enter the appropriate user name and password
Plus download files on a computer. The Check and click the [OK] button.
Number folder is named in the format CHK000#. 3. Double-click the [FTP] icon.
Each time a download is taken, it is placed in one of
these folders. The first download will be in the
CHK0001 folder. If a second download is taken on
the same day, will be in the CHK0002 folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides KOMTRAX Plus download files 4. At the FTP Client Login window, enter the FTP
through e-mail or on a disk, the same folder User ID and Password.
organization must be created in order to view them in User ID = komatsu
VHMS Technical Analysis Tool Box. Password = vhms

5. The target directory should be set to the laptop 7. After selecting the correct file to send, click the
PC's hard drive (usually drive C:\). [Send (FTP)] button.
a. Double-click the VHMS_Data folder to drop 8. Click the [Yes] button to verify that you want to
down the model folders. upload the data to WebCARE.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.
d. Double-click the appropriate date folder to
drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files
window. 9. If the sending file was uploaded successfully,
the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Make sure that the laptop PC has an internet
connection.
6. Some models will automatically create a

sending file during the download process.
Others need to have the sending file created at
this time. A sending file is just a compressed
version of all the other downloaded files. If there
is already a sending file in the Send File
window, you do not need to perform this step. If 10. Click the [OK] button, then the [Exit] button.
there is not a sending file in the Send File Close all other open windows.
window, click the [Make Sending File] button.
NOTE: The compressed sending file will look similar

INITIALIZATION FORMS
to this file name, and will always end with a “.K”.
P_930E_-_A30462_1105208857.K Complete the initialization check list and initialization
forms found later in this section. Send the
initialization form to Komatsu.
Initialization is now complete.

WHEN REPLACING A KOMTRAX PLUS
CONTROLLER 3. Click the [Save] button.
Refer to the KOMTRAX Plus controller removal and
installation instructions earlier in this section to
replace a KOMTRAX Plus controller. Follow the
steps below when using the VHMS Setting Tool
software to save the data and settings so they can be
transferred from the old controller to the new
controller.
1. Select the [When VHMS Needs To Be

Replaced] function.
4. Click the [OK] button.
5. Replace the KOMTRAX Plus controller.

2. Select the [Save current setting before
replacement of VHMS controller] function.

8. If the correct data is not showing, click the
6. Select the [Use previous setting after [Select File] button and choose the correct data.
replacement of VHMS controller] function. Then click the [Next] button.
9. Enter the correct Time Zone, Date and Time

7. Verify that the data showing is the data to be information. Check [DST (Summer Time)] if the
loaded and then click the [Next] button. truck's location uses Daylight Savings Time.
Click the [Apply] button.

10. Click the [OK] button. Setting Date & Time, Satellite & Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
11. Click the [OK] button. The Setting Tool Program

will close.
2. Select the [Set up only] function, then click the

[Next] button.

3. After selecting one of the following choices, b. Satellite: Select the correct country location
click the [Next] button. from the drop-down menu, then click the
[Apply] button to change the setting.
• Date & Time
• Satellite
• Payload Meter
c. Payload Meter: Set Start Time to “0”, and

Interval to 1. Then click the [Apply] button to
a. Date & Time: Should be set to current date save the setting.
and time. If not correct, set the correct Time
Zone, Date and Time to current time zone,
date and time. Select [DST Summer Time)] if
it applies. Click the [Apply] button.

Review Setting Information 2. Review the settings for accuracy. If something
1. Select the [Review setting information] function is not correct, click the [Back] button, select the
and then click the [Next] button. appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.
3. Click the [Yes] button to close the Setting Tool

Program.

KOMTRAX PLUS CONTROLLER
CHECKOUT
Necessary Equipment
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Tool Box software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
NOTE: Before performing this procedure, the

interface module must be fully functional and the
KOMTRAX Plus controller must be initialized and
fully functional.
Preliminary
1. Turn the key switch to the OFF position to stop
the engine. Verify that the seven segment LED
display on the KOMTRAX Plus controller is off.
2. Turn the key switch to the ON position, but DO FIGURE 13-7. KOMTRAX PLUS CONTROLLER
NOT start the engine.
1. KOMTRAX PLUS 6. Connector CN4A
3. Allow the KOMTRAX Plus controller to boot up.
Controller 7. Connector CN1
Watch the red, two digit LED display on the
2. LED Display 8. Connector CN2A
controller to show a circular sequence of seven
3. Connector CN3B 9. Connector CN2B
flashing segments on each digit. After a short
4. Connector CN3A 10. PLM III Light
time the two digit display should start counting
5. Connector CN4B 11. Orbcomm Light
up from 00 - 99 at a rate of ten numbers per
second.
truck's KOMTRAX Plus diagnostic port (2,
Figure 13-3) and the other end to the laptop
PC’s serial port.
6. Enter the appropriate User Name and
Password and click the [OK] button.
7. Check for any active fault codes. If any are
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.

8. Start the VHMS Setting Tool program by 11. If any one of the following settings was
clicking on the icon on the laptop PC screen. changed, a new KOMTRAX Plus initialization
9. Select the [Review setting information] function form must be filled out and submitted to
and then click the [Next] button. Komatsu America Service Systems Support
Team.
•KOMTRAX Plus controller replaced
•Engine or alternator replaced
•Adjusted time or time zone
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
13. E-mail or fax the completed KOMTRAX Plus
initialization form to Komatsu America Service
Systems Support Team.
KOMTRAX Plus Controller Checkout Procedure

10. Review the settings for accuracy.
1. Connect the serial cable from the PC to the
• If everything is correct, click the [Exit] button. The serial port of the KOMTRAX Plus controller.
checkout procedure is complete. 2. Start the serial communications software (Tera
• If a setting is not correct, click the [Back] button, Term).
select the appropriate category and reset the 3. Setup the serial communications software by
information to the correct settings. Then proceed selecting the appropriate serial COM port, and
to the next step. baud rate equal to 19200.
4. After completing the setup, wait for 5 seconds
then while holding the CTRL key, type “VHMS”
(Notice that nothing will display on the screen
while typing).
5. After “VHMS” has been typed, some text
followed by a prompt > will be displayed. This
confirms that proper communication between
the PC and KOMTRAX Plus has been
established.
6. At the prompt >, type "ver". Something similar
to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
>

7. At the prompt >, type "dispvhmsinf". Information 8. The KOMTRAX Plus controller also has two red
similar to the following will be displayed: LED lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
• OFF - No communication with the PLM III
controller. Troubleshoot and repair the
---- MACHINE INFORMATION -------- connection.
• ON - Communication with the PLM III controller
PRODUCT GROUP: Dumptruck
is good.
MACHINE_MODEL: 930E- Light (11) Orbcomm
MACHINE_SERIAL: • OFF - No communication with Orbcomm
ENG_MODEL: QSK60 controller. Troubleshoot and repair the
connection.
ENG_SERIAL_NO1:
• ON - Communication with Orbcomm controller
ENG_SERIAL_NO2: is good.
PRG_NO1: 12000100100 • FLASHING - Satellite signal is established.
This may take as long as 15 minutes to occur.
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the KOMTRAX
Plus controller.

ORBCOMM CONTROLLER (if equipped)
The Orbcomm controller receives data from the Installation
KOMTRAX Plus controller and sends this data
through the antenna to the Komatsu computer 1. Install the Orbcomm controller. Connect the
center. wire harnesses to the controller.
2. Turn the key switch ON, but do not start engine.
NOTE: The Orbcomm controller may not be
Wait three minutes and watch for any error
approved for use in certain countries of the world.
messages on the KOMTRAX Plus controller
Local regulation may prohibit the use of the
LED lights that might indicate a problem with
Orbcomm controller/satellite communicator. If
the Orbcomm controller or communications to
equipped, the controller and antenna may be
the controller.
disconnected and/or removed from the truck.
3. If there are no error messages, turn the key
switch OFF. If there are error messages, refer to
the KOMTRAX Plus Troubleshooting and
Removal
Checkout Procedures elsewhere in this section.
1. Turn the key switch OFF. Disconnect battery 4. Fill out the KOMTRAX Plus initialization form
power by using the battery disconnect switches. and send it to Komatsu as instructed on the
2. Disconnect the wire harnesses from the form. Failure to submit the form to Komatsu will
Orbcomm controller. prevent machine data from being sent to the
3. Remove the Orbcomm controller. Komatsu computer center.
NOTE: The new controller should come with a
special Orbcomm Terminal Activation form that
includes space to list the failed controller serial
number and new controller serial number. Komatsu
must have this information to maintain accurate data.
5. It may take up to two weeks for Komatsu to
activate the new Orbcomm controller. During
this time, a manual download of data must be
taken one time each week using a laptop PC.
This data must then be sent to WebCARE using
the FTP feature in VHMS Technical Analysis
Tool Box program. Keep downloading data and
sending it to WebCARE one time each week
until the new Orbcomm controller has been
activated.
Komatsu will notify the person who performed
the controller replacement by e-mail when the
new controller has been activated and no more
manual downloads will have to be performed.
FIGURE 11-8. ORBCOMM CONTROLLER

1. Orbcomm Controller 3. Connector CN1B
2. Connector CN1A 4. Antenna Connector

SECTION D12
INTERFACE MODULE
INDEX
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Flashburn Software Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Interface Module Application Code Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Interface Module Realtime Data Monitor Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Check Digital Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-9
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11
Check Serial Interfaces To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
D12007 12/11 INTERFACE MODULE D12-1

NOTES
D12-2 INTERFACE MODULE 12/11 D12007

INTERFACE MODULE
The interface module (IM) (1, Figure 12-1) collects 6. Turn the key switch OFF and wait one minute.
data from various sensors and sends this information 7. Turn the key switch ON, but do not start the
to the KOMTRAX Plus controller through the main engine. Wait three minutes and watch for any
wiring harness. error messages on the KOMTRAX Plus
controller LED lights that might indicate a
If a new interface module is purchased, the operating
problem in the system.
system (software) has to be installed into the new
interface module. To install the operating system, a 8. If there are no error messages, turn the key
laptop PC must be connected to the IM diagnostic switch OFF. If there are error messages, refer to
port (1, Figure 12-5). Two software programs are the KOMTRAX Plus & Interface Module
required to install the software: the operating system Troubleshooting and Error Codes elsewhere in
and the program to perform the installation of the this section.
software (flashburn).
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the KOMTRAX Plus controller to process
and store data.
2. Disconnect the battery using the battery
disconnect switch.
3. Disconnect the wiring harnesses from the
interface module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire har-
nesses to the interface module.
2. Refer to the KOMTRAX Plus Software
instructions to install the flashburn program on a
laptop PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 12-5).
4. Turn the key switch ON, but do not start the FIGURE 12-1. INTERFACE MODULE
engine. 1. Interface Module 3. Connector IM2
5. Run the flashburn program to install the 2. Connector IM1 4. Connector IM3
application code into the interface module.
Make sure the correct application code is
installed for the model and serial number range
(if any) of truck that is being serviced. After the
application code has been installed, proceed
with to Step 6.

SENSORS Pressure Sensors
Temperature Sensors Four pressure sensors (Figure 12-3) have been

added to the truck to monitor various hydraulic
Temperature sensors (Figure 12-2) monitor the circuits. The four circuits are:
ambient air temperature and the hydraulic oil
temperature. An ambient air temperature sensor is • both inlets to the hoist valve
located on the left side of the air blower inlet duct for • steering supply circuit
the traction alternator. The hydraulic oil temperature
• front brake apply circuit
sensors are located at each wheel to measure the oil
temperature as it leaves each brake assembly.
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit
junction block in the hydraulic cabinet behind the
cab. The steering pressure sensor is located on the
bleeddown manifold in the port labeled “TP2”.
FIGURE 12-2. TEMPERATURE SENSOR
FIGURE 12-3. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor

2. Pin 2, Signal (Red)

INTERFACE MODULE SOFTWARE The data files, application code and flashburn
software are only required if the interface module is
To work with the interface module, several special
being replaced. Replacement interface modules from
tools and software programs are required. Refer to
Komatsu do not have any software installed in them.
Tables 1 and 2 for detailed information on software
and tools. NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
Refer to the following pages for detailed information
distributor for the latest software versions.
on how to perform certain procedures using specific
software.
Table 1: Interface Module Software

Interface Module
Realtime Data Monitor Use to watch inputs and outputs in the interface module Komatsu distributor
Software
Flashburn program To install application code in interface module Komatsu distributor
Application code Application code for interface module Komatsu distributor
Table 2: Interface Module Tools

200 MHz or higher
64 MB RAM or more
Laptop computer Serial or USB Port Purchase locally
CD/DVD-Rom drive
Windows operating system
Male DB9 connector at one end
Serial cable (RS232 port) Purchase locally
Female DB9 connector at other end
USB port to RS232 serial port
Adaptor (If the laptop computer does not have an RS232 port, Purchase locally
this adaptor is required.)
Flashburn Program Installation

The Flashburn program is used to install the
application code into the interface module controller.
1. Save the Flashburn program file to a folder on a
local hard drive (such as C:\temp) on the laptop
computer.
2. Double-click on the Flashburn program file so it
will extract the file. Chose a folder on a local
hard drive to save the file into (such as
C:\temp).
3. Inside that directory, double click on Setup.exe
to install the Flashburn program.
4. Follow the on-screen prompts to install the
program.

Interface Module Application Code Installation Interface Module Realtime Data Monitor Software
The application code is truck specific software that is The interface module realtime data monitor software
installed into the interface module. Application code is used to display the data going into and out of the
is installed using the Flashburn program. interface module.
1. Using a laptop computer, save the application
To install:
code files to a folder on a local hard drive (such
as C:\temp). 1. Copy the file onto the hard drive of the laptop
computer.
2. Double-click on the correct application code file
so it will extract the file. Chose a folder on a 2. Double-click on the file and follow the screen
local hard drive to save the file into (such as prompts to install the software.
C:\temp).
To use:
3. Using a serial cable, connect the laptop
computer to the IM-Diag connector located near 1. Start the Interface Module Realtime Data
the interface module. Monitor program.
4. Start the Flashburn program. 2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
5. Select [Download Application to Product].
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.
6. Make sure that the power to the interface

module is off. Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the application code file. Then click
[Next].
Flashburn will now install the application code into
the interface module.

INTERFACE MODULE CHECKOUT
If a new truck with KOMTRAX Plus is being

assembled, or a new KOMTRAX Plus system has
just been installed, refer to the KOMTRAX Plus
System for instructions regarding the
initialization procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary Equipment
• System schematic
• Laptop PC
• Interface Module Real Time Data Monitor
software
• Serial cable (RS232)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor FIGURE 12-4. INTERFACE MODULE
• 3/8 in. nut driver
1. Interface Module 3. Connector IM2
2. Connector IM1 4. Connector IM3
NOTE: The interface module must already have the
application code installed.

Preliminary
1. Turn the key switch to the OFF position to stop 7. Check for fault codes associated with the
the engine. interface module.
2. Turn the key switch to the ON position, but DO a. Perform a KOMTRAX Plus download with
NOT start the engine. the VHMS Technical Analysis Tool Box pro-
3. Allow the KOMTRAX Plus controller to start up. gram. Refer to KOMTRAX Plus Download
This should take about one minute. Verify the for detailed instructions on performing a
red LED display starts counting up. download.
4. Attach the KOMTRAX Plus serial cable to the b. In the download data, view the fault history
machine's KOMTRAX Plus diagnostic port (2, and confirm that there are no fault codes
Figure 12-5), and the other end to the laptop associated with the interface module. If any
PC’s serial port. are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between PLM
III, engine controller, interface module, drive
system controller or the Orbcomm controller.
If any are found, these circuits should be
analyzed to determine the cause of the fault
and repaired.
machine's IM diagnostic port (1, Figure 12-5),
and the other end to the laptop PC’s serial port.
9. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank
window. On the menu bar, there are five items:
FIGURE 12-5. DIAGNOSTIC PORTS Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
1. IM Diagnostic Port 2. KOMTRAX Plus
Diagnostic Port 10. Click on [Select Serial Port] in the menu bar.
Select the correct communication port. It will
usually be Com1.
11. Click on [Start/Stop] in the menu bar and select
5. Double-click on the VHMS Technical Analysis Start.
Tool Box icon on the computer's desktop.
12. The program should display data as shown in
6. Enter the appropriate User Name and
Figures 12-6 and 12-7.
Password and click the [OK] button.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.

Check Digital Inputs To The Interface Module 7. Pump Filter Switches (IM2-Y) - short wire 39L to
ground at TB44-N momentarily and confirm
1. Hydraulic Tank Level (IM2-K) - short wire 34LL
state change (one to zero).
to ground at TB35-N momentarily and confirm
state change (one to zero). 8. No Propel (IM2-p) - short wire 75NP to ground
at TB25-P momentarily and confirm state
2. No Propel / Retard - (IM2-N) short wire 75-6P to
change (one to zero).
ground at TB26-C momentarily and confirm
state change (one to zero). 9. Propel System Caution (IM2-t) - short wire 79W
to ground at TB26-D momentarily and confirm
3. Reduced Retard - (IM2-R) short wire 76LR to
state change (one to zero).
ground at TB28-D momentarily and confirm
state change (one to zero). 10. Reduced Propel System (IM3-B) - short wire
4. Propel System Temp Caution - (IM3-A) short 72LP to ground at TB25-W momentarily and
wire 34TW to ground at TB26-B momentarily confirm state change (one to zero).
and confirm state change (one to zero). 11. Park Brake Set (IM2-M) - disconnect park brake
5. Lamp Test (IM2-R) - actuate lamp test switch pressure switch in brake cabinet at CN240
and confirm state change (zero to one). momentarily and confirm state change toggles
6. Low Steering Precharge (IM2-W) - short wire continually (zero to one).
33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR

12. Park Brake Request (IM3-V) - Short the engine 17. Crank Sense (IM3-U) -Open the start battery
oil pressure switch wire circuit 36 on TB26-L to disconnect switch so that there is no battery
ground. Move shift lever from neutral to park voltage to the starters. Momentarily short TB32-
position and confirm state change (one to zero). M to 24V and confirm state change (zero to
Remove the ground from TB26-L. one). After removing 24V short from TB32-M,
close the start battery disconnect switch.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1
to ground at TB24-T momentarily and confirm 18. Selector Switch (Park) (IM3-T) - Place shifter
state change (one to zero). into park position and confirm 1 state then
shift into neutral and confirm 0 state. Return
14. GE Batt + (IM3-M) -- confirm this is a one.
shifter to park position.
15. Starter Motor 1 Energized (IM3-R) - Disconnect
19. Selector Switch (FNR) (IM2-N) - Place shifter
wire 11SM1 from cranking motor to TB29-K at
into park position and confirm 0 state then
TB29-K. Momentarily short TB29-K to 24V and
shift into neutral and confirm 1 state. Return
confirm state change (zero to one). Reconnect
shifter to park position.
disconnected wire.
20. Steering Bleed Pressure Switch (IM2-Z) - Dis-
16. Starter Motor 2 Energized (IM3-S) - Disconnect
connect the steering bleed down pressure
wire 11SM2 from cranking motor to TB29-G at
switch and confirm state change (zero to one).
TB29-G. Momentarily short TB29-G to 24V and
Reconnect the switch.
confirm state change (zero to one). Reconnect
disconnected wire.
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR

21. Brake Lock Switch Power Supply (IM3-L) - Use 6. Brake Pressure [kPa] (IM3-p): Disconnect
GE DID to simulate a vehicle speed of 2 kph. service brake pressure sensor located in brake
Confirm state change (zero to one). Leave vehi- cabinet (reference circuit 33SP) and confirm
cle speed at 2 kph until completion of step 24. fault A205, Brake Pressure Sensor Low, is
active. Reconnect sensor.
22. Brake Lock (IM2-i) -Actuate brake lock switch
and confirm state change (zero to one). Turn 7. Right Rear Brake Oil Temp [C] (IM3-M):
off brake lock switch. (The Brake Lock Switch Disconnect right rear brake oil temp sensor and
Power Supply test, item 21, must be completed confirm fault A167, Hydraulic Oil Temp - Right
before this test can be successfully completed.) Rear Sensor Low, is active. Reconnect sensor.
Reset vehicle speed to zero. 8. Left Rear Brake Oil Temp [C] (IM3-I):
23. Service Brake Set Switch (IM3-C) - Short wire Disconnect left rear brake oil temp sensor and
44R at TB26-X to 24 volts momentarily and con- confirm fault A166, Hydraulic Oil Temp - Left
firm state change (zero to one). Rear Sensor Low, is active. Reconnect sensor.
9. Right Front Brake Oil Temp [C] (IM3-R):
24. Engine Shutdown (IM3-F) - Disconnect wire
Disconnect right front brake oil temp sensor and
21ISL from the engine ECM at TB36-W leaving
confirm fault A169, Hydraulic Oil Temp - Right
wire 21ISL to IM connected at TB36-W.
Front Sensor Low, is active. Reconnect sensor.
Momentarily short TB36-W to 24V and confirm
state change (zero to one). Reconnect discon- 10. Left Front Brake Oil Temp [C] (IM3-T): Discon-
nected wire. nect left front brake oil temp sensor and confirm
fault A168, Hydraulic Oil Temp - Left Front Sen-
25. Secondary Engine Shutdown Switch (IM3-E) -
sor Low, is active. Reconnect sensor.
Actuate the Secondary Engine Shutdown
switch and confirm state change (zero to one). 11. Hoist Pressure 2 [kPa] (IM3-Q): Short wire
33HP2 to ground at TB41-J momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
Check Analog Inputs To The Interface Module
12. Hoist Pressure 1 [kPa] (IM3-S): Short wire
NOTE: Instead of using a resister in place of a
33HP1 to ground at TB41-A momentarily and
sensor for verifying pressure readings, a calibrated
confirm fault A202, Hoist Pressure 1 Sensor
pressure gauge can be installed in the hydraulic
Low, is active.
circuit to compare system pressures with the
pressures displayed in the Interface Module Real 13. Battery Voltage 24V [V] (IMint): confirm reported
Time Data Monitor program. voltage is +/- 1 volt of actual measured battery
voltage.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-G, H): Use GE DID to Check Serial Interfaces To The Interface Module
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID 1. Disconnect and isolate all circuits 90MMT at
+/- 2 kph. TB33-B and confirm that fault A276 becomes
active after ten seconds.
2. Steering Pressure [kPa] (IM3-D): Disconnect
steering pressure sensor and confirm fault 2. Reconnect all circuits 90MMT at TB33-B and
A204, Steering Pressure Sensor Low, is active. confirm that fault A276 clears.
Reconnect sensor. 3. Confirm that faults A184, A257, and A276 are
3. Ambient Air Temp [C] (IM3-E): confirm reported not active.
temperature matches ambient temperature
within 3 C.
4. Fuel Level [%] (IM3-G): confirm reported %
level matches actual fuel level in tank +/- 5%.
5. Battery Voltage A [V] (IM3-H): confirm reported
voltage is +/- 1 volt of actual measured 12 volt
battery voltage.

Check Outputs From The Interface Module 7. Disconnect the park brake pressure switch.
Actuate the lamp check switch and confirm that
NOTE: Before performing these next steps, the key
the Park Brake lamp energizes. Reconnect the
switch must be turned off for at least 7 minutes to
pressure switch.
allow the IM to completely shutdown. Confirm that
the IM has shutdown by verifying that the green LED 8. Actuate the lamp check switch and confirm that
on the IM controller has stopped flashing. While the Hydraulic Filter lamp energizes.
performing the following IM output checks, ensure 9. Actuate the lamp check switch and confirm that
that no output short circuit fault codes are reported the Brake Oil Temp lamp energizes.
by the IM Realtime Data Monitor software. 10. Confirm that the voltage on circuit 33ES1 at
1. Short the engine oil pressure switch wire circuit TB35-B is approximately 0 volts.
36 to ground on TB26-L.
11. Check the Brake Oil Temperature gauge by
a. Turn the key switch ON and shift into NEU- placing a 316 ohm resistor with a range of 300
TRAL. Confirm that park brake solenoid is to 332 ohms between circuit 5VIM on TB42-L
energized by verifying that coil is magne- and 34BT3 on TB24-G. Verify that the gauge
tized. needle moves clockwise. Do not remove the
resistor yet.
b. Use the GE DID panel to set the truck speed
to a speed above 1 kph. Shift into PARK. 12. Confirm that the voltage on circuit 33ES1 at
Confirm that the park brake solenoid remains TB35-B is approximately battery volts.
energized. 13. Crank Enable Output: Disconnect circuit 21A
c. Reduce the truck speed to 0 kph. Confirm from the prelube timer.
that the auto apply solenoid energizes. After
a. Shift into PARK and confirm that circuit 21A
one second, confirm that the park brake
on TB25-D is 24 volts while cranking.
solenoid de-energizes. After another 0.5 sec-
ond, confirm that the auto apply solenoid de- b. Shift into NEUTRAL and confirm that circuit
energizes. 21A on TB25-D is 0 volts while cranking.
d. Remove the ground from TB26-L. c. Reconnect circuit 21A to the prelube timer.
2. Actuate the lamp check switch and confirm that 14. Steering Bleeddown Solenoid: Confirm that the
the Battery Charger Failure lamp energizes. steering bleeddown solenoid is de-energized.
3. Actuate the lamp check switch and confirm that Turn the key switch OFF and confirm that the
the IM Warning lamp energizes. steering bleeddown solenoid is energized by
verifying that coil is magnetized.
4. Actuate the lamp check switch and confirm that
the IM Repair lamp energizes.
5. Actuate the lamp check switch and confirm that
the Engine Start Fail lamp energizes.
6. If the Low Fuel lamp is already illuminated,
confirm that it cycles off/on three times and that
the buzzer sounds three times within 15
minutes.
Alternately, if the Low Fuel lamp is illuminated,
completely power down the IM, then power it up
again. Verify that the lamp cycles on/off and the
buzzer sounds three times.
Otherwise, if the Low Fuel lamp is not illumi-
nated, disconnect and isolate all circuits 32G
and TB32-D. Confirm that the Low Fuel lamp
cycles on/off twice then stays on and the buzzer
sounds three times. Reconnect all circuits 32G
and TB32-D.

SECTION D13
INTERFACE MODULE AND KOMTRAX PLUS TROUBLESHOOTING
INDEX
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
KOMTRAX Plus LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-6
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10
FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-16

Unable to connect to KOMTRAX Plus from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-16
Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-17
Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-18
No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-19
Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-20
D13008 5/11 INTERFACE MODULE AND KOMTRAX PLUS TROUBLESHOOTING D13-1

NOTES
D13-2 INTERFACE MODULE AND KOMTRAX PLUS TROUBLESHOOTING 5/11 D13008

INTERFACE MODULE AND KOMTRAX PLUS TROUBLESHOOTING
GENERAL For instructions on how to use KOMTRAX Plus
software programs, refer to KOMTRAX Plus
The center of KOMTRAX Plus is the KOMTRAX Plus
Software elsewhere in this section.
controller, which gathers data about the operation of
the truck from sensors and other controllers installed
on the truck. Refer to Figure 13-1 for an overview of
the KOMTRAX Plus system components.
FIGURE 13-1. VHMS SYSTEM

TROUBLESHOOTING Effective troubleshooting of RF communications
systems can be complex and cannot always be
KOMTRAX Plus basically consists of five
reduced to a simple check of electrical resistance.
communications networks connected to the
However, a few basic troubleshooting procedures
KOMTRAX Plus and Orbcomm controllers. Figure
may be helpful in identifying common problems. The
13-1 shows the KOMTRAX Plus block diagram.
following steps can help identify a failed coaxial
cable. Repair or replace the cable if any of the
following is true:
Communications Networks
1. The center conductor is broken. There are more
Each RS232 network uses three wires: transmit, than two ohms of resistance when measuring
receive, and ground. Both transmit and receive are from one end of the coaxial cable to the other.
voltage signals, referenced individually to the ground 2. The outer shield is broken.
wire. The shield for the cable is grounded at one end
only. 3. There is an electrical connection between the
center conductor and the outer shield. There
Each CAN network uses two wires: CAN_High & are less than two megohms of resistance when
CAN_Low. The communications signal is a voltage measuring from the center conductor to the
differential measured between CAN_High and outer shield.
CAN_Low. The cable shields are connected at each
module through a high pass filter and grounded at
one point only on the truck. Both ends of each
network have termination resistors. FAULT CODES
Fault History
The fault history recorded in the KOMTRAX Plus
Coaxial Cable
controller can help identify a failure within KOMTRAX
The coaxial cable carries the Radio Frequency (RF) Plus and in the communications network to the
communications signal between the OrbComm engine, interface module and PLMIII. KOMTRAX
modem and the antenna. The coaxial cable consists Plus provides the following fault codes.
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
conductive dielectric material. Table 1: Fault History
In an RF application such as KOMTRAX Plus, the Fault
Description
communications signal sent over coaxial cable is Code
very susceptible to changes in the cable. Physical DBB0KK Source Voltage Error
damage, as well as contaminants such as water, may
affect the ability of the cable to properly transmit the Abnormality in VBAT Voltage
DBB3KK
RF signal. Bending the coaxial cable into a small (VHMS VBAT <10V)
loop may also damage the inner conductor. DBBRKR Can-net System (J1939)
DBB0KQ VHMS Connector Mismatch
DAW0KR IM Stopped Real Time Data
Too Much Payload Data For Requested
7P70Kr
Period
7P70KR PLMIII Stopped Real Time Data
9843KM Truck Frame Number Changed
MFA0 Manual Trigger

KOMTRAX Plus LED Display Fault Codes
The KOMTRAX Plus controller also indicates some faults on the two red LED digits on the top of the controller.
Fault codes are flashed as a two part sequence, as shown in the table below.
When no communication errors are occurring, the KOMTRAX Plus controller LED digits count from 00 - 99
continuously at a rate of ten numbers per second.
Table 2: VHMS LED Display Error Codes

Fault Code Fault Condition VHMS LED Display
M101 Truck Frame Number Changed Alternates ‘n1’ and ‘01’
M801 Can-net System (J1939) Alternates ‘n8’ and ‘01’
M804 Can-net System (RPC) Alternates ‘n8’ and ‘04’
M806 IM Stopped Real Time Data Alternates ‘n8’ and ‘06’
M807 Too Much Payload Data For Requested Alternates ‘n8’ and ‘07’
Period
M808 PLMIII Stopped Real Time Data Alternates ‘n8’ and ‘08’
M809 Can-net System (QUANTUM) Alternates ‘n8’ and ‘09’
M80A Can-net System (CENSE) Alternates ‘n8’ and ‘0A’
M901 Source Voltage Error Alternates ‘n9’ and ‘01’
M902 VHMS 24V Source System Error Alternates ‘n9’ and ‘02’
M905 Abnormality in VBAT Voltage (VHMS Alternates ‘n9’ and ‘05’
VBAT <10V)
M990 Ethernet Power Short Alternates ‘n9’ and ‘90’
MC10 MEMORY CLEAR: Failure History Alternates ‘nc’ and ‘10’
MC31 MEMORY CLEAR: (Load Map) Alternates ‘nc’ and ‘31’
MC40 MEMORY CLEAR: (Trend Analysis) Alternates ‘nc’ and ‘40’
MC60 MEMORY CLEAR: (Snap Shot) Alternates ‘nc’ and ‘60’
MC91 MEMORY CLEAR: (Maintenance History) Alternates ‘nc’ and ‘90’
ME01 Change Service Meter Alternates ‘ne’ and ‘01’
ME02 Change Calendar Alternates ‘ne’ and ‘02’
ME03 Orbcomm Settings Alternates ‘ne’ and ‘03’
ME04 Other Settings Alternates ‘ne’ and ‘04’
ME05 MEMORY CLEAR: All Alternates ‘ne’ and ‘05’
ME06 Initialized Alternates ‘ne’ and ‘06’
MF11 VHMS Connector Mismatch Alternates ‘nf’ and ‘11’
MFA0 Manual Trigger Alternates ‘nf’ and ‘A0’

Chassis Fault Codes
Fault codes generated from the truck chassis, PLM III or GE are shown in Table 3.
NOTE: Not of the fault codes that are listed may be used for this truck.
Table 3: Chassis Fault Codes

VHMS Sent via Snapshot
VHMS Fault Description Source
Fault Code OrbComm Trigger
#A1 LF Pressure Sensor Signal High PLMIII
#A2 LF Pressure Sensor Signal Low PLMIII
#A3 RF Pressure Sensor Signal High PLMIII
#A4 RF Pressure Sensor Signal Low PLMIII
#A5 LR Pressure Sensor Signal High PLMIII
#A6 LR Pressure Sensor Signal Low PLMIII
#A7 RR Pressure Sensor Signal High PLMIII
#A8 RR Pressure Sensor Signal Low PLMIII
#A9 Inclinometer Sensor Signal High PLMIII
#A10 Inclinometer Sensor Signal Low PLMIII
#A13 Body Up Switch Failure PLMIII
#A14 Internal Checksum Failure PLMIII
#A16 Internal Memory Write Failure PLMIII
#A17 Internal Memory Read Failure PLMIII
#A18 RR Flat Cylinder Warning PLMIII
#A19 LR Flat Cylinder Warning PLMIII
#A20 Date/Time Change PLMIII
#A21 Manual Tare Reset PLMIII
#A22 Alarm Carry Back PLMIII
#A26 User Switch Select Failure PLMIII
#A27 User Switch Clear Failure PLMIII
#A101 Pump Filter Switches - Pressure High IM
#A103 Hydraulic Tank Temp Sensor Low IM
#A104 Hydraulic Tank Temp Sensor High IM
#A105 Fuel Level Sensor Low IM
#A107 Propel System Caution IM/GE X
#A108 Propel System Temp Caution IM/GE X
#A109 Propel System Reduced Level IM/GE X
#A115 Low Steering Precharge IM X
#A123 Reduced Retard Level IM/GE
#A124 No Propel/Retard IM/GE X
#A125 No Propel IM/GE X
#A126 Hydraulic Tank Level Low IM X

Table 3: Chassis Fault Codes (continued)
#A127 IM Sensor +5V Low IM X
#A128 IM Sensor +5V High IM X
#A139 Low Fuel IM
#A145 Brake Cooling RPM Advance 1 IM
#A146 Brake Cooling RPM Advance 2 IM
#A152 Starter Failure IM
#A153 Low Battery Voltage - Engine Running IM
#A154 High Battery Charge Voltage IM
#A155 Low Battery Charge Voltage IM
#A158 Fuel Level Sensor High IM
#A159 Battery Voltage, 12-Volt, System Sensing Low IM
#A164 Battery Voltage, 12-Volt, System Sensing High IM
#A166 Hydraulic Oil Temp - LR Sensor Low IM
#A167 Hydraulic Oil Temp - RR Sensor Low IM
#A168 Hydraulic Oil Temp - LF Sensor Low IM
#A169 Hydraulic Oil Temp - RF Sensor Low IM
#A170 Hydraulic Oil Temp - LR Sensor High IM
#A171 Hydraulic Oil Temp - RR Sensor High IM
#A172 Hydraulic Oil Temp - LF Sensor High IM
#A173 Hydraulic Oil Temp - RF Sensor High IM
#A182 System Battery 12V High IM
#A183 System Battery 12V Low IM
#A184 J1939 Not Connected IM
#A190 Auto Lube Switch IM X
#A194 High LF Brake Oil Temp IM X X
#A195 High RF Brake Oil Temp IM X X
#A196 High LR Brake Oil Temp IM X X
#A197 High RR Brake Oil Temp IM X X
#A198 Hoist Pressure 1 Sensor High IM
#A199 Hoist Pressure 2 Sensor High IM
#A200 Steering Pressure Sensor High IM
#A201 Brake Pressure Sensor High IM
#A202 Hoist Pressure 1 Sensor Low IM
#A203 Hoist Pressure 2 Sensor Low IM
#A204 Steering Pressure Sensor Low IM
#A205 Brake Pressure Sensor Low IM

Table 3: Chassis Fault Codes (continued)
#A206 Ambient Temperature Sensor High IM
#A207 Ambient Temperature Sensor Low IM
#A212 Bad Truck Speed Signel IM
#A213 Park Brake Not Set When Expected IM
#A214 Park Brake Not Released When Expected IM
#A215 Brake Auto Apply Circuit Fault IM
#A216 Park Brake Command Circuit Fault IM
#A230 Park Brake Request While Moving IM
#A240 IM Key Switch Power Lost IM
#A250 Low Battery Voltage - Engine Off IM
#A257 Payload CAN/RPC Not Connected IM
#A260 Park Brake Failure - Application While Moving IM
#A273 Pump Filter Circuit Fault IM
#A275 Starter Stuck ON IM
#A276 Drive System Data Link Not Connected IM
#A350 Output Overload 1B IM
#A351 Output Overload 1E IM
#A352 Output Overload 1H IM
#A353 Output Overload 1J IM
#A354 Output Overload 1K IM
#A355 Output Overload 1L IM
#A356 Output Overload 1M IM
#A357 Output Overload 1N IM
#A358 Output Overload 1P IM
#A359 Output Overload 1R IM
#A360 Output Overload 1S IM
#A361 Output Overload 1T IM
#A362 Output Overload 1U IM
#A363 Output Overload 1V IM
#A364 Output Overload 1Y IM
#A365 Output Overload 1Z IM

Engine Fault Codes
Table 4: Engine Fault Codes

C112 Timing Fueling Flow Mismatch Engine
C113 Timing Actuator Circuit Shorted Engine
C115 Speed Signal Lost Engine X X
C116 Timing Rail Pressure Ckt Failed High Engine
C117 Timing Rail Pressure Ckt Failed Low Engine
C118 Fuel Pump Pressure Ckt Failed High Engine
C119 Fuel Pump Pressure Ckt Failed Low Engine
C121 One Engine Speed Signal Lost Engine
C122 LB Boost Ckt Failed High Engine
C123 LB Boost Ckt Failed Low Engine
C124 High Boost LB Engine
C125 Low Boost LB Engine
C126 High Boost RB Engine
C127 Low Boost RB Engine
C128 RB Boost Ckt Failed High Engine
C129 RB Boost Ckt Failed Low Engine
C131 Throttle Ckt Failed High Engine
C132 Throttle Ckt Failed Low Engine
C133 PTO Circuit Shorted High Engine
C134 PTO Circuit Shorted Low Engine
C135 Oil Pressure Circuit Failed High Engine X X
C136 Pre Filter Oil Press Ckt Failed High Engine
C137 Pre Filter Oil Press Ckt Failed Low Engine
C141 Oil Press Ckt Failed Low Engine
C143 Low Oil Pressure Engine X X
C144 Coolant Temp Ckt Failed High Engine
C145 Coolant Temp Ckt Failed Low Engine
C147 Freq Throttle OOR High Engine
C151 High Coolant Temperature Engine X X
C153 LBF IMT Ckt Failed High Engine
C154 LBF IMT Ckt Failed Low Engine
C155 High IMT LBF Engine X X
C156 LBR IMT Ckt Failed High Engine
C157 LBR IMT Ckt Failed Low Engine
C158 High IMT LBR Engine X X

Table 4: Engine Fault Codes (continued)
C159 RBF IMT Ckt Failed High Engine
C161 RBF IMT Ckt Failed Low Engine
C162 High IMT RBF Engine X X
C163 RBR IMT Ckt Failed High Engine
C164 RBR IMT Ckt Failed Low Engine
C165 High IMT RBR Engine X X
C212 Oil Temp Ckt Failed High Engine
C213 Oil Temp Ckt Failed Low Engine
C214 High Oil Temperature Engine X X
C219 Remote Oil Level Low Engine X X
C221 Ambient Air Press Failed High Engine
C222 Ambient Air Press Failed Low Engine
C223 CORS Burn Valve Open Circuit Engine
C225 CORS Makeup Valve Open Circuit Engine
C231 Coolant Press Ckt Failed High Engine
C232 Coolant Press Ckt Failed Low Engine
C233 Low Coolant Pressure Engine X X
C234 Engine Overspeed Engine X X
C235 Low Coolant Level Engine X X
C237 Multi Unit Sync Error Engine
C252 Oil Level Signal Invalid Engine
C253 Oil Level Low Engine
C254 FSOV Open Circuit Engine
C259 FSOV Mech Stuck Open Engine
C261 High Fuel Temperature Engine X X
C263 Fuel Temp Ckt Failed High Engine
C265 Fuel Temp Ckt Failed Low Engine
C292 OEM Temp out of Range Engine X X
C293 OEM Temp Failed High Engine X
C294 OEM Temp Failed Low Engine X
C296 OEM Pressure Out of Range Engine X X
C297 OEM Pressure Failed High Engine X
C298 OEM Pressure Failed Low Engine X
C299 Hot Shutdown Engine
C316 Fuel Pump Open Circuit Engine

C318 Fuel Pump Mech Stuck Engine
C343 ECM Hardware Issue Engine
C346 ECM Software / Hardware Failure Engine
C349 Output Shaft Speed Above Normal Engine
C384 Ether Solenoid Ckt Failed Engine
C422 Coolant Level Signal Invalid Engine
C423 Timing Press Incorrect Engine
C426 J1939 Broadcast Data Missing Engine
C427 J1939 Datalink Can Not Transmit Engine
C431 Idle Validation Invalid Engine
C432 Idle Validation Invalid Engine
C441 Low Battery Voltage Engine
C442 High Battery Voltage Engine
C451 Rail Press Ckt Failed High Engine
C452 Rail Press Ckt Failed Low Engine
C455 Rail Actuator Open Ckt Engine
C467 Desired Timing Not Achieved Engine
C468 Desired Rail Press Not Achieved Engine
C473 Remote Oil Level Signal Invalid Engine X X
C487 Ether Bottle Empty Engine
C489 AXG Speed Low Error Engine
C514 Rail Actuator Mech Stuck Engine
C524 Alt Droop SW Val Fault Engine
C527 Dual Output A Shorted High or Open Engine
C528 Alt Torque SW Val Fault Engine
C529 Dual Output B Shorted High or Open Engine
C553 Rail Press OOR High Engine
C554 Rail Press Incorrect Engine
C555 High Blow-by Pressure Engine X X
C611 Engine Hot Shutdown Engine
C612 High Oil Filter Rest Engine
C616 High Turbo Comp Inlet Temp LBR Engine
C621 Low Power #1 LB Engine

C631 Low Power #1 RB Engine
C639 Intake Air Leak LBR Engine X X
C649 Change Lubricating Oil and Filter Engine
C661 High Power #1 LB Engine

C671 Exh Temp Ckt Failed Low #1 LB Engine
C694 LBR Turbo Comp Inlet Temp Sensor Ckt Failed Engine
High
C695 LBR Turbo Comp Inlet Temp Sensor Ckt Failed Engine
Low
C711 High Power #1 RB Engine
C719 Blowby Press Ckt Failed High Engine
C721 Exh Temp Ckt Failed Low #1 RB Engine
C729 Blowby Press Ckt Failed Low Engine
C753 Cam Sync Error Engine
C777 Ambient Derate Error Engine

C2144 High Exh Temp #9 LB Engine
C2145 High Exh Temp #9 RB Engine
C2154 Post Oil Filter Press Ckt Failed High Engine
C2155 Post Oil Filter Press Ckt Failed Low Engine
C2157 Rapid Rise in LBR IMT Engine
C2158 Rapid Rise in RBF IMT Engine
C2159 Rapid Rise in RBR IMT Engine
C2241 High IMT LBM Engine
C2242 LBM IMT Ckt Failed High Engine
C2243 LBM IMT Ckt Failed Low Engine
C2244 Rapid Rise in LBM IMT Engine
C2245 High IMT RBM Engine
C2246 RBM IMT Ckt Failed High Engine
C2247 RBM IMT Ckt Failed Low Engine
C2248 Rapid Rise in RBM IMT Engine

FAULT TREE ANALYSIS
Unable to connect to KOMTRAX Plus from laptop
PC

Flashing Error Code N4-23 (PLM III Communications Fault)

Flashing Error Code N4-22 (Engine Communications Fault)

No Data Received By WebCARE

Coaxial Cable Troubleshooting

NOTES

SECTION D14
KOMTRAX PLUS FORMS
INDEX
KOMTRAX PLUS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-5
KOMTRAX PLUS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-7
D14003 8/10 KOMTRAX Plus - Forms D14-1

NOTES
D14-2 KOMTRAX Plus - Forms 8/10 D14003

KOMTRAX PLUS FORMS
The preferred method to submit this form is in KOMTRAX PLUS INITIALIZATION
electronic format. This check list and initialization CHECK LIST
form are available in PDF format, where the
information can be typed into the form. The form This form is used as a check list during the
should then be saved using the model, serial number initialization process. Fill in all information. All
and “KOMTRAX Plus Initilization” to create the file questions should be answered with a YES. If not,
name. determine the cause and repair as required.
Each machine model will have a different KOMTRAX
Example: 930E-3SE-A30300-KOMTRAX_Plus Plus Initialization Check List. Use the correct form for
Initilization.pdf. the model of machine being setup.
The following instructions will help ensure an 1. With the key switch OFF, record all of the data
accurate and complete form. for item 1.
When a new machine equipped with KOMTRAX Plus 2. Using a serial cable, connect a laptop PC to the
has been assembled, there are several procedures KOMTRAX Plus controller.
to perform in order to initialize the KOMTRAX Plus 3. Turn the key switch ON, check operation of the
system. Following the procedures in the order listed LED lights.
will ensure a smooth initialization process which 4. Start the VHMS Setting Tool program.
should not take longer than one hour to complete.
Check off each item on the list below as it is done. It a. At the Select Operation screen, select the
is important to complete the entire procedure at one “VHMS Setting” option, then click [Next].
time. Submitting the download data with a date and b. Select the “Set up & All clear” option, then
service meter reading (SMR) that do not match the click [Next].
rest of the forms will not allow the system to be
5. At the Machine Information Setting (1) screen:
initialized.
1. __ KOMTRAX Plus Initialization Check List a. Is Product Group correct?
2. __ KOMTRAX Plus Data Download b. Select the correct Machine Model.

3. __ KOMTRAX Plus Initialization Form c. Select the correct Machine Type.
Orbcomm terminal activation can take up to two d. Select the correct Machine Variation Code.
weeks. For this reason, it is important to complete e. Enter the machine serial number.
these forms and submit them as early as possible
after new machine assembly. f. Click [Next].
6. At the Machine Information Setting(2) screen:
a. Verify information is correct.
b. Enter engine serial number.
c. Then click [Next].
7. At the Date & Time Setting screen:
a. Select the correct time zone.
b. Enter the correct date.
c. Enter the correct time.
d. Select Daylight Savings Time (DST) if
necessary.
e. Click [Next].
8. At the GCC Setting screen:
a. Select the correct country setting.
b. Click [Next].

9. At the Verification screen: KOMTRAX PLUS DATA DOWNLOAD
a. Ensure that all information is correct. A manual snapshot must be performed before
b. Click on [Apply]. downloading any data. For new machines, this
should have been performed during the KOMTRAX
c. At the confirmation screen, select [Yes]. Plus Initialization Check List procedure.
d. Select [OK]. 1. Perform a KOMTRAX Plus download. For more
e. Select [OK] to close the program. detailed information on how to perform a
download, refer Section D11 in this shop
10. Start the VHMS Setting Tool program.
manual.
a. Select “VHMS Setting”, then click [Next]. 2. Start the VHMS Technical Analysis Tool Box
b. Select “Setup only”, then click [Next]. program. Use the view feature to look at the
data and verify the settings are correct, the
c. Select “Payload Meter”, then click [Next].
SMR is correct, the manual snapshot is
d. Set Start Time to “0”. recorded in fault history, and the engine ON/
e. Set Interval to “1”. OFF is stored in machine history file.
3. E-mail the downloaded data files to Komatsu
f. Click [Apply].
America Service Systems Support Team at
g. Click [Exit]. ServicePrograms@KomatsuNA.com. Refer to
11. Perform a manual snapshot. Location of Download Files for more detailed
instructions on locating the files.
a. With the engine running, press the GE data
store switch and hold it for three seconds.
The white data store in progress LED should
illuminate.
b. While the manual snapshot is in process,
operate the machine if possible. The
snapshot lasts for 7 1/2 minutes.
12. After the “data store in progress” LED has been
off for one minute, turn the key switch OFF. Wait
three minutes before turning the key switch ON.

KOMTRAX PLUS INITIALIZATION CHECK LIST
(Page 1 of 2)
Date of set-up (MM/DD/YY) / /
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization
Item To be checked when Check Item Results

No. Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
KOMTRAX Plus Serial Number
Orbcomm Serial Number
2. Connect PC to KOMTRAX Plus Are they properly connected?
controller
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“.
5. Initial setup of KOMTRAX Plus Is Product Group correct? (Dump truck)
controller Is Machine Model correct? (ex. 930E)
Machine Information Setting(1)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time ± 2 minutes of KOMTRAX Plus time.
Start Time (set to 0)
Interval (set to 1)

KOMTRAX PLUS INITIALIZATION CHECK LIST (Continued)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item Result
No. To be checked when Check Item Yes No
11. With engine running, perform quick While recording data, the white LED should be
PM with manual snapshot switch. illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
KOMTRAX PLUS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com

KOMTRAX PLUS INITIALIZATION FORM KOMTRAX Plus Setting Tool Information
This form must be completed and submitted at: • Enter the setting date. This should be the date
when the first data download was taken and the
• New machine delivery VHMS Setting Tool program was first used.
• KOMTRAX Plus controller replacement • Enter the setting time. This should be the time
• Orbcomm controller replacement shown in the first data download. Verify that it is
the correct time.
• Engine or alternator replacement
• Enter the Greenwich Mean Time (GMT) for the
Customer Information location the machine will be working.
• Enter the customer information. All fields are • Check whether the location where the machine
required. will be working uses Daylight Savings Time
(DST).
Distributor Information
• Enter the service meter reading (SMR) at time of
• Enter the distributor information. All fields are the first download.
required.
• Enter the GCC Code. This setting tells the
• All distributors are required to have one contact
Orbcomm unit which satellite network to
person who is responsible for coordinating communicate with. Select the correct location
KOMTRAX Plus, Payload Meter and Fleet from the drop down menu list.
Manager activities for all branches.
• Enter the Orbcomm activation date. In the
Machine Information Orbcomm Activation Date field, enter a date at
• Enter machine information. All fields are required. least two weeks ahead of today's date
• KOMTRAX Plus controller and Orbcomm Reason for Form Submittal
controller part numbers and serial numbers can
Check the reason for submitting the KOMTRAX Plus
be found on a sticker on each controller. Verify
initialization form.
that this matches the information displayed in the
VHMS Setting Tool and download.

KOMTRAX PLUS INITIALIZATION FORM
NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and “KOMTRAX Plus Initialization” in the file name. (Example: 930E-3SE-A30300-
KOMTRAX_Plus Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the KOMTRAX Plus download files and a copy of the completed machine-specific KOMTRAX Plus
Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and
“KOMTRAX_Plus Initialization”.
(Example: Subject: 930E-3SE-A30300-KOMTRAX_Plus Initialization)
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
KOMTRAX Plus Controller Part Number
KOMTRAX Plus Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed KOMTRAX Plus Initialization
Retrofitted KOMTRAX Plus Initialization
KOMTRAX Plus Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change

SECTION E
ELECTRIC 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.
E01012 1/11 Index E1-1

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT
FOLLOWED.
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 control cabinet covers or touch the retarding grid elements.
Additional procedures are required before it is safe to do so. Refer to “SAFETY”, Section A3,
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.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE
INITIATED. It requires approximately 5 minutes after the truck is shut down before the link
voltage has dissipated.
•BEFORE WELDING ON THE TRUCK, disconnect the ECM harnesses. In the PSC and TCI
enclosures, pull cards forward far enough to disconnect the card connector from the
backplane connector. Disconnect the battery 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.
E1-2 Index 1/11 E01012

SECTION E2
ELECTRIC PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
E02020 10/11 Electric Propulsion System Components E2-1

EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
E2-2 Electric Propulsion System Components 10/11 E02020

ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description The alternator field is supplied from a tertiary winding
of system operation and major components of the AC on the alternator and is controlled by a silicon
propulsion system. Refer to the appropriate GE controlled rectifier (SCR) bridge. A starting boost
publication for detailed information and theory of circuit initially energizes the alternator from the truck
operation. batteries until the flux builds up enough to sustain
excitation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
Cooling air for the alternator, control cabinet and
illustrate the physical location of these components
traction motors is supplied by a dual in-line fan
where applicable.
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
GENERAL SYSTEM DESCRIPTION propulsion inverters, dynamic retarding choppers,
The AC drive system consists of the following major and control system.
components:
• Alternator (coupled to a diesel engine) A resistor grid package is used to dissipate power
• In-line Cooling Blower from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
• Gate Drive Power Converters
power produced by the traction motors is controlled
• Rectifier Diode Modules by the two motor inverters. The amount of retard
• AC Power Inverters power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
• AC Induction Traction Motors contactors.
The alternator supplies three phase AC power for the The PSC, which is mounted in the main control
gate driver power converters and rectifier diode cabinet, determines the optimum engine operating
modules. The rectifier diode modules convert the AC speeds based on what the operator requests,
power to DC power, then supply that DC power to propulsion system requirements, and efficient fuel
two AC power inverters via the DC link. Each AC usage. Interfaces between the PSC and the truck
power inverter inverts the rectified DC voltage, brake system allow the PSC to provide proper
delivering variable voltage, variable frequency power retarding, braking and wheel slide control.
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description. The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
The two AC induction traction motors, each with its
PSC. System status and control signals are
own inverter, are connected in parallel across the
transmitted and received between these two
rectified output of the alternator. The inverters
components to access real time data and event
change the rectified voltage back to AC by turning on
information that is stored in the PSC. This data is
and off (chopping) the applied DC voltage.
displayed on the Diagnostic Information Display
The output AC voltage and frequency are controlled (DID) panel located in the cab behind the operator's
to produce optimum slip and efficiency in the traction seat.
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction 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 DC
link voltage will vary between 600 and 1600 volts.

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three The PSC contains the following internal, removable
major components: the PSC (Propulsion System printed circuit boards and two fiber optic boards:
Controller), the TCI (Truck Control Interface) and the
System CPU Card: Provides serial
TMC (Traction Motor Controller). communications and control functions, RS232
communications to PTU, and microprocessor
Propulsion System Controller (PSC)
controls for internal panel circuits.
The PSC is the main controller for the AC drive Digital I/O Card: Receives digital inputs and
system. The ICP panel receives input signals from feedback information from various propulsion
speed sensors mounted on the alternator and and control system components. Digital outputs
traction motors, voltage and current feedback signals drive propulsion system contactors, relays and
from various control devices, and status/command provide equipment enable commands.
inputs from the TCI. Using these inputs, the PSC
System Analog I/O Card: Receives engine,
controls the two inverters, retarding circuits, relays, voltage and current signals for the main
contactors, and other external devices to provide the alternator, link voltage and current, retard pedal
following functions: input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
• Propulsion and wheel slip control
pulses.
• Retarding and wheel slide control
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
• Engine speed control Receives motor speed signals, link voltage,
phase voltages, and phase currents for
• Event detection
microprocessor control for inverters 1 and 2.
• Initialization of the necessary operating Controls IGBT phase modules through the fiber
restrictions, including the shut down of the truck if optic assembly. Phase module status is returned
a serious system fault (event) is detected. If the via a separate fiber optic assembly.
fault is not serious, an indicator lamp alerting the Fiber Optic Assembly: Provides electrical
operator to the problem will illuminate. All event isolation for control and feedback signals for
data is recorded for future review by maintenance
phase modules and chopper modules.
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 Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
• Drive the operator cab status and warning lamps.

Truck Control Interface (TCI) The TCI contains the following internal, removable
printed circuit boards:
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is CPU Card: Provides high speed communications
used in conjunction with the DID panel. to PSC and RS232 serial communication with the
PTU.
The TCI panel provides the following functions:
Analog I/O Card: Provides RS232 serial
• Communicates with the PSC to exchange communications with the DID and an optional
propulsion control system status and control data Modular Mining Dispatch System. Receives
and to provide the PSC with truck systems status signals for front wheel speed, motor cooling and
data. barometric air pressures, accelerator, retard
• Communicates with the DID panel to exchange speed setting, payload, ambient and hydraulic oil
PSC and/or TCI diagnostic and parameter data. temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
• Communicates with a PTU to exchange TCI data. gauges.
• Communicates with a Modular Mining Dispatch Digital I/O Card: Receives operator control,
System to exchange truck status data. engine and body-up signals. Provides engine
start controls and drives the cab mounted
• Monitors engine control system, payload
indicator/warning lamps.
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 parking brake solenoid.
• Processes the front wheel speed signals for the
PSC and speedometer.

Diagnostic Information Display (DID) Panel DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab The tables on the following pages list the possible
behind the operator’s seat. The display provides event codes which may be displayed on the DID
service personnel with a means of communicating panel when accessed. Table 1 describes restrictions
with the TCI. to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
The panel has two display lines. Each line is 40
Event codes numbered 000 through 099 are
characters long. The top line is the “message” line
applicable to the PSC and are listed in Table 2.
and is used by the TCI to inform service personnel of
Codes numbered 100 through 199 are applicable to
the truck systems and components status.
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
The bottom display line provides information in
the TCI and are listed in Table 4. The codes listed in
addition to the top line or relates to the keypad,
the Tables are applicable to Release 21 software.
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.
Table 1: Event Restrictions
RESTRICTION DEFINITION
The display provides service and status information
No Power NO RETARD (red) light illuminates.
on the various truck systems and the propulsion No retarding allowed.
system by displaying system status information or No propulsion allowed.
fault codes, as well as a description of the system No power on the link.
status or a problem on the top display line.
Information on the second display line may change to No Propel NO PROPEL (red) light illuminates.
No propulsion allowed.
indicate which functions are available by pressing
Retarding allowed.
keys [F1] through [F5]. Link power allowed.
Speed Limit PROPEL SYSTEM
The DID panel can also be used to perform the self- CAUTION<170> (amber) light
illuminates.
load test.
Propel, retard and DC link power
still allowed.
Speed 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.
Engine Speed/ Raises engine speed to account for
RP1 a possible stuck RP contactor.
Closes RP1.
SYS Event No restrictions. Event is for
information purposes only.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY
NOTE: In addition to displaying English text, the DID

panel can also display messages in Russian or
Spanish.

Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) 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
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
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 Alternator field current exceeds limit.
:01 normal No power Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts


014 ANALOG SENSOR FAULT

:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts Speed limit Incorrect input from a sensor
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4 Failed to initialize
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) 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 (FB173) System CPU cannot communicate with analog I/O card.
:01 analog card no response No power Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded


021 TCI COMM. FAULT PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC No propel
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped for
No power
10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
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 A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit & engine
RP command/ feedback don't agree.
:02 RP2 speed/RP
:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.


036 GY19 GRID BLOWER FAILURE

:01 blower 1 stall
:02 blower 2 stall
No power A grid blower has failed.
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
Speed limit
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE Selector switch moved to FORWARD or REVERSE
No propel
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a chopper
:01 chopper 1 Speed limit Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT Failure during chopper self test. Link voltage decayed too
Speed limit & engine
quickly when AFSE command set low, prior to starting
speed
test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
zero.
053 TACH LEFT FRONT Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.


055 FRONT WHEEL TACHS SYS Event

056 INVERTER SW VERSION Incorrect version of Inverter Software is installed.
:01 Inverter # 1 SYS Event
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
:01 below minimum Engine load out of range.
:02 above maximum
SYS Event
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
:05 left stator temp
:06 left rotor temp
:07 right stator temp Speed limit
:08 right rotor temp
:09 chopper IGBT temp
Temperature is out of range.
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
:01 No communication Inverter #1 INV1 Disable
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
:01 No communication Inverter #2 INV2 Disable
:02 Inverter #2 customer option bit


076 FB173 CARD FB173 card failure

:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task No power
: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 Inverter failed during test.
078 Inverter Background Communication Failure A failure in the inverter background communication was
Sys Event
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
SYS Event
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND Engine speed feedback does not match commanded
SYS Event
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A “limp mode” request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command

(Codes Received from Inverter 1 & 2)

100/200 INVERTER CPU CARD (FB172)

: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
INV1 (INV2) off
: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)
: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
INV1 (INV2) off
: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.


102/202 INV I/O CARD (FB172)

: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
INV1 (INV2) off
: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)
: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
None
: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
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel


103/203 INV I/O CARD (NR)

:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi None High frequency 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
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
INV1 (INV2) off
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
:01 gate dr ps off SYS Event 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
INV1 (INV2) off enable/DC volts
:03 multiple IGBT not off S Multiple IGBTs 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


113/213 INVERTER, GENERAL

: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 INV1 (INV2) off 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
:29 C volt hi Adn 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 IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off


113/213 INVERTER, GENERAL

:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs 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)
: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)
: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 None 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


119/219 INVERTER, PHASE A-

:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN INV1 (INV2) off Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
None
: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
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
INV1 (INV2) off
: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
:01 V sensor phase A INV1 (INV2) off Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B IGBT did not turn off
:02 PTF B INV1 (INV2) off Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
INV1 (INV2) off
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.


127/227 INVERTER, PHASE B+

:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
None
: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-
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN INV1 (INV2) off Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
None
: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
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
INV1 (INV2) off
: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
:01 V sensor phase B INV1 (INV2) off Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated


135/235 INVERTER, PHASE C+/C-

:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP INV1 (INV2) off Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
None
: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-
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN INV1 (INV2) off Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
None
: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
:01 V sensor phase C INV1 (INV2) off Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
:01 tach2 high rate None Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input



None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
None
: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)
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
None
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B 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
:01 motor open Motor connection open
INV1 (INV2) off
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
:01 rotor temp hi None Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
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)

601 TCI FB144 CPU CARD

:01 10ms task failed to init
:03 50ms task failed to init TCI CPU card problem
No propel
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
: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 Internal TCI self-test detected an analog I/O card
No propel
problem.
604 PSC FAULT
:01 missing message
:02 bad tick
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
Lost RS422 communication with auxiliary blower
605 AUX BLOWER COMM. FAULT None controller while auxiliary blower is in failure mode and
DC link is not energized.
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
611 FREQUENCY INPUT Front wheel speed input out of range
:01 left front wheel speed None Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
:01 A2D gnd Speed limit Signal is outside the design range of valid values.
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR
FAILURE Signal is outside the design range of valid values.
:01 Battery Separate Failure SYS Event
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH Simultaneous FORWARD and REVERSE commands
No propel
were received.


617 ENGINE START REQUEST DENIED

:01 engine warn while cranking Engine warning occurs after engine crank command is
SYS Event given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED Engine controller sends caution signal, rpm above low
No propel
idle.
620 ENGINE KILL WHILE VEHICLE MOVING Engine shutdown switch is activated while truck is
No propel
moving.
622 PARK BRAKE FAULT Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
No propel
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
SYS Event
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION Full payload and body up signal are received at the
Speed Limit
same time.
625 Extended Battery Reconnect Time Excessive time since battery separate and battery
None
reconnection
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
SYS Event
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal is outside operational limits.
:01 low SYS Event Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal is outside operational limits.
SYS Event
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.


633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
SYS Event
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING Engine start request signal occured while engine RPM
SYS Event
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.

PSC SOFTWARE FUNCTIONS Test State: The purpose of this state is to provide an
environment for the verification of system
The operation of the AC drive system is regulated by functionality. The test state will support a variety of
a software program which resides in the propulsion activities, including:
system control panel's memory. The software
program also contains instructions to test and fault • Waiting for the engine to start (if needed).
isolate the system. • Automatic testing on initial system startup or
This section describes the PSC software program following rest state.
and its functions without regard to hardware. • Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
Input Processing purposes.
This function reads in all external inputs for use by NOTE: The test state may be either powered or
the PSC. The input processing function performs any unpowered at a given point in time, depending on
signal conditioning that is required and computes the which activities are being performed.
required derived inputs.
Ready State: This is the default powered state. The

State Machine system will be in this state whenever the engine and
control system are ready to provide power, but none
As part of the total software package, a particular is requested.
group of regulatory software commands is included
called a “state machine”. The state machine controls Ready state is also the state where the DC link is
the various functions of truck operation. discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
The software implements the state machine by ready state should not be considered strictly a
keeping track of which state the truck is in and which powered state (as are propel and retard).
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows: Rest State: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
Startup/Shutdown State: The purpose of this state where maintenance personnel can control the engine
is to ensure the system is in a desired known state without causing power to be applied to the DC link.
upon startup or shutdown. This is an unpowered The rest state is an unpowered state.
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”, Propel State: The purpose of this state is to provide
50 volts or less equals “unpowered”. the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system

configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.

Transitions between states under normal operational Transition to Rest State: This transition will occur
conditions (no failures, etc.) are described as follows: 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:
Transition to Startup/Shutdown State
• Any testing in progress is complete.
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup” • The system temperatures are cool enough to
whenever execution control is initially transferred to allow the Rest state (function of IGBT phase
the application program (after application of power, module, chopper module, and motor
system reset, etc). temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition to Startup/Shutdown State • The truck is not moving.
(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
“shutdown” from the Test, Rest, Ready, or Startup/ Transition from Ready State to Test State: This
Shutdown (if previously entered for the purpose of transition will occur if the truck is not moving and a
startup) state if all of the following conditions are true: request for testing is received.
• System power is removed, or the control power
switch or key switch is turned off.
Transition from Ready State to Propel State: This
• The truck is not moving.
transition will occur if all of the following conditions
• There is essentially no voltage on the DC link. are true:
• Any testing in progress is complete. • The accel pedal is pressed.
NOTE: Testing in progress does not have to be • A direction has been chosen (the truck is either in
successful, but for the purpose of ensuring an orderly FORWARD or REVERSE).
shutdown it must be complete before the current
• There is sufficient voltage on the DC link.
state is exited.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
Transition from Startup/Shutdown State to Test pressed such that an insignificant amount of
State: This transition will occur automatically once retarding effort is requested.
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup b. Truck speed is such that retard is not
have been completed). allowed.
c. Truck speed is less than the motor
overspeed limit.
Transition from Test State to Ready State: This
d. The TCI accel inhibit is not active.
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.

Transition from Ready State to Retard State: This Transition from Propel State to Retard State: This
transition will occur if truck speed is such that retard transition will occur if at least one of the following
is allowed and at least one of the following conditions conditions exists:
exists:
• Truck speed is such that retard is allowed, and
• Truck speed is greater than or equal to motor the retard pedal or lever is pressed such that a
overspeed limit. Overspeed will not be engaged significant amount of retarding effort is
such that it prevents the truck from propelling at requested.
40 mph (64 kph). • Truck speed exceeds the motor speed limit.
• The retard pedal or lever is pressed such that a Overspeed will not be engaged such that it
significant amount of retarding effort is prevents the truck from propelling at 40 mph (64
requested. kph).
• All of the following conditions are true: • All of the following conditions are true:
a. Retard speed control is selected. a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the or the truck is accelerating such that the
truck speed will soon exceed the set retard truck speed will soon exceed the set retard
speed if no action is taken. speed if no action is taken.
c. The accel pedal is not pressed and/or the c. The truck is configured such that accelerator
truck is configured such that accelerator pedal signal does not override the retard
pedal signal does not override retard speed speed control.
control.
Transition from Retard State to Ready State: This

Transition from Rest State to Test State: This transition will occur if all of the following conditions
transition will occur upon release of the TCI rest exist:
request. • Overspeed is not active.
NOTE: A transition directly from Rest state to Ready • At least one of the following conditions is true:
state is not allowed because the system is essentially
off and should be brought back on-line and checked a. The retard pedal or lever is not pressed or is
out before Ready state is entered. pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
Transition from Propel State to Ready State: This allowed.
transition will occur if all of the following conditions
• At least one of the following conditions is true:
exist:
a. Retard speed control is not selected.
• The accelerator pedal is not pressed.
b. Truck speed is low enough such that retard
• The retard pedal or lever is not pressed or is
speed control is not active.
pressed such that an insignificant amount of
retarding effort is requested. c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
• Truck speed is less than the motor overspeed
limit. pedal overrides the retard speed control.
This allows the configuration constant to
• At least one of the following conditions is true: determine if pressing on the accelerator
a. Retard speed control is not selected. pedal kicks the truck out of retard, even if the
retard speed control is still active.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort • The retard torque control logic exit sequence is
is (currently) required to maintain this complete.
condition.

DC Link State De-Powering the DC Link: The PSC software will
attempt to de-power the DC link (command the
Power is provided to the inverters and motors via the
system configuration defined below) if the system is
DC link. The DC link has two associated states:
in Test or Ready state and any of the following
powered and unpowered. The following defines the
conditions are true:
conditions necessary to establish each state, as well
as the transitional conditions between the two states: • Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
Powering the DC Link: The PSC software will the non-link-related conditions for Startup/
attempt to power the DC link (command the system Shutdown state have been satisfied).
configuration defined below) if all of the following
• The system is preparing to transition to Rest
conditions are true:
state (all the non-link-related conditions for Rest
• Event restrictions do not prohibit power on the state have been satisfied).
DC link.
• The engine is being shut down.
• The system is in Test state and any initiated
testing is complete.
To accomplish this, the PSC software will establish
• The engine is running.
the necessary system configuration as follows:
• The gate drive power converters have been
enabled. 1. Alternator field reference isset to zero.
2. AFSE is disabled.
• Neither inverter is requesting that a low voltage
test be run. 3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so 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 to
open and the 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.

Engine Control ALTERNATOR FIELD CONTROL
This software function generates the engine speed The alternator is controlled by controlling the
command. The engine electronic fuel control is alternator field reference sent to the AFSE panel.
responsible for maintaining that speed.
The desired alternator output voltage is dependent
The desired engine speed is determined according to on the system state. The PSC will command an
the system state: alternator field reference such that the desired DC
Propel State: The engine speed is commanded such link voltage or three-phase voltage is maintained.
that the engine supplies only as much horsepower as
Desired Three-Phase Voltage
is required to achieve the desired torque.
During all powered states, the three-phase line-to-
All Other States: The engine speed is a direct
line voltage will not be allowed to drop below 444
function of the accelerator pedal. Additional
volts. This is the minimum voltage needed to supply
constraints on the engine speed command are as
the gate drive power converters.
follows:
During all powered states except retard, the DC link
• If the truck is in NEUTRAL, the commanded
voltage will represent the rectified three-phase
engine speed at full scale accelerator pedal will
voltage. In this case, as long as the DC link voltage is
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine above 600 volts, the three-phase voltage will be
speed will be the engine's rated horsepower rpm. adequate.
This allows faster hoisting of the truck bed, if During retard, the DC link voltage is not necessarily
desired.
related to the three-phase voltage since the motors
• During retard state the engine speed command will be powering the DC link and reverse biasing the
will not be increased to support the DC link when rectification diodes. In this case, the control ensures
retard is being ramped out at low truck speeds. that the minimum three-phase voltage is maintained.
However, engine speed may be increased if
needed to support the DC link during normal Desired DC Link Voltage
retard when wheel slides are occurring.
The desired link voltage is controlled by the
alternator during all powered states except retard.
The following constraints are applied to generating The desired voltage is based on:
the engine speed command during all operating 1. During propel, the desired DC link voltage will
states: be adjusted based on motor speed and
• The engine speed command will always be horsepower commanded to the inverters.
greater or equal to the minimum idle signal. The 2. During retard, the DC link voltage may rise
TCI can request that the engine speed command above the rectified three-phase voltage. When
be increased by setting minimum idle. this occurs, the DC link voltage is controlled by
• The engine speed command will be increased if the retard torque command, grid resistor
more alternator cooling is needed. command 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
voltage will be controlled to the levels
necessary to support the inverter self-tests.

Self-Load • Jerk Limit
During self-load, the alternator provides power to the The torque command will be slew-rate limited to
resistor grids. The rectifying diodes will be forward prevent jerking motion.
biased, and DC link voltage will be controlled by the • Wheel Spin
alternator. The alternator field control will be based
on the following: In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
• The DC link voltage will not be allowed to drop wheel, the motor torque in the other wheel may
below 600 volts.
be increased within the above constraints such
• One mode of self-load will require the alternator that as much of the total desired torque as
output to be controlled to maintain a set desired possible is maintained.
horsepower dissipation in the resistor grids.
• Another mode of self-load will require the
alternator output to be controlled to maintain a Retard Torque Control
set desired link voltage between 600 and 1500
volts. The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
Propel Torque Control grid. The requested retard torque is based on the
following three sources:
This software function commands the appropriate
motor torque to the inverters during propel. The • Retard Foot Pedal or Lever
torque command is primarily a function of the accel
The maximum short time retard torque (at any
pedal position and is limited by the physical
speed, hence the constant torque level) will be
constraints of the system.
scaled (linearly) by the retard foot pedal input
Each wheel torque is computed independently (RPINHI) to produce the foot pedal retard
because the wheels may be operating at different torque call.
speeds. Each torque command is adjusted to
• Overspeed
account for the following constraints:
While overspeed is active, the full available
• Speed Override retard torque will be requested.
The propulsion system will attempt to limit truck
• Retard Speed Control
speed to the design envelope of the wheel
motors. The torque command will be modulated While RSC is active, the RSC retard torque call
as the truck speed approaches the motor will be adjusted to control truck speed to the
overspeed limit so that this limit is not exceeded RSC set point. Retard speed control will not
if possible. Note, however, that steady state request any retard torque if RSC is not active.
operation is kept as close to the overspeed limit
The maximum torque call from the above three
as possible without exceeding it.
sources will be selected as the retard torque call.
• Motor Torque Limits Retard torque limits are as follows:
The torque command will be constrained to the • The retard torque call will be limited to the
operating envelope of the inverters and the maximum torque level based on speed.
traction motors. The maximum torque that can • The retard torque call will be limited to the
be commanded is dependent on motor speed maximum torque level available within the
and DC link voltage. thermal constraints of the motors.
• Gear Stress • The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
The torque commanded will not exceed that
which will produce excess gear stress. • While in retard, the minimum retard torque call
will provide enough power to support at least one
• Horsepower Available grid with 600 volts on the DC link. Retard will be
The horsepower available will be estimated dropped if the torque call falls below this value.
from the engine speed. Parasitic loads are • At low speed, the available retard torque will be
taken into account. The torque will be limited so ramped to zero.
that the engine does not overload.

Wheel Slide Control Power-On Tests
The inverters prevent wheel slide by limiting torque to Three power-on tests are executed once every time
maintain wheel speeds above preset limits. These power is applied to the PSC. They are as follows:
preset limits are a function of truck speed and the
• CPU Card Checks - Upon power-up, the PSC will
allowable creep; additional compensation will be confirm the integrity of its CPU card hardware
applied to provide for differences between wheel before transferring execution control to the
speeds during turns. application program residing in its FLASH
memory.
• Battery-Backed RAM (BBRAM) Test/Adjustable
Resistor Grid Control Parameter Initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
The first resistor grid (RG1) will always be engaged
BBRAM data integrity. If the check fails, all TCI/
when retard is active since the grid blower motors are PTU-adjustable parameters will be initialized to
wired across it. their default values.
The second fixed resistor grids (controlled by RP2) • Inverter Powerup Tests - The purpose of these
will be engaged as needed to dissipate the energy tests is to verify that each inverter sub-system is
produced in retard state. functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
Chopper Voltage Control of the following conditions are true:
Chopper turn-on voltage will be set to give the motors a. The system is in Test state for the purpose of
as much of the retard envelope as possible (i.e., power-up.
keep the voltage as close to the maximum value as
b. The associated gate drive power converter
possible) and to keep the DC link voltage at or below
has been enabled.
the maximum link voltage value.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
EVENT DETECTION AND PROCESSING e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
The PSC contains very powerful troubleshooting
performed.
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events). f. The inverter has not been physically cut out
of the system.
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity. g. Active event restrictions do not preclude
Additionally, there are some elaborate tests which powering the DC link or running the inverter.
may be run by an electrician with the use of DID 2. Low Voltage Test - A given inverter will
screens. Predictive analysis is used in some areas to automatically perform its low voltage test if
report potential problems before they occur. needed once inverter powerup testing is
The troubleshooting system is composed of two enabled per the above requirements. The PSC
parts: will declare the test failed and log an event if the
test does not successfully complete within an
• The PSC for detection, event logging, data expected time period.
storage and fault light indications.
3. High Voltage Test - If the low voltage testing
• The TCI (or a PTU) for retrieval of stored event defined above is successful for a given inverter,
information, real time vehicle status, the inverter will automatically perform its high
troubleshooting, etc. voltage test if needed once there is sufficient
The event detection function of the software is power on the DC link. The PSC will declare the
responsible for verifying the integrity of the PSC test failed and log an event if the test does not
hardware and the systems to which the PSC successfully complete within an expected time
interfaces by detecting an “event” (abnormal after the DC link is sufficiently powered.
condition). The events fall into three detection
categories:

• DC Link Capacitance Test - This test will run once EVENT RESTRICTIONS
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up The PSC software will not override an event
sequence. This test can also be run from the DID restriction as long as the “limp home” mode is not
panel to aid in troubleshooting. During test active. Transitions to restricted states will not be
execution, engine speed is set to 1500 rpm and allowed. If the system is in a state which becomes
the DC link is charged to 120 VDC. The engine is restricted, it will transition down to the highest
then returned to idle while the DC link is allowed unrestricted state. The order of the states, from
to discharge to 100 VDC. Total link capacitance is lowest to highest, is Startup/Shutdown, Rest, Test,
then calculated using the time it took to Ready, Retard, Propel.
discharge.
Transitions to the Test state or lower states in
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the reaction to event restrictions will not be allowed until
minimum allowable level, event 71 is logged and the truck is not moving. The “limp home” mode is a
the truck is restricted to 10 MPH. If the test is not state which is entered when the truck has suffered a
able to be completed after numerous attempts, failure and is not able to continue normal operation,
event 72 is logged, indicating a problem in the but is still capable of getting back to the maintenance
truck's ground detection circuit, and truck speed area, or at least out of the way of other trucks.
is limited to 10 mph.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
Initiated Tests
These tests are performed when requested by
EVENT LOGGING AND STORAGE
maintenance personnel. The truck must be in the
Test state for these tests to run. This software function is responsible for the
recording of event information. There are two basic
• Maintenance Tests - The purpose of these tests
levels of event storage: event history buffer and data
is to facilitate verification of system installation
packs. The event history buffer provides a minimum
and wiring, particularly the “digital” interfaces
(relays, contactors, etc). set of information for a large number of events, while
data packs provide extensive information for a limited
• Self-Load Test - Self-load testing is a means by number of events.
which the truck’s diesel engine can be checked
for rated horsepower output. The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten;
Periodic Tests it is not cleared out following a reset. This allows
the user to examine data associated with events
These automatic tests are run continuously during
that have been reset, as long as there have not
the operation of the truck to verify certain equipment. been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently 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 All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
Event history buffer is defined as a collection of event
cycled before the data pack is filled with data (the
history records. A buffer contains 300 entries filled
software allows for proper recovery and then
with event numbers occurring in chronological order.
continues to fill the data pack). Maintenance
Also included in this buffer will be all the input and
personnel, by way of the DID (or PTU), can assign
output values, time the event occurred, reset time,
the data pack to hold only certain event numbers (for
state information, etc, for each event. This buffer is
the case where it is desired to collect data on a
filled continuously and overwritten (if necessary).
particular fault).
Limits (accept-limit) are placed on the amount of
However, in the default case, faults will be stored as
space which a given event code may consume. This
they come until all data packs are frozen (holding
prevents a frequently occurring event from using the
fault data). When all data packs are frozen, the data
memory space at the expense of a less frequent
pack with the fault that was RESET first (either
event. This data may be cleared (after downloading
automatically or by the DID/PTU), if any, will be
for troubleshooting) at each maintenance interval.
unfrozen and will start storing new data in case a
Data Packs new fault occurs.
A data pack is defined as an extended collection of To Record and Save a Data Pack to a Disk
information relevant to a given event.
PSC:
NOTE: The concepts of lockout, soft reset, and 1. With the PTU serial cable attached to the PSC
accept limit do not apply to data packs. port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each 2. Select “PTU TCI and PSC” and press {enter}
containing 100 frames of real time snapshot data. 3. Type your name and press {enter}.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The 4. Type your password and press {enter}.
purpose of each data pack is to show a little “movie” 5. Cursor to “Special Operation” and press {enter}.
of what happened before and after a fault. 6. Cursor to “Event Data Menu” and press {enter}.
The time interval between snapshots is default to 50 7. Cursor to “View Data Packs” and press {enter}.
ms, but each data pack may be programmed via the 8. Type FLTR number to be recorded and press
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 {enter}.
ms). The “TIME 0:00 frame #” at which the fault is 9. Watch the lower right of the screen as 100
logged is default to frame #60, but each data pack is frames are recorded. Press the F2 key.
programmable from 1 to 100.
10. Cursor to “Record Screen” and press {enter}.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2 11. Assign a file name for the data pack.
seconds after the fault. 12. Press {escape} until back to the DOS “C:>”
A data pack status structure is assigned to each data prompt.
pack plus any programmable settings. This status 13. Insert a blank disk in the appropriate drive.
structure is used by the TCI (or PTU) to check for
14. Type the following command:
available data (event number, id, and status, should
copy c:\geohvac\ptuaccur\f2data\filename
be set to zero if data pack is not frozen), as well as
for control of the data packs. NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames, 15. Press {enter} to copy the file to the disk.
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference 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.

TCI: SERIAL DATA COMMUNICATIONS
1. With the PTU serial cable attached to the TCI The PSC system CPU card uses serial data busses
port, type c:\ACNMENU and press {enter}. to communicate with the TCI, the PTU, and the two
2. Select “PTU TCI and PSC and press {enter} inverter CPU cards.
3. Type your name and press {enter}.
4. Type your password and press {enter}.
PSC - TCI Communications Processing
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}. This software function performs the processing
necessary for the PSC to communicate with the TCI.
7. Cursor to “View Data Packs” and press {enter}.
The communication is comprised of periodic data
8. Type PK number to be recorded and press and non-periodic data.
{enter}.
Periodic data is a predefined set of data which is
9. Watch the lower right of the screen as 100
used for transferring real time control information
frames are recorded. Press the F2 key.
from the PSC to the TCI and from the TCI to the PSC
10. Cursor to “Record Screen” and press {enter}. at a fixed rate.
11. Assign a file name for the data pack. The non-periodic messages are used to transfer all
12. Press {escape} until back to the DOS “C:>” background data. Background data consists of DID
prompt. commands, remote monitor data, and download
code.
13. Insert a blank disk in the appropriate drive.
Packets containing periodic data will be
14. Type the following command: copy c:\geoh-
asynchronously (not initiated) transmitted from the
vac\ptuaccur\f2data\filename
PSC to the TCI and from the TCI to the PSC every
NOTE: Insert the name assigned to the file in Step 11 200 ms. The TCI initiates the transfer of non-periodic
in place of “filename" in the command in Step 14. data.
15. Press {enter} to copy the file to the disk. The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
Event Reset messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
There are two basic types of event resets: soft and background data. The unacknowledged messages
hard. The difference between the soft and hard reset are used to transmit the periodic data.
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
PSC - PTU Communications Processing
Events will be reset:
This software function performs the processing
• On power-up - A soft reset will be issued against necessary for the PSC to communicate through an
all events at power-up. RS-232 serial link to the Portable Test Unit (PTU).
• By DID commands - The TCI can issue both hard
and soft resets.
• By PTU commands - The PTU can issue both
hard and soft resets.

Inverter Communications Processing ABNORMAL CONDITIONS/OVERRIDING
This software function performs the processing FUNCTIONS
necessary for the PSC system CPU card to Software functions given up to this point have
communicate with both inverter CPU cards. The assumed that the truck is operating under typical
communication is through a high-speed serial link circumstances. The following information defines
that is operated in a polled fashion with the system system operation under abnormal or exceptional
CPU card initiating communications to an inverter circumstances. In the event of conflict between these
CPU card. functions and those given for normal operation, the
Every message transmitted across the serial link following functions will take precedence.
may contain two separate sections of information:
Fast Start
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring A fast start software function is provided to address
control information from the system CPU card to the the case where the PSC is reset unexpectedly
inverter CPU card and vise versa. The (power supply glitch, for example) while the system is
acknowledged data format is used to transfer all running. Its purpose will be to regain control of the
background data. When large amounts of truck as quickly as possible.
background data are to be transferred via the
acknowledged data format, the originating CPU card Engine Shutdown/Engine Not Running
will break the data down into smaller pieces and The engine must be running to enable the gate
transmit each piece individually. All acknowledged drives and to maintain power on the DC link.
data flows are initiated from the system CPU card Typically, the PSC will be given advanced warning
with the inverter CPU card providing a response. that the engine is about to be shut off. However, if the
The system CPU card has one high-speed channel engine stalls or stops because of a mechanical
available for communications to the inverter CPU malfunction, the system will most likely have no
cards. This channel transfers periodic data across advance warning.
the serial link every 5 ms. This means that the The system reaction to an engine not running
periodic data to each inverter CPU card is updated condition will be the same as an event carrying a “no
every 10 ms. Each inverter responds to the data power” restriction except that no event will be
when the ID code in the periodic data matches the ID recorded and no external reset to clear the condition
code of the specific inverter CPU card. The ID code will be required. The “no power” restriction will be
is hard-wired in the card's backplane wiring. automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
OUTPUT PROCESSING engine shutdown, the existing torque commands will
This software function processes all external outputs be command to zero over a “long” ramp time (2 to 10
from the PSC. Refer to the G.E. publication System seconds). If no warning is given and the engine stops
Description for a listing of the PSC outputs. running, the existing torque commands will be
command 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 The PSC will exit limp home mode if either of the
situation where the truck has suffered a failure and is following conditions occur:
not able to continue normal operation but is still
• The TCI stops requesting limp home mode.
capable of “limping” (getting back to the maintenance
area or at least out of the way of other trucks). The • An event occurs for which limp home mode is not
intent is that the limp home mode will be used by possible.
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.
The PSC will enter limp home mode if all of the

following conditions are true:
• The truck is not moving.
• The TCI is requesting limp home mode.
• The PSC is in Ready or Test state and there is no
initiated testing in progress.
• At least one inverter is functional.
• There are no events active for which limp home
mode is not possible.
• 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: The DID panel 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.

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS
The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION
FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch Connects and disconnects the 24 VDC truck batteries.
BDI 2-4 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor Added to replace Battery line filter that was removed.
BM1, 2 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor Connected across the DC link to provide a voltage
Panels 1 and 2 attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating Illuminated when 50 volts or more is present on the DC
Lights 1 and 2 link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2 Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.
CMT 2-4 Alternator Tertiary Current Detects amount of current flowing through the Alternator
Sensing Module tertiary winding.
CM1, 2 2-3 Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
and 2 retarding.

FIG.
CM11A - 12C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
1A, 1B and 1C phases of Traction Motor 1.
CM21A - 22C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
2A, 2B and 2C phases of Traction Motor 2.
CPR 2-4 Control Power Relay Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4 Control Power Relay Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel Filters electrical noise on 3 phases of Alternator output.
GDPC1 2-4 Gate Driver Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFM1, 2 Gate Firing Module 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. Located on AFSE panel.
GFR 2-5 Alternator Field Relay Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GFS 2-5 Suppression Module Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.

FIG.
ICP 2-4 Integrated Control Panel The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Unit Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Unit Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights Provide interior cabinet illumination.

Each Motorized Wheel consists of a Traction Motor and a
M1, 2 Motorized Wheels 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
(Transmission).
P11A+, 11B+, 11C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P12A+, 12B+, 12C+ depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P12A-, 12B-, 12C- depending on truck speed) for each of the three windings
P21A+, 21B+, 21C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P22A+, 22B+, 22C+ depending on truck speed) for each of the three windings
P21A-, 21B-, 21C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P22A-, 22B-, 22C- depending on truck speed) for each of the three windings
A DC to DC converter which provides regulated ± 24 VDC
PS 2-4 Power Supply outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller The PSC is a part of the ICP, and 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.
RDA, B, C 2-5 Rectifier Diode Panel Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A - 5C Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge
operations.
When closed, connects Grid Resistors to the DC link
RP1, 2 2-5 Retard Contactors 1and 2 during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1S, RP2S 2-5 Suppression Modules Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.

FIG.
R1 2-5 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
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 Provides control of propulsion and dynamic retarding
Card functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module 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 ICP.
VAM2 2-3 Voltage Attenuation Module 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 ICP.
VAM3 2-6 Voltage Attenuation Module Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.

FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA

FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA

FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT

FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW

ELECTRONIC ACCELERATOR AND Disassembly
RETARD PEDALS 1. Remove the screws for cable clamps (1, Figure
The accelerator pedal provides a signal to the Truck 2-7). The clamps can remain attached to wiring
Control Interface (TCI) when the operator requests harness (2).
power. The retard pedal provides a signal to the 2. Remove the mounting screws and
Propulsion System Controller (PSC) when the potentiometer (3).
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel Assembly
for use by the system controllers to provide the 1. Position the potentiometer with the flat side
desired mode of operation. toward the potentiometer cover and install it on
As the operator depresses the pedal, the internal the pedal shaft as follows:
potentiometer's wiper is rotated by a lever. The a. Align the cutouts in the shaft with the
output voltage signal increases in proportion to the potentiometer drive tangs.
angle of depression of the pedal.
b. Press the potentiometer onto the shaft until it
Repair and initial adjustment procedures are bottoms against the housing.
discussed in the following. Refer to AC Drive System 2. Install the mounting screws.
Electrical Checkout Procedure for final calibration of
3. Attach cable clamps (1) and tighten the screws
the pedal potentiometer after installation in the truck.
securely.
Removal 4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
NOTE: Repair procedures for the retard and
the full range of travel.
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 the brake actuator.
NOTE: Note the routing and clamp location of the
wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness. FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
3. Use the DID panel to calibrate the pedal
1. Cable Clamp 3. Potentiometer
potentiometer according to the instructions in
2. Wiring Harness
the AC Drive System Electrical Checkout
Procedure.

SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
E03018 1/11 AC Drive System Electrical Checkout Procedure E3-1

(Release 21 Software)
ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
E3-2 AC Drive System Electrical Checkout Procedure 1/11 E03018

(Version 21 Software)
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode should be attached as close
TO EXIST AFTER SHUTDOWN IF THE REQUIRED as possible to the area to be welded. NEVER
SHUTDOWN PROCEDURES ARE NOT FOLLOWED. weld on the rear of the Electrical Control
Before attempting repairs or working near Cabinet or the retard grid exhaust air louvers.
propulsion system components, the following Power cables and wiring harnesses should be
precautions and truck shutdown procedure must protected from weld spatter and heat.
be followed:
• Prior to welding, disconnect Engine Control
• DO NOT step on or use any power cable as a System (ECS) harnesses and ground wire
handhold when the engine is running. (MTU engine). If equipped with DDEC or
• NEVER open any electrical cabinet covers or Komatsu engine, disconnect ECM harnesses.
touch the Retarding Grid elements until all GE cards should be pulled forward far enough
shutdown procedures have been completed. to disconnect card from backplane connector.
• ALL removal, repairs and installation of • Some power cable panels throughout the
propulsion system electrical components, truck are made of aluminum or stainless steel.
cables etc. must be performed by an electrical They must be repaired with the same material
maintenance technician properly trained to or the power cables may be damaged.
service the system.
• Power cables must be cleated in wood or After the truck is parked in position for the repairs, the
other non-ferrous materials. Do not repair truck must be shut down properly to ensure the safety
cable cleats by encircling the power cables of those working in the areas of the deck, electrical
with metal clamps or hardware. Always cabinet, traction motors, and retarding grids. The
inspect power cable insulation prior to following procedures will ensure the electrical system is
servicing the cables and prior to returning the properly discharged before repairs are started.
truck to service. Discard cables with broken
insulation.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion If a problem occurs in the AC drive system that
system does not have dangerous voltage prevents use of normal shutdown procedures,
levels present before repairs are started. ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous 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
directional control lever in PARK. Make sure that
the parking brake applied indicator light is
illuminated.
If there is any question whether the system has
2. Place the rest switch in the ON position to put the potential hazardous voltage present, return to the
AC drive system in the rest mode. Make sure that operator cab and perform the normal shutdown
the rest mode indicator light is illuminated. procedure. Normal operation of the drive system at
3. Turn the key switch to the OFF position. A timing shutdown should allow high voltages to be
sequence will be activated automatically to allow dissipated.
the engine to cool down before it is turned off.
SHUTDOWN AFTER SYSTEM FAILURE
If the engine does not shut down with the key
NOTE: In the event of a system failure, performing the
switch after the timing sequence is done, use the
following procedure will ensure that no hazardous
engine shutdown switch on the operator cab cen-
voltages are present in the drive system.
ter console. Pull this switch up until the engine
stops. 1. Before shutting off the engine, verify the status of
the drive system warning lights on the overhead
4. With the key switch OFF and the engine stopped,
display. Use the lamp check feature to verify
wait at least 90 seconds. Make sure that the
proper lamp function.
steering circuit is completely depressurized by
turning the steering wheel back and forth several NOTE: The link voltage light in the control cabinet is
times. The front wheels should not turn when the not lamp checked.
hydraulic pressure is relieved. If the front wheels
can still be turned, notify maintenance personnel.
5. Make sure that the link voltage light in the control
cabinet is off. Notify maintenance personnel if the
light remains illuminated for longer than five
minutes after the engine is shut down. If any of the red drive system warning lights are on,
DO NOT attempt to open any cabinets, disconnect
6. Locate GF cutout switch (2, Figure 3-1) in the any cables, or reach inside the control cabinet
access panel on the left side of the main control even after turning off the engine.
cabinet. Place the switch in the CUTOUT position.
2. If all red drive system warning lights are off, move
This will prevent the alternator from re-energizing
the directional selector lever to PARK, turn off the
and creating system voltage until the switch is
engine and chock the wheels.
returned to its former position.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the DID
panel in cab. If all lights are off, the retarding
grids, wheel motors, alternator, and power cables
connecting these devices are safe to work on.

If the link voltage light continues to be illuminated
1. Control Power Switch
after following the above steps, a fault has
2. GF Cutout Switch
occurred.
3. Capacitor Charge Light
Leave all cabinet doors in place. Do not touch the
retarding grid elements. Do not disconnect any
power cables or use them as hand or footholds.
Notify the Komatsu factory representative or
distributor immediately.

SYSTEM CHECKOUT Battery and Control Circuit Checks -
Battery Power OFF
Test equipment that is required to fully test the AC
drive system:
• One or two Portable Test Units (PTU) or laptop
computers
• One digital multimeter Make sure that the link voltage is drained down
• Several jumper wires before servicing the propulsion system or
performing tests.
• One analog VOM
1. Prepare for the following checks by performing
• One 500 volt megger
the following procedure:
The Portable Test Unit (PTU) is used to test, download a. Turn both battery disconnect switches to the
and record system parameters on the TCI and PSC OFF position.
modules.
b. Disconnect circuit wire 21B from the starter
• The PTU is plugged into the DIAG1 port on the solenoid.
DID panel at the rear of the operator cab for
monitoring the PSC module. c. Remove the 50 amp fuse (BATFU) from the left
wall of the right side compartment of the
• The PTU is plugged into the DIAG3 port on the
control cabinet.
DID panel at the rear of the operator cab for
monitoring the TCI module. d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
The TCI and PSC are programmed through the DB9 compartment of the control cabinet.
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel. e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
NOTE: If only one PTU is available, in some cases it backplane.
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to f. Turn off all circuit breakers in the auxiliary
monitor both during a test procedure. After the serial control cabinet.
cable has been switched, exit to the Main Menu and g. Make sure that the key switch is OFF, the 5
the software will automatically switch to the menu for minute delay timer is OFF, and the rest switch
the connected panel. is ON.
Several different numbering methods or symbols are h. Turn off all lights and switches.
used in the following procedures to denote the
operation 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
symbol.
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
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 21 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.

Battery Circuit Voltage Check: Resistance Checks, Low Voltage Circuits:
2. In the auxiliary control cabinet, measure voltage 3. Measure the resistance from ground to the
to ground at each of the following circuits; 11, circuits listed in Table I. Stop and troubleshoot
11B1, 712 @ TB32, and 11ST @TB28. any direct short (0 ohms) to ground.
All voltages should be zero. All circuits should show some resistance as
shown in Table I.
TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings from circuit to ground)
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 *  Measure at the 12VDC insulator in the auxiliary control cabinet.
Measure at the 24VDC insulator in the auxiliary control cabinet.
11 * 
All devices listed for the 11A circuit reading must be off.
15V TB21 
71GE TB22 120
439 TB25 
10V TB28 
11SL TB28  Engine service lights must be turned off.
11ST TB28 
15PV TB29 
11S TB30  Ground level engine shutdown switch must be deactivated.
The following devices must be turned off:
• Brake cabinet service light
• Operator cab dome light
11A TB30  • Hazard lights
• Headlights
• Ground level engine shutdown switch
• Left and right side engine service lights
712 TB32  Auxiliary control cabinet service lights must be turned off.
71 TB32 
11KS *  Measure at the key switch.
12M  >10 Measure at AID Module terminal B-13.
12F  >200 Measure at AID Module terminal B-12.

Resistance Checks, Propulsion System Circuits: Chopper Modules (CM1, CM2):
4. Prepare for the following checks by performing 9. With the VOM set on the Rx10,000 scale,
the following additional procedure: measure the following at each chopper module in
the control cabinet:
a. Make sure that all circuits are restored and the
key switch is OFF. GR(-) wire to ground resistance should be
approximately 2 megohms or greater.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the GR(+) wire to ground resistance should be
CUTOUT position (down). approximately 2 megohms or greater.
c. Disconnect the CCLR1 connector and the AFSE P1 Adjustment:

CCLR2 connector located in the center 10. Connect an ohmmeter from the wiper of Pot P1
compartment of the control cabinet near the (cathode of ZD1) to Terminal E (GND) on the
top of each vertical bus bar. battery boost module.
d. Disconnect the output plugs on the four VAM If necessary, adjust P1 to obtain an ohmmeter
panels. reading of 6000 ohms.
e. Remove the wires on the GNDB ground blocks 11. Restore the following circuits:
located on the left wall of the right side a. Reinsert all ICP panel cards.
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching b. Reconnect the ground wires at the GNDB
one another after the wires are removed. ground blocks.
f. Remove the output plugs on both gate driver c. Reconnect the output plugs on the four VAM
power converters (GDPC1 and GDPC2). panels.
g. Remove the FAULTP02 wire on the GRR9 d. Reconnect the output plugs to both gate driver
resistor. power converters (GDPC1 and GDPC2).
DC Link Checks: e. Reconnect the CCLR1 and CCLR2

connectors.
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on f. Reconnect the FAULTP02 wire to the GRR9
the Rx1 scale. Otherwise, the link capacitors will start resistor.
charging and an accurate reading will not be possible. GRR Wiring:
5. Place the VOM positive lead on the DC(+) link 12. Measure the resistance between the FAULTP02
bus and the VOM negative lead on a cabinet wire of the GRR9 resistor and ground.
ground. Resistance should be 60 ohms.
Resistance should be 2 megohms or greater.
13. Measure the resistance between the FAULTP02
6. Place the VOM positive lead on the DC(-) link bus wire of the GRR9 resistor and the DC(-) link bus.
and the VOM negative lead on a cabinet ground. Resistance should be approximately 1100 ohms.
Resistance should be 2 megohms or greater.
14. Measure the resistance between the FAULTP02
7. Place the VOM positive lead on the DC(+) link wire of the GRR9 resistor and the DC(+) link bus.
bus and the VOM negative lead on the DC(-) link Resistance should be approximately 1500 ohms.
bus.
15. Reconnect the CN1 connector to the power
Resistance should be approximately 1500 ohms.
supply. Remove any test equipment.
8. Place the VOM positive lead on the DC(-) link bus
16. Activate the battery disconnect switches. Close all
and the VOM negative lead on the DC(+) link bus.
open circuit breakers.
Resistance should be approximately 6 ohms.

Battery and Control Circuit Checks -
Battery Power ON
TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS
Pin Ohms Circuit Pin Ohms Circuit
1 27 +5 32 0 return
Make sure that the link voltage is drained down
2 27 +5 33 0 return
before servicing the propulsion system or
performing tests. 3 27 +5 34 0 return
4 27 +5 35 0 return
1. Prepare for the following checks by performing
5 27 +5 36 0 return
the following procedure:
6 27 +5 37 0 return
a. Remove the 50 amp fuse (BATFU) from the left
7 — — 38 1K -15
wall of the right side compartment of the
control cabinet. 8 12K +5 39 1K -15
9 12K +5 40 1K -15
b. Disconnect circuit wire 21B from the starter
10 12K +5 41 1K -15
solenoid.
11 27 +5 42 0 return
c. Plug in all the cards in the ICP panel. Verify
12 0 return 43 — —
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF. 13 0 return 44 0 return
14 0 return 45 0 return
d. Verify that all circuit breakers are closed and
15 0 return 46 860 +24
the battery disconnect switches are
deactivated. 16 0 return 47 50 BP24
17 0 return 48 860 +24
e. Make sure that the key switch and the 5 minute
delay timer are OFF. 18 — — 49 — —
19 0 return 50 — —
20 0 return 51 — —
Power Supply Check (PS): 21 0 return 52 — —
2. Remove the CN1 connector on the power supply. 22 — — 53 — —
Use an ohmmeter to check the harness side 23 770 +15 54 0 return
connector pins to ground. Refer to Table II for the 24 770 +15 55 0 return
resistance value at each pin.
25 770 +15 56 1.4K -24
3. Check for 1.4K ohms between TB3-K and TB3-L 26 770 +15 57 8K psstat
(LEM +24V to -24V power supply busses). 27 — — 58 1.4K -24
4. After resistance checks are complete, reconnect 28 210 +15 59 — —
CN1 connector. 29 210 +15 60 — —
30 0 return 61 — —
31 0 return 62 — —

Checks with Key Switch OFF 7. Verify the specified voltage to ground at the
following locations in the auxiliary control cabinet:
5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits: +15VDC at the 15PV wire on TB29 (from TCI,
supply to operator control pedals)
11
+15VDC at the 15V wire on TB21 (from TCI,
11s onTB30
power to cab gauges)
11L on CB30
+15VDC at the 15SPD, 15RWS and 15LWS
11A on TB30 wires on TB21 (from TCI, power to front wheel
11SL on TB28 speed sensors)
NOTE: The voltage should be at least 25VDC. If the Approximately 11VDC at the 10V wire on TB28
voltage is significantly low, check the battery circuits. If +15VDC at the 15VL wire on TB32
the voltage is slightly low, install a battery charger. Approximately 14.8VDC at the 15SIM wire on
6. Check circuit 11B1 voltage to ground. TB32.
The voltage should be approximately 12VDC. 8. Measure voltage between circuit 72E (+) (TB24)
7. Make sure that the CN1 connector on the power and circuit 0 (-) (TB24-H) in the auxiliary control
supply is connected. Install the BATFU fuse. cabinet.
The voltage should be 5VDC.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch. 9. Install a jumper from 22F0 @ TB32 to ground.
Make sure all circuit breakers are closed. The voltage should change to 7VDC.
10. Use a digital multimeter to check the polarity of 10. Remove the jumper to 22F0.
the battery voltage at the BATFU fuse holder.
11. Verify 12VDC to ground for the following circuits:
Connect the positive lead to BATP and the
negative lead to RTN. 65
The voltage at BATP should be +24V. 67C
67R
Checks with Key Switch ON
67P
1. Deactivate the battery disconnect switches. Turn
the key switch ON. CPU Battery Checks
2. Check the voltage of circuit 712 to ground. 12. Turn the control power switch to OFF.
The voltage should be 25VDC. 13. Connect a VOM across the screws securing the
3. Check the voltage of circuit 71CK to ground. green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
The voltage should be 25VDC. screw (2, Figure 3-2) and the negative lead to
4. Turn control power switch (1, Figure 3-1) to ON. bottom screw (4).
Verify that all five green lights in the power supply The value should be approximately 3.5 volts.
are lit.
14. Connect a VOM across the screws securing the
5. Verify that the display on the DID panel is lit. green plate on the edge of the TCI CPU card in
6. Check the voltage on the following circuits in the the TCI panel. Connect the positive lead to top
auxiliary control cabinet. Voltage at each should screw (2) and the negative lead to bottom screw
be at least 25VDC: (4).
71 on TB32 The value should be approximately 3.5 volts.
71GE on TB22 NOTE: If battery voltage is low in either battery check,
refer to “Memory Backup Battery Replacement”
instructions on the following page.

MEMORY BACKUP BATTERY TCI PROGRAMMING
REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel Make sure that the link voltage is drained down
display as follows: before servicing the propulsion system or
performing tests.
Event Number 095 (BBRAM Battery Low)
1. Connect the serial communication cable from the
Event Number 633 (BBRAM Battery Failure)
PTU to the TCI port (DIAG3) on the DID panel
To replace the battery on either card: located on the back wall of the operator cab.
1. With control power OFF, remove the appropriate 2. Make sure that the directional control lever is in
card and locate the green plate with the battery PARK and the rest switch is in the REST position.
near the card edge. (See Figure 3-3.)
3. Turn control power switch (1, Figure 3-1) and the
2. Have a replacement battery available for key switch ON.
immediate installation. See your truck’s Parts
To program the TCI CPU card:
Book for the correct battery part number.
Click START > Programs > GEOHVPTU_2.0 >
NOTE: To prevent data loss, the new battery must be
AC TOOLS > wPTU AC v21.01
installed within five minutes of removal of the old
battery. Select “Normal” mode {enter}
3. Remove both screws (2) and (4) that retain Type password “ok75e” {enter}
battery assembly (3) to the mounting bocks. Note Click “Program Panel”.
the arrow direction (polarity) on the green plate
before removal. Select the GE Panel to download.
4. Remove the old battery and install the new To select the Configuration File, click “Browse”,
battery. Make sure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.
5. Install the card in the appropriate panel slot. Click “Open”.

Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.
FIGURE 3-2. BATTERY LOCATION

(PSC Panel Shown
1. PSC CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. Panel Enclosure
3. Battery Assembly

PSC PROGRAMMING INVERTER PROGRAMMING
Make sure that the link voltage is drained down Make sure that the link voltage is drained down and
before servicing the propulsion system or the engine is not running before performing the
performing tests. following procedures.
1. Connect the serial communication cable from the 1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel PTU to the top ports on the ICP panel (CNG for
located on the back wall of the operator cab. inverters 11 and 12, CNH for inverters 21 and 22).
2. Make sure that the directional control lever is in 2. Turn GF cutout switch (2, Figure 3-1) to the
PARK and the rest switch is in the REST position. CUTOUT position.
3. Turn control power switch (1, Figure 3-1) and the To program the inverters:
key switch ON.
To program the PSC CPU card: AC TOOLS > wPTU AC v21.01
Click START > Programs > GEOHVPTU_2.0 > Select “Normal” mode {enter}
AC TOOLS > wPTU AC v21.01 Type password “ok75e” {enter}
Select “Normal” mode {enter}
Click “Program Panel”.
Type password “ok75e” {enter}
Select the GE Panel to download.
Click “Program Panel”.
Select the GE Panel to download.
After the download is complete, click “Exit” when
To select the Configuration File, click “Browse”, you see “Press exit to continue”.
then “Up One Level”, then select the file that
matches your truck’s wheels. CPU RESET
Click “Open”. After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
After the download is complete, click “Exit” when ON. This allows for synchronization of all CPU
you see “Press exit to continue”. communication links.

PSC CHECKOUT To check the PSC digital inputs:
PSC Digital Input Checks Click START > Programs > GEOHVPTU_2.0 >
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2. Select “Normal” mode {enter}
2. Connect the serial communication cable from the Type password “ok75e” {enter}
PTU to the PSC port (DIAG1) on the DID panel Under “Real Time”, double-click “PSC Real
located on the back wall of the operator cab. Time Data”.
3. Make sure that the directional control lever is in Verify that the analog values are similar to the
PARK and the rest switch is in the REST position. example in Figure 3-3. Also, make sure that the
correct truck ID is at the top of the screen and
“COMMLINK” signal under “Modes” reads OK.
key switch ON.
The following normal power-on digital inputs
should be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO should be highlited with the GF cutout
switch in the NORMAL position.
FIGURE 3-3. PSC REAL TIME DATA SCREEN

Close the “PSC Real Time Data” screen, then
double-click “PSC Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-4.
FIGURE 3-4. PSC SERIAL DATA SCREEN

Close the “PSC Serial Data” screen, then With the retarder lever fully up (OFF position),
double-click “PSC Analog Inputs”. verify that the “RETARD LEVER” signal is
Verify that the analog and digital values are approximately 0 volts.
similar to the example in Figure 3-5. With the retarder lever fully down, verify that the
With the retarder pedal not depressed, verify “RETARD LEVER” signal is approximately 8.75
that the “RETARD PEDAL” signal is volts.
approximately 1.5 volts. The “ENGINE LOAD” signal should be either
With the retarder pedal fully depressed, verify 50% if the PWM load signal is being used or 5.0
that the “RETARD PEDAL” signal is volts if the analog load signal is being used. This
approximately 8.5 volts. indicates a 0 HP adjust level with the engine off.
FIGURE 3-5. PSC ANALOG INPUTS SCREEN

Close the “PSC Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “PSC Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “PSC Temperatures” screen.
the example in Figure 3-5.
FIGURE 3-6. PSC TEMPERATURES SCREEN

PSC Digital Output Checks To check the PSC digital outputs:
1. Open circuit breakers 1 and 2 for gate driver Click START > Programs > GEOHVPTU_2.0 >
power converters 1 and 2. AC TOOLS > wPTU AC v21.01
2. Connect the serial communication cable from the Select “Normal” mode {enter}
PTU to the PSC port (DIAG1) on the DID panel Type password “ok75e” {enter}
located on the back wall of the operator cab.
Click “LOGIN to wPTU Toolbox”.
PARK and the rest switch is in the REST position. Under “Engine Stopped Task”, double-click
“PSC Manual Test”.
key switch ON. The “PSC Manual Test” screen looks similar to
the “PSC Real Time Data” screen in Figure 3-3.
Clicking the buttons in the “Digital Outputs” field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor
arc chutes and observe the contacts while they are
closed to ensure that the tips are mating properly.
These contactors are interlocked so they will not close
with the arc chutes removed. For testing, the interlock
can be pushed inward to allow contact closure with the
arc chute removed.
NOTE: Do not check CMCTL at this time.
TABLE III. PSC DIGITAL OUTPUT CHECKS
STEP OUTPUT DESCRIPTION DEVICE CHECKOUT

1 RP1 RP1 Contactor Verify that RP1 picks up and RP1FB is highlighted.
2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.
3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.
4 GFR GFR Contactor Verify that the GFR relay picks up.
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
5 GF GF Contactor
GF Cutout Switch must be in the NORMAL (up) position to check.
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
6 GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch tothe NORMAL (up) position.
With CPRL highlighted, turn off the Control Power Switch and verify that control
7 CPRL Control Power Relay
power is not lost. Turn the switch back on.
With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the
8 AFSE Alternator Field Static Exciter
AFSE terminal board.
9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.

TCI CHECKOUT TCI Digital Input Checks
PTU to the TCI port (DIAG3) on the DID panel
Make sure that the link voltage is drained down 2. Make sure that the directional control lever is in
before servicing the propulsion system or PARK and the rest switch is in the REST position.
performing tests. 3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Modular Mining Communication Port Check
To check the TCI digital inputs:
PTU to the Modular Mining port on the DID panel Click START > Programs > GEOHVPTU_2.0 >
located on the back wall of the operator cab. AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in Select “Normal” mode {enter}
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON.
Double-click “TCI Real Time Data”.
The PTU baud rate defaults to 38400. However, the
Verify that the analog values are similar to the
Modular Mining port is at 9600 baud. Therefore, before
example in Figure 3-7. Also, make sure that the
testing the Modular Mining port, the PTU baud rate
“COMMLINK” signal under “Modes” reads OK.
must be changed to 9600.
Test the inputs in the “Digital Inputs” field as
Click START > Programs > GEOHVPTU_2.0 > described in Table IV.
Click “Options”.
Remove “38400” and add “9600” to the column
“Selected Baud Sequence”. Click “OK”.
The GE wPTU Toolbox Login Screen
Connection Status window should now show
“Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1”. This verifies the port
communication.
If the Connection Status window shows
“Connection to target failed”, exit the program
and restart the PTU.

FIGURE 3-7. TCI REAL TIME DATA SCREEN

TABLE IV. TCI DIGITAL INPUT CHECKS
STEP INPUT DESCRIPTION

1 ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
2 ENGCAUTION
panel. ENGCAUTION on the PTU should be highlighted.
CONTROLON
3 Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
WARM-UP
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
4 ENGWARN
center console.
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
5 ENGKILL
24VDC to 0VDC. Push down the switch to reset the system.
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
6 BODYDWN
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
7 RESTSW
illuminates when in the REST position.
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
8 REVREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
9 FORREQ
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
10 NEUREQ
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU should be
11 PRKBRKSW highlighted. (NOTE: The parking brake solenoid is controlled by the Interface Module. See Interface Module
Checkout in Section D12 to fully test this function.)
12 RSC Retard Speed Control Switch - Pull up the switch on the center console.
13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
15 OVERPAYLD Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.
16 RESET Override/Fault Reset Switch - Push the switch on the center console.
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel should
17 LAMPTEST illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.
19 AXLEP Axle Pressure Switch - Jumper across the air pressue switch in the rear axle housing.

Close the “TCI Real Time Data” screen, then
double-click “TCI Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-8.
FIGURE 3-8. TCI SERIAL DATA SCREEN

Close the “TCI Serial Data” screen, then double- With the accelerator pedal fully depressed, verify
click “TCI Analog Inputs”. that the “ACCEL PEDAL” signal is
Verify that the analog values are similar to the approximately 8.5 volts.
example in Figure 3-9. With the RSC switch up (OFF position) and the
With the accelerator pedal not depressed, verify RSC dial fully counterclockwise, verify that the
that the “ACCEL PEDAL” signal is “RSC POT” signal is approximately 10.7 volts.
approximately 1.5 volts. With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the “RSC
POT” signal is approximately 0 volts.
FIGURE 3-9. TCI ANALOG INPUTS SCREEN

Close the “TCI Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “TCI Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “TCI Temperatures” screen.
the example in Figure 3-10.
FIGURE 3-10. TCI TEMPERATURES SCREEN

TCI Digital Output Tests To check the PSC digital outputs:
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the TCI port (DIAG3) on the DID panel AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in Type password “ok75e” {enter}
PARK and the rest switch is in the REST position.
key switch ON. Under “Engine Stopped Task”, double-click “TCI
Manual Test”.
The “TCI Manual Test” screen looks similar to
NOTE: The lamp test switch for the overhead panel will the “TCI Real Time Data” screen in Figure 3-7.
not activate the GE propulsion system lamps when the Clicking the buttons in the “Digital Outputs” field
PTU is in the Manual Test mode. will toggle the output on and off. See Table V.
TABLE V. TCI DIGITAL OUTPUT CHECKS
LOCATION
STEP INPUT DESCRIPTION
(Fig. 3-11)
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
1 BATSEPC
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.
SPD1 not used

3
SPD2 not used
4 NORETARD No Retard/Propel Light will illuminate. A5
5 NOPROPEL No Propel Light will illuminate. A6
6 PSCNOTRDY Propulsion System Not Ready Light will illuminate. C6
7 RESTLT Propulsion System at Rest Light will illuminate. B6
8 REDUCELT Propulsion System at Reduced Level Light will illuminate. D6
9 RTRDCON Retard System at Continuous Level Light will illuminate. E6
Battery Charger System Failure Light will illuminate.
10 BATTCHRGR (NOTE: This function is controlled by the Interface Module. See Interface E5
Module Checkout in Section D12 to fully test this function.)
11 ENGSPDSET not used
12 REVERSELT Backup horn and backup lights will activate. B4
13 RETARDXLT Retard light on top of the cab and at rear of truck will turn on.
14 RETARDLT Dynamic Retarding Applied Light will illuminate. D3
15 TEMPWARN Propulsion System Temperature Light will illuminate. C5
16 PSCWARNLT Propulsion System Light will illuminate. B5
Hydraulic Brake Oil Hot Light - cannot be checked
17 HYDBHOTLT (NOTE: This function is controlled by the Interface Module. See Interface D5
Module Checkout in Section D12 to test this function.)
18 ENGCRANK Engine Crank Signal - See the following procedure to test this function.

To check the Engine Crank Signal:
NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay
in the battery control box. Also, make sure that the
engine oil is at the proper level.
1. Change the PTU from the “Engine Stopped
Tasks” screen to the “TCI Real Time Data”
screen.
2. Turn the key switch to START.
Trucks without prelube system:
Measure 24VDC to ground on circuit 21A @
TB25 and circuit 21B @ TB31.
Trucks with prelube system:
Measure 24VDC to ground on circuit 21A @
TB25. FIGURE 3-11. STATUS/WARNING LIGHTS
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on Row/Column Indicator Description Color
circuit 21PT @ TB28 to ground.
A1* High Hydraulic Oil Temperature Red
After circuit 21PT is 24VDC, circuits 21ST and
B1* Low Steering Pressure Red
21B will measure 24VDC to the starter solenoid.
C1 Low Accumulator Precharge Red
Verify that ENGSTRTREQ, ENGCRANK,
D1 Spare
ENGCRNK2, and BATSEPC are highlighted on
the PTU when circuits 21A, 21PT and 21B are E1 Low Brake Pressure Red
24VDC. A2* Low Hydraulic Tank Oil Level Red
B2* Low Auto Lube Pressure Amber
3. Turn the key switch to ON.
C2* Circuit Breaker Tripped Amber
4. Move the directional control lever to FORWARD.
D2* Hydraulic Oil Filter Restricted Amber
5. Turn the key switch to START. E2* Low Fuel Amber
Circuit 21A should remain 0VDC. A3* Parking Brake Applied Amber
6. Release the key switch. B3* Service Brake Applied Amber
7. Move the directional control lever to NEUTRAL. C3* Body Up Amber

D3* Dynamic Retarding Applied Amber
8. Turn key switch to START position.
E3 Stop Engine Red
Circuit 21A should remain 0VDC.
A4* Starter Failure Amber
9. Release the key switch. B4* Manual Backup Lights Amber
10. Move the directional control lever to PARK. C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* Cheack Engine Amber
A5 No Propel/Retard Red
B5 Propulsion System Warning Amber
C5 Propulsion System Temperature Amber
D5 Maintenance Monitor Red
E5 Battery Charger System Failure Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6* Propulsion System Not Ready Amber
D6* Propulsion System at Reduced Level Amber
E6* Retard System at Continuous Level Amber

CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the TABLE VI. CALIBRATION VALUES
hydraulic brake temperature and propel system
INPUT DESCRIPTION
temperature gauges and the speedometer for the
software. If any of the above components require 0.00 - accelerator pedal released
ACCEL-SEL
replacement during truck servicing or troubleshooting 1.00 - accelerator pedal fully depressed
procedures, the new or rebuilt component must be 0.00 - retarder pedal released and retarder lever
recalibrated using the applicable procedure before the fully up
truck is returned to service. 1.00 - retarder pedal fully depressed and
RETRD-SEL
retarder lever fully up
Speedometer 1.00 - retarder pedal released and retarder lever
fully down
The speedometer can be calibrated by using the DID
panel at the back of the operator cab. 5 - RSC dial pulled up and turned fully
counterclockwise
1. On the DID panel, press the function keys RETSPD
34 - RSC dial pulled up and turned fully
F4 - Menu > F1 - Test Menu > F4 - Speedometer. clockwise
2. Adjust the speedometer to read 32 kph (20 mph).
3. Enter “40” on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph). ERASING EVENTS
Accelerator Pedal, Retarder Pedal/Lever and PSC
RSC Dial
The pedals and retarder lever can be calibrated by PTU to the PSC port (DIAG1) on the DID panel
using the DID panel at the back of the operator cab. located on the back wall of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be 3. Turn control power switch (1, Figure 3-1) and the
calibrated by using the PTU as follows: key switch ON.
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the PSC port (DIAG1) on the DID panel AC TOOLS > wPTU AC v21.01
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON. Under the “Special Tasks” heading, double-click
Click START > Programs > GEOHVPTU_2.0 > “Erase PSC Events”.
AC TOOLS > wPTU AC v21.01 Click “YES”.
Select “Normal” mode {enter} Double-click “PSC Event Summary”.
Type password “ok75e” {enter} Only two events should be listed and active:
Event 91 (Inverter 1 Cutout) and Event 92
Under “Real Time”, double-click “PSC Real
(Inverter 2 Cutout). Investigate any other events
Time Data”.
that are listed.
Verify the values in Table VI.

TCI 7. Close circuit breaker CB2 on GDPC1 in the right
side compartment of the control cabinet.
PTU to the TCI port (DIAG3) on the DID panel 8. Use an analog meter to check the voltage
located on the back wall of the operator cab. between the pins on the P12A+ round connector.
2. Make sure that the directional control lever is in There should be 90 - 100VDC.
PARK and the rest switch is in the REST position. 9. Open circuit breaker CB2 on GDPC1. Reconnect
3. Turn control power switch (1, Figure 3-1) and the the round connector to P12A+ and close circuit
key switch ON. breaker CB2 again.
Click START > Programs > GEOHVPTU_2.0 > 10. Carefully remove the gray plug on top of each P12
AC TOOLS > wPTU AC v21.01 phase module. Without looking directly into the
plug hole in each phase module, verify that a red
Select “Normal” mode {enter} light is present. Insert the gray plugs.
Type password “ok75e” {enter} 11. Carefully remove the gray plug on top of chopper
Click “LOGIN to wPTU Toolbox”. module CM2. Without looking directly into the
plug hole, verify that a red light is present. Insert
Under the “Special Tasks” heading, double-click
the gray plug.
“Erase TCI Events”.
12. Close circuit breaker CB1 on GDPC2 in the right
Click “YES”.
side compartment of the control cabinet.
Double-click “TCI Event Summary”.
13. Use an analog meter to check the voltage
No events should be listed. Investigate any between the pins on the P21A+ round connector.
events that are listed.
There should be 90 - 100VDC.
14. Open circuit breaker CB1 on GDPC2. Reconnect
the round connector to P21A+ and close circuit
GATE DRIVER POWER CONVERTER TEST
breaker CB1 again.
15. Carefully remove the gray plug on top of each P21
phase module. Without looking directly into the
Never look directly into the fiber optic light. Eye light is present. Insert the gray plugs.
damage could result. 16. Close circuit breaker CB2 on GDPC2 in the right
1. Disconnect the round connector on top of phase side compartment of the control cabinet.
modules P11A+, P12A+, P21A+ and P22A+. 17. Use an analog meter to check the voltage
2. Close circuit breaker CB1 on GDPC1 in the right between the pins on the P22A+ round connector.
side compartment of the control cabinet. There should be 90 - 100VDC.
3. Use an analog meter to check the voltage 18. Open circuit breaker CB2 on GDPC2. Reconnect
between the pins on the P11A+ round connector. the round connector to P22A+ and close circuit
There should be 90 - 100VDC. breaker CB2 again.
4. Open circuit breaker CB1 on GDPC1. Reconnect 19. Carefully remove the gray plug on top of each P22
the round connector to P11A+ and close circuit phase module. Without looking directly into the
breaker CB1 again. plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
5. Carefully remove the gray plug on top of each P11
phase module. Without looking directly into the
light is present. Insert the gray plugs.
6. Carefully remove the gray plug on top of chopper
module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.

LOAD TESTING Click START > Programs > GEOHVPTU_2.0 >
Preparation
1. Ensure that the wheels are chocked and the
directional control lever is in PARK. Type password “ok75e” {enter}
2. Ensure that all blower motor and alternator Under “Real Time”, double-click “PSC Real
brushes are installed correctly. Time Data”.
Verify that ENGSPD in the “Analog” field shows
3. Install locks on the contactor box door and left
the correct alternator speed value.
side compartment door of the control cabinet. The
right side compartment will be accessed. 9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
4. Use the DID panel to cutout both inverters:
the center console of the operator cab to stop the
a. Press F4 - MENU > F3 - Inv Cutout > engine.
F1 - Inv #1 > F4 - Toggle.
The display will show “Inverter #1 = cut-out”. Battery Boost Check
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.

The display will show “Inverter #2 = cut-out”.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display. The battery boost check must be performed exactly
5. Turn the rest switch ON. as described in the following procedure. Failure to
do so may result in serious injury.
6. Move GF cutout switch (2, Figure 3-1) to the
The contactors in the control cabinet with the R1
CUTOUT (down) position.
resistor may be energized while the engine is
7. Ensure that circuit breakers CB1 and CB2 on both running. DANGEROUS VOLTAGES ARE PRESENT
gate driver power converters are closed. INSIDE THE CONTROL CABINET.
8. Reconnect the 21B wires to the starter solenoids. NOTE: The engine must be OFF during initial setup.
Alternator Speed Sensor Checks 1. Turn the rest switch ON.
1. Connect an AC voltmeter to circuits 74X (TB22) 2. Move GF cutout switch (2, Figure 3-1) to the
and 74Z (TB22). CUTOUT (down) position.
2. Ensure that the GF cutout switch is in the 3. Verify that all link voltage lights are OFF.
CUTOUT (down) position and the rest switch is 4. Connect a voltmeter across resistor R1 located in
ON. the right side compartment of the control cabinet.
3. Start the engine and operate at low idle. a. Connect the positive lead to BAT
Verify approximately 4VAC on the meter. b. Connect the negative lead to F101.
Verify that the tachometer in the operator cab
5. Start the engine.
reads approximately 700 RPM.
6. Move the GF cutout switch to the NORMAL (up)
4. Remove the voltmeter.
position.
5. Ensure engine speed control by varying the
7. Turn the rest switch OFF.
position of the accelerator pedal.
The voltmeter will momentarily show a reading
6. To check the PSC alternator speed feedback, of approximately 18VAC, then drop to zero.
connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel 8. Turn the rest switch ON.
located on the back wall of the operator cab. 10. Move the GF cutout switch to the CUTOUT
7. Make sure that the directional control lever is in (down) position.
PARK and the rest switch is in the REST position. 11. Use the emergency stop switch on the center
8. Turn control power switch (1, Figure 3-1) and the console of the operator cab to stop the engine.
key switch ON. 12. Verify that all link voltage lights are OFF. Remove
the voltmeter.

Brake Circuit Switch Checks Hoist & Steering Circuit Switch Checks
1. Turn the rest switch ON. 9. On the inner side of the fuel tank, short circuit 39
on hoist circuit hydraulic filters bypass indicator
2. Start engine and allow engine to warm up for
switch to ground.
approximately 10 minutes.
The hydraulic oil filter light in the overhead panel
Verify that all status/warning lights in the
should illuminate.
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at 10. At the steering circuit hydraulic filter, short circuit
Rest (B6) and Propulsion System Not Ready 39 on the filter bypass indicator switch to ground.
(C6). The hydraulic oil filter light in the overhead panel
3. Turn the wheel brake lock switch ON. should illuminate.
4. Short circuit 33T to ground. This is for the brake 11. Short circuit 51A at the nitrogen precharge
lock degradation switch located in brake cabinet. pressure switches on the top of the steering
accumulators to ground.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active The low accumulator precharge indicator light is
and the service brake light indicator on the activated. This light stays on even when the
overhead panel is lit. short is removed.
5. Connect the serial communication cable from the 12. Use emergency shutdown switch on the center
PTU to the PSC port (DIAG1) on the DID panel console to shut off the engine. Do not turn the key
located on the back wall of the operator cab. switch OFF.
Click START > Programs > GEOHVPTU_2.0 > The low accumulator precharge light should
AC TOOLS > wPTU AC v21.01 remain on and the brakes and steering pressure
should remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.
Link Energized Checks
Under “Real Time”, double-click “PSC Real
Time Data”. 1. Start the engine.
Verify that BRAKEON is highlighted when the 2. Move the GF cutout switch to the NORMAL (up)
wheel brake lock is applied and the engine is position.
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake AC TOOLS > wPTU AC v21.01
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer should Type password “ok75e” {enter}
activate. Click “LOGIN to wPTU Toolbox”.
8. On the LH frame rail, short circuit 33F at the Under “Real Time”, double-click “PSC Real
steering pressure switch on the bleeddown Time Data”.
manifold to ground. Verify that capacitor charge light (3, Figure 3-1)
The low brake pressure light, low steering and the link energized indicator light on the rear
pressure light and low brake pressure buzzer of the center console are lit.
should activate. Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted functions
are similar on the various PSC screens in
Figures 3-12 through 3-14.

FIGURE 3-12. PSC REAL TIME DATA SCREEN
FIGURE 3-13. PSC SERIAL DATA SCREEN

FIGURE 3-14. PSC ANALOG INPUTS SCREEN
4. Make sure that the directional control lever is in Loadbox Test

key switch ON.
6. Connect the serial communication cable from the Verify that the control cabinet doors are closed and
PTU to the TCI port (DIAG3) on the DID panel locked before performing the following tests.
located on the back wall of the operator cab. DANGEROUS VOLTAGES ARE PRESENT INSIDE
Click START > Programs > GEOHVPTU_2.0 > THE CONTROL CABINET WHEN THE ENGINE IS
AC TOOLS > wPTU AC v21.01 RUNNING.
Select “Normal” mode {enter} 1. Jumper fan clutch control circuit 22FO @ TB32 to
ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout
switch to the NORMAL (up) position.
Under “Real Time”, double-click “TCI Real Time
Data”.
Verify that the analog values and highlighted Under “Test”, double-click “Self Load Engine
functions are similar to the TCI Real Time Data Test”.
screen in Figure 3-15. Click “Enter LDBX”.
7. Exit the TCI Real Time Data screen. Leave the Verify that the values are similar to the initial Self
engine running and the PTU connected to the TCI Load Engine Test screen in Figure 3-16.
port for the loadbox test.

FIGURE 3-15. TCI REAL TIME DATA SCREEN
FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN

10. Note the ENGLOAD value on the screen.
If the value is 5 volts during load testing, loading
is satisfactory.
If the value is below 5 volts, the electrical system
In the following step, exhaust air from grid vents needs to remove horsepower loading. This is an
may be very hot. indication of a weak engine.
4. Put the directional control lever in NEUTRAL and If the value is above 5 volts, the electrical system
depress the accelerator pedal to just pick up needs to load the engine more. This is an
contactor RP1. This should occur at indication of a strong engine.
approximately 1150 rpm.
11. The Self Load Engine Test screen should be
Check for hot air flow from both front sections of recorded and the values compared to values that
the retarding grid. are calculated to account for parasitic losses at
Check for air flow from the rectifier air exhausts the elevation of the test site and ambient
on the back of the control cabinet. temperature during testing as follows:
On the PTU, verify that the values for BLWR1 a. Output horsepower should be 2700 HP ±5% @
and BLWR2 are balanced but opposite polarity. 1900 +10/-15 rpm.
NOTE: If the HPADJ value is fixed at zero and the b. Requested rpm from GE must be 1900 rpm.
ENGLOAD% value is fixed at 50% (or 5.0V if using an c. Refer to Figure 3-17 for parasitic losses curve.
analog load signal), it is an indication that the PWM
Read the parasitic losses from the graph
engine load signal is not getting to the PSC. Check for
based on ambient temperature and altitude.
Event 63 (Engine Load Signal) on the DID panel. Refer
to Troubleshooting for more information. Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
5. Depress the accelerator pedal to pick up value at the rpm rated tolerance (i.e. 2612
contactors RP1 and RP2. This should occur at HP + value from graph = corrected HP).
approximately 1375 rpm.
Manual Offset HP Output Adjustment:
6. Let up on the accelerator pedal just enough so
that contactor RP2 drops out but contactor RP1 is 12. If it is necessary to troubleshoot HP problems, use
still picked up. This should occur at approximately the following procedure:
1375 rpm. With loadbox initiated, enter a + or - offset value
NOTE: Some trucks are not equipped with contactor in the “HP Offset” field.
RP3. Click the “HP Offset” box.
7. Depress the accelerator pedal to pick up 13. Perform the load test again.
contactors RP1, RP2 and RP3. This should occur
Return the offset to 0.0
at approximately 1550 rpm.
Click the “HP Offset” box.
8. Warm up the engine until the engine coolant
temperature stabilizes. Then fully depress the Click “EXIT LDBX” to exit the Self Load Engine
accelerator pedal to pickup all the RP contactors. Test screen.
The CHOP value on the PTU should be be 25% 14. Allow the engine to cool down until the engine
at approximately 1900 rpm. temperature and pressure gauges show normal
operating values.
9. Record the PTU screen while viewing the screen
during full load. 15. Turn the rest switch ON.
Under the “Save” menu, select “Single 16. Turn the key switch OFF. Allow approximately 90
Snapshot”, then click “Save”. seconds for the steering accumulators to bleed
down.
To view the recorded screen, under the “View”
menu, select “Screen Relay”, the highlight the 17. Remove the jumper from the fan clutch control
file and click “Open”. circuit
18. Record all data to create a truck record for future
comparison.

FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

TROUBLESHOOTING Phase Module and Chopper Module
Troubleshooting
PVM Optimum Load Curve Handshaking
Troubleshooting 1. To troubleshoot a phase module or chopper
module, stop the engine and turn the rest switch
NOTE: A value of less than 0.5VDC or more than OFF. Connect the serial communication cable
9.5VDC on circuit 72E indicates a failure. from the PTU to the PSC panel and access the
1. With the engine off, key switch ON and control PSC Manual Test screen.
power switch ON, measure the voltage between 2. Click the appropriate GD1E or GD2E signal in the
the 72E (+) lead and the 72R (-) lead. “Digital Output” field and turn it ON. (GD1E turns
The voltage should be 5.0VDC. on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
a. Jumper circuit 22FO to ground and verify
modules and chopper module 2.)
voltage on 72E to 72R changes to 7.0VDC.
3. Disconnect the gray fiber optic cable on the phase
b. If the voltage is 0VDC, verify that the
module or chopper module that is being checked.
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check In the following step, DO NOT look directly at the
the voltage at 72E (+) to 72R (-). red light. Eye damage could result.
The voltage should be 5.0VDC. 4. If a red light is visible out of the gray receptacle on
a. Check the PVM diagnostic connector P381. the gate driver module, the phase module or
chopper module is OK.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates 5. If a red light is not visible, disconnect the round
that the 1939 transmission line failed. Check power supply harness from the gate driver
1939 wiring. module.
c. Verify the voltage between position C to B is 8 6. Check the AC voltage in the two pins in the
to 11VDC. A reading of 0VDC indicates that harness. There should be 100 VAC square wave
the PVM has failed only if the voltage from on the harness. The actual reading on the VOM
position A to B is correct and the filtering circuit will depend on the meter and how it is designed to
is correct. Check the filtering circuit resistors measure AC voltage. Most meters read less than
and capacitors connected to P383 positions 12 100 volts. Normally, there will either be proper
and 20 and P382 position 33 mounted on voltage on the harness or no voltage at all.
diode board DB1. 7. If there is no voltage, troubleshoot the appropriate
3. If both Step 1 and 2 are 0VDC, then circuit 439 or gate driver power converter or the harness. See
11SL or both are incorrect. “Gate Driver Power Converter Test” earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the “G” terminal.
10. If there is a red light visible with the gate lead
disconnected, there is a short and the phase
Allow adequate time for link voltage to drain down module or chopper module must be replaced.
before opening the control cabinet to perform the 11. If a red light is not visible with the gate lead
following checks or repairs. disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and white-
covered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.

PHASE MODULE REPLACEMENT
Phase Module Removal Phase Module Installation
1. Place the control power switch in the OFF 1. Inspect the rear cooling air sealing gasket.
position and the GF cutout switch in the CUTOUT Replace it if damaged.
position. 2. Return the phase module to its original location.
2. Use a VOM to ensure that there is no voltage 3. Install the two mounting bolts and washers that
present between the (+) and (-) DC links and secure the phase module to the control cabinet.
ground. Tighten the bolts to 64 N·m (47 ft lb).
3. Disconnect the fiber optic cables and the round
4. Install the mounting hardware that secures the
plug at the top of the phase module. Tuck the
two fuses. Tighten the bolts to 19 N·m (14 ft lb).
removed cables under the loom to protect the
cables when the module is pulled out. 5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
4. Remove the mounting hardware that secures the bolts to 26 N·m (19 ft lb).
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation. 6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
5. Remove the mounting hardware that secures the
two fuses. 7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
6. Mark each phase module so that it will be
position.
reinstalled in its original location.
NOTE: Each phase module weighs 29.5 kg (65 lb).
7. Support the phase module and remove the two
nuts and washers that secure the phase module NOTE: For removal of other control cabinet
to the control cabinet. components, refer to the GE service manual.
8. Slide the phase module forward by the extended
mounting arms and remove it from the control
cabinet. Do not pull on the gate card cover.

NOTES

SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE AND WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
G01017 8/10 Index G1-1

NOTES
G1-2 Index 8/10 G01017

SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
WHEEL STUD MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02018 10/11 Tires and Rims G2-1

NOTES
G2-2 Tires and Rims 10/11 G02018

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.
Consult the tire manufacturer for recommended tire
pressure. When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
Insure valve caps are securely applied to valve
place. Do not stand in front of or over the
stems. The caps protect valves from dirt build up and
lockring during inflation procedures. Never
damage. DO NOT bleed air from tires which are hot
overinflate a tire. Refer to tire manufacturer’s
due to operation; under such circumstances, it is
recommendations.
normal for pressure to increase in the tire due to
Always keep personnel away from a wheel and
expansion.
tire assembly when it is being removed or
A bent or damaged rim which does not support the installed.
bead properly may cause abnormal strain on the tire The tire and rim weigh approximately 7 165 kg
resulting in tire damage. If a tire becomes deeply cut, (15,800 lb). Make sure that tire handling
it should be removed and repaired. Neglected cuts equipment is capable of lifting and maneuvering
cause many tire problems; water, sand, dirt and other the load.
foreign materials work into the tire through a cut,
Due to the size and weight of the tire and rim
eventually causing tread or ply separation.
assemblies, special handling equipment, such as a
Tires should be stored indoors if possible. If stored modified fork lift called a “tire handler” as shown in
outdoors, cover tires with tarpaulin to keep out dirt, Figure 2-1, is desirable. Consult local tire vendors for
water and other foreign materials. Long exposure to sources of equipment designed especially to remove,
the sun will cause ozone cracks. Storage should be repair, and install large off-highway truck tires.
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
products.
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
explosion 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.
FIGURE 2-1. TYPICAL TIRE HANDLER

WHEEL STUD MAINTENANCE
The wheel mounting hardware used on some trucks
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate
clamping force may lead to broken studs, stripped
threads, and/or failure of the stud knurl which would While replacing missing or damaged studs, the
allow the stud to rotate when the nut is loosened or condition of all other stud threads should be
tightened. Stud replacement is necessary based on inspected. If minor corrosion or dirt is found in
the following guidelines: the threads, wire brush thoroughly. If damaged
(knicked or highly corroded) threads are found,
• The maximum allowable number of missing or the stud(s) must be replaced.
damaged studs in any one bolt circle is four.
• The position of missing or damaged studs must
not be in consecutive locations. In addition, there
must be a minimum of four properly functioning
studs between each missing stud. Refer to
Figure 2-2.
FIGURE 2-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE

FRONT TIRES AND RIMS
Removal
6. Grip the tire and wheel assembly with tire a
1. Apply parking brake and block rear wheels to handler. Remove nuts (11, Figure 2-3) that
prevent movement of truck. secure the wheel assembly.
2. Following normal shutdown procedures, place 7. Be careful not to damage the inflation hose
the rest switch in the ON position, shut down during tire removal. Move the wheel assembly
the engine and verify that the link voltage lights away from the wheel hub and into a clean work
are OFF. Allow at least 90 seconds for the area.
accumulators to bleed down. Turn the steering
wheel to ensure that no pressure remains. As a
safety precaution, bleed down the brake
accumulators.
3. Place a jack under the spindle or frame at the Do not attempt to disassemble wheel assembly
front cross tube. until all air pressure is bled off.
4. Raise the front end of the truck until the tire
Always keep personnel away from a wheel
clears the ground. Block up the truck securely
assembly when it is being removed or installed.
under the frame.
5. Inspect the hydraulic brake lines for damage or
leaking fittings.
FIGURE 2-3. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring

Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grip the wheel assembly with the tire handler
and align the tire inflation hose and wheel hub
(1, Figure 2-3). Position the rim onto the wheel
hub studs.
Grease containing molybdenum disulphide must

never be used on wheel mounting hardware. Use
of this type of grease on wheel mounting
hardware may result in wheel mounting studs
stretching beyond their elastic limit, making them
susceptible to breakage.
2. Lubricate all stud threads and nut seating
flanges with a lithium based grease that does
not contain molybdenum disulphide. Install and
tighten the 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
2 325 ± 136 N·m (1,715 ± 100 ft lb).
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten the nuts to 2 325 ± 136
N·m (1,715 ± 100 ft lb).
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2 325 ± 136
N·m (1,715 ± 100 ft lb).
d. Install the remaining nuts and torque in a
clockwise direction to 2 325 ± 136 N·m
(1,715 ± 100 ft lb).
e. Retighten all nuts in a clockwise direction to
2 325 ± 136 N·m (1,715 ± 100 ft lb).
3. Remove the blocking and lower the jack.
4. Operate the truck for one load and retighten the
wheel nuts to the specified torque.

REAR TIRES AND RIMS 7. Position a tire handler to grip the inner wheel.
Remove flanged nuts (6).
Removal 8. Pull straight out to remove the tire from the
1. Park the truck on level ground and block the wheel hub.
front wheels. Position a jack under the rear
suspension mounting plates as shown in Figure
2-4.
If the wheel motor is to be removed from the

truck for service, install approximately eight
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 during removal
and transportation.
FIGURE 2-4. REAR AXLE JACK LOCATION
2. Raise the rear axle housing until the tires clear

the ground. Securely block up the rear axle
housing near the wheel motor mounting flange.
3. If the rear inner tire is to be removed, remove
the inner tire inflation hose at the clamp on the
outer wheel and disconnect it from inner FIGURE 2-5. REAR TIRE REMOVAL
extension (7, Figure 2-6).
4. Grip outer wheel and tire with tire handler arms 1. Tire Handler 3. Inner Rear Tire
as shown in Figure 2-5. Remove flanged nuts 2. Outer Rear Tire
(10, Figure 2-6) from adaptor ring (9) securing
outer rim to wheel motor hub.
5. Pull straight out on the outer wheel assembly
and remove it.
6. If inner wheel removal is necessary, disconnect
inner tire inflation extension (7) and remove it.

FIGURE 2-6. REAR WHEEL ASSEMBLY
1. Wheel Motor Mounting Flange 6. Flanged Nut 11. Flanged Nut

2. Inner Wheel Rim 7. Inner Extension 12. Wheel Motor Transmission
3. Disc Brake Assembly 8. Clamps 13. Extension
4. Extension 9. Adapter Ring 14. Bracket
5. Wheel Hub 10. Flanged Nut 15. Outer Wheel Rim
Installation
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
N·m (1,715 ± 100 ft lb).
Always keep personnel away from a wheel c. Install three nuts directly above the 3 o'clock
assembly when it is being removed and installed. and three nuts directly below the 9 o'clock
N·m (1,715 ± 100 ft lb).
NOTE: Clean all mating surfaces and check the stud
d. Install the remaining nuts and tighten in a
threads before installing the wheel assemblies.
clockwise direction to 2 325 ± 136 N·m
1. If either wheel motor has been removed, bleed (1,715 ± 100 ft lb).
the disc brakes before installing the rear tires.
e. Retighten all nuts in a clockwise direction to
Refer to Section J, Wet Disc Brake Assembly -
the required 2 325 ± 136 N·m (1,715 ± 100 ft
Wet Disc Brake Bleeding Procedure.
lb).
2. Grip the inner wheel assembly with a tire
4. If adapter ring (9) requires installation, install
handler and install it onto wheel hub (5, Figure
the adapter onto the wheel hub/wheel motor.
2-6). Carefully align tire inflation extension line
Lubricate the studs and nut flanges with lithium
(4) for mating with inner extension (7).
based grease.
3. Lubricate all stud threads and nut seating
5. Using the procedures in Step 3, install flanged
flanges with lithium based grease. Install and
nuts (10) in the sequence described and tighten
tighten the nuts in the following sequence:
to the same torque value as the inner wheel.
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2 325 ± 136 N·m (1,715 ± 100 ft lb).

6. Grip the outer wheel assembly with a tire 4. Repeat this procedure at locations
handler and position it onto the wheel motor approximately 90° from the first application.
hub. Continue this procedure until the tire bead is
free from the rim.
NOTE: Position the outer dual wheel to align the tire
valve bracket with the inner wheel inflation line. 5. After the bead is broken loose, insert the flat of
a tire tool in the beading notch on lockring (8).
7. Using the procedures in Step 3, install flanged
Pry the lockring up and out of the groove on the
nuts (11) in the sequence described and tighten
rim.
to the same torque value as the inner wheel.
6. Pry in on bead seat band (6) until O-ring (9) is
8. Secure the inner and outer dual tire inflation
exposed. Remove the O-ring.
lines to bracket (14) on the outer rim.
7. Remove bead seat band (6) from rim (5) and
9. Remove the blocks from under the truck and
remove flange (7).
lower the truck to the ground. Operate the truck
for one load and retighten outer wheel nuts (11) 8. Reposition wheel assembly and repeat removal
and adapter flange nuts (10) to 2 325 ± 136 procedure on opposite side of tire. Remove the
N·m (1,715 ± 100 ft lb). tire from the rim.
NOTE: Inner flanged nuts (5 & 7) and studs should

be inspected for breakage or missing nuts during
Tire Installation
scheduled maintenance checks by inserting a mirror
between the rear tires. 1. Before mounting the tire to the rim, remove all
dirt and rust from the rim parts, particularly the
O-ring groove and bead seats. Also touch up all
metal parts with anti-rust paint to prevent bare
RIM metal from being exposed to the weather.
Tire Removal NOTE: Do not allow paint, rust or other
contamination to cover the mating faces of lock ring
(8, Figure 2-7) and rim (5).
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 an explosion. Make sure that proper rim parts are used for
reassembly. Use of incompatible parts may not
When inflating tires always use a safety cage. properly secure the assembly, resulting in
Never inflate a tire until the lockring is securely in violently flying parts upon inflation.
place. Do not stand in front of or over the
lockring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers 2. If the tire inflation hose and hardware were
recommendations. removed, reinstall them in the rim. Position the
hose assembly for proper routing.
1. Place the tire and wheel assembly in a safety 3. Install the inner flange on the rim. Coat the
cage and discharge all air pressure from the beads of the tire with tire mounting soap
tire. solution.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of the frame assembly over
the outer edge of flange (7, Figure 2-7). Make
sure that the jaws of the frame are as near to
bead seat band (6) as possible. Prying against tire bead may cause damage to
tire bead and will cause air leaks.
3. Following the tool manufacturer’s instructions,
move the tire bead in far enough to permit
placing a wedge between the tire and the flange 4. Position the tire over the rim and work the tire
at the side of the tool. on as far as possible without prying against the
beads.

FIGURE 2-7. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
5. Install outer flange (7, Figure 2-7) in position 9. If the beads of the tire and O-ring do not seat
and install bead seat band (6). Push in on the within one minute, raise the tire slightly and tap
bead seat band to expose the O-ring groove in the bead seat band. This will help the air
the rim. pressure to push the tire bead out into position.
6. Lubricate new O-ring (9) with soap solution and 10. As soon as the seating has been accomplished,
install it in the groove of the rim. install the valve core and inflate the tire to the
7. Install lockring (8) and tap it into place with a recommended tire pressure.
lead hammer. The lockring lug must fit into the
slot of the rim.
Use a safety cage whenever possible. Stand to

one side as tire is being inflated. Never start
inflating unless the lockring is securely in place.
DO NOT stand in front of or over the lockring
when inflating.
8. With the tire inside a safety cage, remove the
valve core from the valve stem and inflate the
tire to seat the beads of the tire and the O-ring
as specified by the tire manufacturer.

SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Spindle Removal Procedure (off of the truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
WHEEL SPEED SENSOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-20
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
TIE ROD INSPECTION AND TORQUE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22
G03028 12/11 Front Wheel Hub and Spindle G3-1

NOTES
G3-2 Front Wheel Hub and Spindle 12/11 G03028

FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY Removal
The following instructions will cover the complete 1. Shut down the truck. Refer to “Normal Engine
removal, installation, disassembly, assembly and Shutdown Procedure” in Section A3, General
bearing adjustment of the front wheel hub and Safety & Operating Instructions.
spindle. If only brake service is to be performed, refer 2. Depressurize the brake accumulators by using
to Section J, Brake Circuit. the bleed valves on the brake manifold.
3. Activate the battery disconnect switches.
4. Remove the front tire and rim assembly. Refer
to “Front Tire and Rim - Removal” in Section
G2.
Do not loosen or disconnect any hydraulic line or 5. Close the hydraulic pump shutoff valves.
component until the engine is stopped, the key 6. Disconnect speed sensor connector(s) (5,
switch is OFF for 90 seconds, and the brake Figure 3-1). Tie the cables back away from the
accumulators are depressurized. spindle to prevent damage during spindle
removal.
NOTE: The left wheel has two speed sensors
installed.
7. Disconnect brake cooling oil lines (4) at the inlet
and outlet ports on the brake housing. Plug the
hoses and ports to help prevent contamination.
8. Disconnect the brake apply line. Cap the hoses
and ports to prevent contamination.
9. Remove drain plug (2) and drain the oil from the
brake housing and hub bearings into a suitable
container.
10. Remove the lubrication lines from the tie rod
and steering cylinder.
11. Disconnect the steering cylinder and the tie rod
from the spindle being removed. Refer to
“Steering Cylinders and Tie Rod - Removal” in
this section.
FIGURE 3-1. FRONT WHEEL & SPINDLE

INSTALLATION
1. Spindle 4. Brake Cooling Line
2. Drain Plug 5. Speed Sensor
3. Disc Brake Housing Connector

12. Position a fork lift under the wheel hub and 15. Run the proper size tap into the threaded holes
spindle assembly as shown in Figure 3-2. The to ensure clean, good quality threads.
weight of the spindle assembly is approximately
6 652 kg (14,665 lb). Ensure the lifting device
can handle the load safely. Ensure the spindle
and hub are securely fastened to the lifting
device to prevent tipping when it is free from the
suspension.
13. Remove capscrews and washers (1, Figure 3-2)
that secure retainer plate (2) to the spindle
structure and suspension. To prevent thread
damage, loosen the capscrews in a circular
pattern in torque increments of 678 N·m (500 ft
lb). Remove the retainer plate.
14. Remove 16 steering arm capscrews (5, Figure
3-2) as follows:
a. Refer to Figure 3-4. Remove only the
capscrews that are designated by an “X”.
b. To prevent thread damage, remove these
capscrews using a circular pattern in torque
increments of 678 N·m (500 ft lb). DO NOT
attempt to remove each capscrew in one FIGURE 3-3. TYPICAL LIFTING DEVICE
sequence. (FORKLIFT)
DO NOT remove the cap screws in one step with

an air wrench. Revolve around the circular
pattern at least 3 times, gradually loosening the
cap screws during each revolution.
FIGURE 3-4. SPINDLE REMOVAL TOOL

1. Capscrew Insertion 2. Tool Structure
Holes (“X”)
FIGURE 3-2. STEERING ARM ASSEMBLY

1. Capscrews & Washers 4. Steering Arm
2. Retainer Plate 5. Capscrews
3. Spindle

NOTE: Older pusher tools (5, Figure 3-5) may have
been made with a round tube (shown as a dotted
line) welded on one side. The tool can be installed
upside down and used with a hydraulic ram as
shown.
Do not apply pressure to the hydraulic ram until
Refer to Section M8, Special Tools, for dimensions all 16 cap screws are installed.
for fabricating the spindle pusher tool and spacers (6, 20. Install the remaining 13 cap screws and tighten
Figure 3-5). Special cap screws and washers are them to 68 N·m (50 ft lb). This is to ensure all
also required. cap screws will pull evenly when pressure is
The hydraulic ram must be a low profile hydraulic applied by the hydraulic ram.
ram (pancake jack) to fit in this area. Most hydraulic
rams that will fit in this area are rated at 150 tons.
16. Locate 16 cap screws (1, Figure 3-5) and wash-
ers (2) as specified below:
Cap Screw (P/N KC7095). . . . . . . . . . 1 1/4 x 8 in.
The maximum force that can be applied during
Hardened Washer (P/N WA0366) . . . . . .1 1/4 in. the spindle removal process is not to exceed
701 000 kgf (1,545,600 lb).
17. Lubricate the cap screw threads and flat wash-
ers with chassis grease.
18. Install pusher tool (5) as shown in Figure 3-5
using the only three cap screws (1), three wash-
ers (2) and three spacers (6). The three cap
screws must be evenly spaced. Tighten the
three cap screws to 68 N·m (50 ft lb).
NOTE: Verify minimum thread engagement is 41.1
mm (1.62 in.) on pusher cap screws when inserted.
19. Ensure hydraulic ram (4) is completely
retracted. Install hydraulic ram with reaction
plate (3) on top of the hydraulic ram.
NOTE: If there is a large gap between the reaction
plate and the suspension, it may be necessary to add
steel spacers below the hydraulic ram.
FIGURE 3-5. PULLER TOOL WITH RAM

1. Cap Screw 5. Pusher Tool
(KC7095) 6. Spacer
2. Hardened Washer 7. Steering Arm
(WA0366) 8. Spindle
3. Reaction Plate 9. Suspension Piston
4. Hydraulic Ram 10. Area to heat

Spindle Removal Procedure
(off of the truck)
If the hydraulic ram method (with heat) did not sepa-
rate the spindle from the suspension, then the sus-
Heavy components and high forces are involved pension and spindle must be removed from the truck
in this procedure. Use caution at all times when as an assembly. With the suspension on the ground,
applying force to these parts. Sudden release of the pusher tool can be used to separate the spindle
the spindle could cause components to move from the suspension.
forcefully and unexpectedly.
21. Start applying pressure to the hydraulic ram to
separate the parts. If the specified maximum
force of the hydraulic ram is reached and the
tapered parts have not separated, slowly and
uniformly apply heat to the spindle as shown Heavy structures and high forces are involved in
(10, Figure 3-5). Heat must be applied in two this procedure. Use caution at all times when
locations 180 degrees apart. Allow heat to applying force to these parts. Sudden release of
penetrate into the spindle. Reapply heat as the spindle could cause components to move
required. Do not exceed 454 °C (850 °F) forcefully and unexpectedly.
anywhere on the spindle. Refer to Section M8, Special Tools for dimensions for
fabricating the spindle pusher tool and the cap
screws and washers required. Multiple flatwashers
may be required under the cap screws to be effec-
tive.
Heating the spindle in excess of 454° C (850° F) NOTE: Hardened flat washers must be used under
may cause serious damage to the spindle. the pusher cap screws to prevent galling. Lubricate
cap screw threads and washers with a lubricant such
22. Use heat as specified in the previous step and a as chassis lube.
large hammer to carefully tap the top surface of
the spindle until the spindle breaks free.
NOTE: If the spindle does not separate from the 1. Position the suspension and spindle assembly
suspension, the spindle and suspension must be on the work floor as shown in Figure 3-6. The
removed from the truck as an assembly. Then use combined weight of the spindle, hub and brake
the “Spindle Removal Procedure (off of the truck)” assembly and front suspension is approxi-
procedure to separate the spindle from the mately 9 375 kg (20,665 lb). Ensure the lifting
suspension. device can handle the load safely.
23. After separation, lower the wheel hub and 2. The wheel hub must be supported with an over-
spindle assembly away from suspension piston head hoist. The spindle, hub and brake assem-
rod. Be careful during removal to prevent bly weighs approximately 6 652 kg (14,665 lb).
damage to the suspension piston rod taper and Ensure the lifting device can handle the load
the tapered spindle bore. safely.
24. Move the spindle and hub assembly to a clean NOTE: If the spindle is turned so the wheel hub is
work area for repair. resting on the ground, the spindle must still be
attached to an overhead hoist.
3. Install pusher tool (2, Figure 3-6) using cap
screws and washers (1) specified below:
Cap Screw (P/N KC7095) . . . . . . . . . 1 1/4 x 8 in.
Hardened Washer (P/N WA0366) . . . . . . 1 1/4 in.
NOTE: Verify minimum thread engagement is 41.1
mm (1.62 in.) on pusher cap screws when inserted.

Heating the spindle in excess of 454° C (850° F)
4. After the pusher tool has been installed, pro- may cause serious damage to the spindle.
gressively increase the torque on the cap 6. Tighten the cap screws again to the maximum
screws in a circular pattern until the tapered pis- specified torque as described in Step 4.
ton breaks loose, or until the maximum speci- 7. Using a large hammer and heat at the specified
fied torque on the cap screws of 2 142 N·m locations, carefully tap on the top surface of the
(1,580 ft lb) is reached. spindle until the piston breaks free.
5. If the specified torque is reached and the parts
NOTE: In extreme cases, it may be necessary to
have not separated, slightly loosen the cap
remove additional steering arm retaining cap screws
screws and slowly and uniformly apply heat to
and use additional pusher cap screws to apply more
the spindle as shown (3, Figure 3-6). Heat must
force.
be applied in two locations 180 degrees apart.
Allow heat to penetrate into the spindle. Reap- 8. After separation, use the lifting device to move
ply heat as required. Do not exceed 454 °C the spindle assembly to clean work area for
(850 °F) anywhere on the spindle. repair.
FIGURE 3-6. PUSHER TOOL INSTALLATION

1. Cap Screw & Washer 3. Area to heat
2. Pusher Tool

Installation 7. If removed, install the steering arm. Tighten the
capscrews to 2 705 ± 135 N·m (1,995 ± 100 ft
1. Clean the spindle bore and suspension rod
lb).
taper so that they are free of rust, dirt, etc.
8. Install the steering cylinder into the steering
2. Lubricate the spindle bore and suspension rod
arm. Use EH4638 sleeve alignment tool
taper with multi-purpose grease Number 2 with
(included in tool group) to position the spacers
5% Molybdenum Disulphide.
and bearing during pin insertion. Tighten the pin
retaining nut to 1 017 ± 102 N·m (750 ± 75 ft
lb).
9. Use EH4638 alignment tool to install the tie rod
on the steering arm. Tighten the pin retaining
Use of anti-seize compounds that contain copper nut to 1 017 ± 102 N·m (750 ± 75 ft lb).
are prohibited from use on spindle bores and rod
tapers. These lubricants can cause severe 10. Connect the lubrication lines.
damage. Only use multi-purpose grease Number 11. Install the brake system cooling hoses using
2 with 5% molybdenum disulphide. new O-rings in the flange fittings. Install the
brake apply line. Ensure that drain plug (2,
Figure 3-1) is installed.
3. Position the spindle and wheel hub assembly
on a fork lift or similar lifting device as shown in 12. Reconnect the speed sensor cables.
Figure 3-3. 13. Install the wheel and tire as described in “Front
4. Raise the spindle and wheel hub assembly into Tires amd Rims - Installation” in Section G2.
position. 14. Ensure that the hydraulic pump shut-off valves
5. Lubricate capscrews (1, Figure 3-2) and (5) on are open.
the threads and seats with lithium based
15. Start the engine. Move the hoist control lever to
chassis grease (multi-purpose, EP NLGI).
the FLOAT position to allow hydraulic oil to
6. Secure the spindle to the suspension using circulate through the brake cooling system and
retainer plate (2) and capscrews (1). Tighten the fill the front wheel hub and disc brake assembly
capscrews using the following procedure: with oil.
a. Tighten the capscrews uniformly to 678 N·m 16. Bleed the air from the brake apply lines as
(500 ft lb). described in “Wet Disc Brake Bleeding
b. Continue to tighten the capscrews in Procedure” in Section J5.
increments of 339 N·m (250 ft lb) to obtain a 17. Shut off the engine. Check the hydraulic tank oil
final torque of 2 705 ± 135 N·m (1,995 ± 100 level and refill if necessary.
ft lb).
18. Inspect the brake assembly and all hose
connections for leaks.

Disassembly 9. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
1. Remove the wheel hub and spindle as covered
the spindle.
in the Removal procedure before proceeding to
Step 2. Remove any dirt and mud from the 10. Remove outer bearing cone (7) and retainer pin
assembly. (40).
2. To aid in the complete disassembly of the wheel 11. Rotate the hub vertically 180°, and place it on
hub and spindle assembly, support the blocking to prevent damage to wheel studs and
assembly in a vertical (hub cover up) position machined surfaces.
using a fabricated spindle stand.
12. Remove capscrews (14) and flat washers (15)
3. Install six 0.50 in. -13 x 0.75 in. socket head that secure seal carrier (37), sensor gear (35),
capscrews (34, Figure 3-7) through the disc and shims (36) to the wheel hub.
brake back plate into the mating holes in the
seal carrier. Tighten securely. 13. Remove capscrews (23) and hardened flat
washers (24) that secure the brake assembly
NOTE: The capscrews installed in Step 3 will secure inner gear to the wheel hub.
the seal carrier and face seal assembly to the brake
housing during brake removal. DO NOT rotate the 14. Attach lifting eyes and an overhead hoist to the
wheel hub. brake assembly. Carefully lift the assembly off
the hub.
Refer to Section J for brake assembly rebuild
4. Disconnect the speed sensor cables. Loosen
instructions.
the sensor clamping capscrews and remove
speed sensors (16). 15. Remove and discard seal carrier O-ring (38).
5. Remove capscrews (20) and hardened flat 16. Remove speed sensor gear (35) and shims
washers (21) that secure brake adapter (19) to (36).
the brake housing.
17. If bearings require replacement, press cups (6)
6. Remove the capscrews and flat washers that and (29) from the wheel hub.
secure cover (5). Remove the cover and
18. Remove capscrews (31) and hardened flat
discard O-ring seal (41).
washers (32). Remove brake adapter (19) and
7. Remove capscrews (11) and hardened flat discard O-rings (22) and (25).
washers (12).
19. Remove inner bearing cone (28) and retainer
8. Remove bearing retainer (13), O-ring (9), and
pin (39).
shims (8). Discard the O-ring.
20. Remove bearing spacer (27).

FIGURE 3-7. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub 15. Flat Washer 29. Inner Bearing Cup
2. Stud 16. Speed Sensor 30. Seal Assembly
3. Capscrew 17. Sensor Bracket 31. Capscrew
4. Washer 18. Disc Brake Assembly 32. Hardened Flat Washer
5. Cover 19. Brake Adapter 33. Drain Plug
6. Outer Bearing Cup 20. Capscrew 34. Socket Head Capscrew
7. Outer Bearing Cone 21. Hardened Washer 35. Speed Sensor Gear
8. Shims 22. O-Ring 36. Shims
9. O-Ring 23. Capscrew 37. Seal Carrier
10. Magnetic Plug 24. Hardened Flat Washer 38. O-Ring
11. Capscrew 25. O-Ring 39. Bearing Retainer Pin
12. Hardened Flat Washer 26. Spindle 40. Bearing Retainer Pin
13. Bearing Retainer 27. Bearing Spacer 41. O-Ring
14. Capscrew 28. Inner Bearing Cone 42. Oil Seal

Cleaning and Inspection Assembly
1. Clean all metal parts in fresh cleaning solvent.
2. Remove and clean magnetic plug (10, Figure 3-
7).
3. Inspect wheel hub studs (2). Replace if
damaged or broken. All mating surfaces of the wheel and brake
NOTE: If new studs are installed, coat the hole in the components must be clean and dry during
hub and serrated portion of the stud with an anti- assembly. No thread lubricant is permitted on
seize compound prior to installation. DO NOT coat these surfaces.
threads. 1. Position the spindle vertically (hub end up).
2. Check bearing cones (7) and (28, Figure 3-7)
for a slip fit on spindle (26).
4. Inspect the tapped hole threads. Re-tap if
necessary. 3. Check the threads in the bearing retainer holes
in the end of the spindle to ensure that the
5. Inspect the bearing seating surfaces in the hub
capscrews will thread freely. If not, re-tap the
and on the spindle. Inspect the bearing spacer.
threads.
Use a stone to carefully dress high spots that
may interfere with re-assembly. 4. Install bearing cups (6) and (29) in wheel hub
(1) as follows:
6. Inspect all other machined surfaces for
damage. a. Preshrink the cups by packing them in dry
7. Always use new O-ring seals during assembly. ice or by placing them in a deep-freeze unit.
NOTE: Do not cool below -54°C (-65°F).
b. Install the cups in the wheel hub bores.

c. After the cups have warmed to ambient
temperature, press the cups tight against the
hub shoulder as follows:
Inner cup (29) - Apply 20 860 kg (23 tons) force.
Outer cup (6) - Apply 19 050 kg (21 tons) 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 ensure bearing lubrication during initial
operation, lightly lubricate the bearings with clean
hydraulic oil.
To facilitate the bearing adjustment procedure,

DO NOT install the brake assembly at this time.

Wheel Bearing Adjustment 10. Use a depth micrometer to measure and record
8. Install bearing retainer (13, Figure 3-7) onto the the distance between the face of bearing
spindle without O-ring (9) and shims (8). The retainer (13) and spindle (26) through each of
thickness of the retainer is etched on the the two 13 mm (0.50 in.) diameter access holes.
surface of the retainer. This side should be 11. Add the two dimensions measured in the Step
facing outward. Use four equally-spaced 10. Divide the sum by 2 to obtain the average
capscrews in order to secure the retainer. Two depth.
capscrews must be positioned adjacent to the
12. Subtract the retainer plate thickness, which is
13 mm (0.50 in.) diameter access holes in the
etched on the surface of bearing retainer (13),
retainer.
from the result calculated in Step 11.
9. Seat the wheel bearings using the following
procedure: 13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.0254
a. Tighten the four capscrews to the proper mm (0.001 in.).
torque, then rotate the wheel hub at least
three full revolutions. NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
Standard bearings . . . . . . 108 N·m (80 ft lb) will provide a nominal 0.508 mm (0.020 in.) preload
Heavy duty bearings . . . 135 N·m (100 ft lb) for standard bearings, or 0.305 mm (0.012 in.)
preload for heavy duty bearings, after assembly.
b. Tighten the four capscrews to the proper Example:
torque, then rotate the wheel hub at least Step 12 (average depth) 1.416 in.
three full revolutions. Step 13 subtract etched dim. -1.375 in.
Step 14 Required shim pack = 0.041 in.
Standard bearings . . . . . 217 N·m (160 ft lb)
NOTE: After a shim pack has been determined, the
Heavy duty bearings . . . 271 N·m (200 ft lb)
shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
c. Repeat Step b until the torque is maintained. are replaced, the shim pack is no longer valid and a
d. Loosen the four capscrews and rotate the new pack must be calculated.
hub at least three revolutions. 14. Remove bearing retainer (13), outer cone (7),
retainer pin (40), and wheel hub (1) from spindle
e. Tighten the four capscrews to the proper
(26) for installation of the brake assembly.
three full revolutions.
Standard bearings . . . . . . . 81 N·m (60 ft lb)
Heavy duty bearings . . . . . 54 N·m (40 ft lb)
f. Tighten the four capscrews to the proper

three full revolutions.
Standard bearings . . . . . 136 N·m (100 ft lb)
Heavy duty bearings . . . . . 95 N·m (70 ft lb)
g. Repeat Step f until the torque is maintained.

Brake Installation 18. Install new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
15. Check the integrity of the seals before installing
the brakes on the truck. 19. Install hardened flat washers (32) and
capscrews (31). Tighten capscrews to 2 705 ±
a. Cap the cooling oil ports and pressurize the
135 N·m (1,995 ± 100 ft lb).
brake to a maximum of 103 kPa (15 psi).
b. Close off the air supply and monitor the
interior brake pressure for 15 minutes.
c. If the air pressure decreases rapidly, a
displaced or damaged brake seal is Socket head capscrews (34) are installed to
indicated. Disassemble the brake and position the seal carrier on the brake back plate
reinstall or replace the seal. after assembly and prior to installation on the
16. Position the wheel hub vertically on blocks with hub/spindle. In the next step, it may be necessary
the inner bearing bore at the top. to loosen these capscrews slightly to align the
brake assembly holes with the brake adapter.
17. Assemble the brake to the hub as follows:
NOTE: The following instructions must be performed
a. Install nine 0.51 mm (0.020 in.) thick shims carefully to prevent damage to brake adaptor O-ring
(36, Figure 3-7) on top of the wheel hub seal (22) during assembly.
flange at each of the six gear/seal carrier
mounting locations. Shims may be installed 20. Prior to installing the hub and brake assembly
on either side of speed sensor gear (35) for on the spindle, install four alignment studs on
speed sensor alignment. the brake adapter in place of capscrews (20).
Space the studs 90° apart to ensure that the
b. Install speed sensor gear (35). brake assembly is properly aligned during the
c. Install new O-ring (38) in the groove in the following steps.
hub. Ensure that the O-ring is not twisted. a. Install new O-ring (22) onto the brake
Lubricate the O-ring. adapter shoulder. Ensure that the O-ring is
d. Install lifting eyes on the brake assembly and not twisted and is properly seated.
attach it to an overhead hoist. b. Lubricate the O-ring with petroleum jelly or
e. Lower the brake assembly onto the hub chassis grease.
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.
f. Install capscrews (14) and flat washers (15)
from under hub flange. Tighten the
g. Align the brake hub holes with the wheel hub
and install hardened flat washers (24) and
capscrews (23). Tighten the capscrews to
2 705 ± 135 N·m (1,995 ± 100 ft lb).
h. Remove the shipping bars from the brake
assembly.

21. Attach an overhead hoist to the wheel hub and Seal Assembly Gap Check
brake assembly. Rotate the hub 180° in
After the assembly of the wheel and brake is
preparation for lowering it onto the spindle.
complete, the gap between seal carrier (3, Figure 3-
NOTE: The hoist must be rigid enough to prevent 8) and back plate (6) must be measured and
“springing” or “jerking” as the hub and brake adjusted if necessary.
assembly is lowered into position.
The ideal gap is 4.81 mm (0.189 in). If necessary,
22. Lift the hub over the spindle and slowly lower use shims to maintain a gap of 4.56 - 5.06 mm (0.179
while aligning the brake mounting holes with the - 0.199 in.).
alignment studs.
29. Measure the seal gap as follows:
a. When the brake piston housing is
a. Measure gap (dimension “A”, Figure 3-8) at
approximately 13 mm (0.50 in.) from the
three equally-spaced places and record the
adaptor, install four capscrews (20) and flat
results.
washers (21) spaced evenly in between the
alignment studs. b. Add the three dimensions and divide the
result by 3 to obtain the average gap width.
b. Carefully pull the brake and wheel hub
assembly into position by tightening the 30. If the average gap width is not within the
capscrews evenly and in small increments. allowable range, loosen seal carrier capscrews
(4) and add shims (5) as required to reduce the
c. DO NOT allow the assembly to “cock”
gap, or remove shims to increase the gap. The
(angle). If the assembly is cocked, lift the
quantity and thickness of shims at each of
assembly and inspect O-ring (22) for
the six locations must be equal.
damage. Replace the O-ring if necessary,
and repeat the procedure. 31. Re-tighten the seal carrier capscrews to the
standard torque and measure the seal gap as
23. After the brake assembly is properly positioned
described in Step 29. If necessary, repeat Step
on the adapter and the four capscrews are
30 until the proper gap is maintained.
snug, remove the alignment studs.
24. Remove socket head capscrews (34) that
secure seal carrier (37) to brake assembly (18).
25. Install remaining brake adapter/brake assembly
mounting capscrews (20) and hardened flat
washers (21). Tighten the capscrews to 2 705 ±
135 N·m (1,995 ± 100 ft lb).
26. Install bearing retainer pin (40) in the groove in
the spindle. Align and slide outer bearing cone
(7) over the pin. Lubricate the bearing with
clean hydraulic oil.
27. Install shim pack (8), retainer (13), capscrews
(11), and flat washers (12). Tighten the
capscrews alternately in several successive
increments while rotating the hub to a final
torque of 1 017 ± 102 N·m (750 ± 75 ft lb).
FIGURE 3-8. MEASURING SEAL GAP
28. Install new O-ring (41) on cover (5). Install the
1. Spindle 4. Capscrews
cover, capscrews, and flat washers. Tighten the
2. Wheel Hub 5. Shims
3. Seal Carrier 6. Back Plate

32. Install speed sensor(s) (16, Figure 3-7) in WHEEL SPEED SENSOR TESTING
support bracket(s) (17). Adjust the sensor as
follows: NOTE: The wheel speed sensor can be tested while
on the truck or bench tested. Testing the speed
a. Rotate the hub to position the center line of a sensor requires power in either instance.
gear tooth directly under the sensor tip.
1. Connect a ground wire to pin C (black wire) on
b. Turn in the sensor until the tip contacts the the speed sensor connector. This is TB21,
gear tooth. Then turn out the sensor until the circuit 0LF/0RF in the auxiliary control cabinet.
flats of the sensor housing are perpendicular
2. Connect 15 ± 1 VDC to pin A (red wire) on the
to the gear tooth motion (see Figure 3-9).
speed sensor connector. This is TB21, circuit
Clearance between the sensor tip and gear
15LWS/15RWS in the auxiliary control cabinet.
tooth must be 2.0 ± 0.1 mm (0.079 ± 0.004
in.). 3. Connect the positive lead of a digital voltmeter
to pin B (white wire) on the speed sensor
c. Lock the sensor in place. Rotate the hub connector. This is TB21, circuit 33LF/33RF in
180° to check whether there is enough the auxiliary control cabinet.
sensor clearance.
4. Connect the common lead of the digital
voltmeter to pin C (black wire) on the speed
sensor connector. This is TB21, circuit 0LF/0RF
in the auxiliary control cabinet.
5. Pass a ferrous metal target near the tip of the
sensing tip on the speed sensor. A 6.4 mm
(0.25 in.) diameter chisel or punch will work.
The sensor is a non-directional sensor. This
means the ferrous metal target can pass by the
sensor in any direction and the sensor will gen-
erate a voltage. If the target is moved toward
the sensing tip and stopped in front of the tip,
FIGURE 3-9. SPEED SENSOR ADJUSTMENT the voltmeter will display 15V. If the target
passes by the sensing tip quickly, because of
response time, the meter will likely only display
33. Install the speed sensor cables. a positive voltage, and not necessarily 15V.
34. Install the hub and spindle assembly according 6. If voltage is detected, the sensor is good. If
to the Installation instructions. voltage is not detected as the target passes by
the sensing tip, the speed sensor is faulty.
7. If the speed sensor is faulty, replace the speed
sensor.

STEERING CYLINDERS It is also important to ensure that the steering linkage
components are tightened to the proper torque. Use
The steering cylinders and tie rod mounting the torque specifications for steering linkage
arrangements are similar. The removal, installation, components listed in this section.
and bearing wear limits are applicable to both.
Spherical Bearing Wear Limits

For optimum steering performance, it is necessary to
determine the condition of the spherical bearings on
the steering linkage components. Ball diameter, new Use extreme caution when performing
dimensions, and maximum allowable wear maintenance on any vehicle with an active
specifications are listed in Table 1. Bearings that steering system. Serious injury or death can
exceed the maximum wear limits must be replaced. result from contact with moving parts. Always
keep a safe distance from crush points.
If premature wear of the bearings is evident, check
the automatic lubrication system to ensure that the
proper amount of lubrication is being received at the Table 1: STEERING SPHERICAL BEARING
joint(s) in question. If lubrication is done manually, WEAR SPECIFICATIONS
ensure that a sufficient amount of grease is being
applied on a regular basis. Refer to Section P2, Spherical Bearing Ball 109.47 mm
Lubrication and Service, for information on proper Diameter (New) (4.31 in.)
lubrication intervals.
1.09 mm
Maximum Allowable Wear
(0.043 in.)
This dimension represents

maximum joint wear limit.
NOTE: Pin (3) should

be perpendicular with
surface D when
checking wear.
FIGURE 3-10. SPHERICAL BEARING WEAR LIMITS

1. Outer Race 3. Pin
2. Ball 4. Bearing Housing

1. With engine shut down and key switch OFF, NOTE: Use sleeve alignment tool EH4638 (included
allow at least 90 seconds for the accumulator to in the tool group) to hold the bearing spacers and
bleed down. Turn the steering wheel to ensure spherical bearings in position when the pins are
no hydraulic pressure is present. inserted during assembly.
2. Block front and back of rear wheels to prevent 1. The steering cylinder weighs approximately 126
truck movement. kg (278 lb). Use a suitable lifting device to lift
3. Disconnect hydraulic lines at the steering cylin- the cylinder into position on the truck.
ders. Plug all line connections and cylinder
NOTE: Ensure anti-rotation retainer (7, Figure 3-11)
ports to prevent contamination of hydraulic sys-
is installed facing downwards.
tem.
2. Align bearing spacers (4), seals (3) and the
4. Remove locknuts (12, Figure 3-11), retainers
barrel end of the steering cylinder with pin bores
(11), and cap screws (1) from both ends of
on truck frame.
steering cylinder.
5. The steering cylinder weighs approximately 126
kg (278 lb). Attach a suitable lifting device that
can safely handle the load safely to the steering
cylinder and take up the slack.
Always install pin retaining capscrews from the
6. Remove pins (2) from each end of the cylinder
top with the locknut on the bottom side at the
and move them to a clean work area. Bearing
steering arm.
spacers (4) will be free when the pin is
removed. Ensure the bearing spacers do not 3. Install pin (2), cap screw (1) and retainer (11)
drop out and become damaged when and secure with locknut (12).
removing the pin. 4. Align bearing spacers (4), seals (3), washer
7. Use the lifting device to lift the cylinder from the (10) and rod end with pin bores on steering arm.
truck. 5. Install pin (2), cap screw (1) and retainer (11)
8. Remove seals (3), spacers (4) and washer (10). and secure with locknut (12).
6. Tighten both locknuts (12) to 1 017 ± 102 N·m
(750 ± 75 ft lb).
7. Connect the grease lines to their respective
ports. Operate the steering and check for leaks
and proper operation.
Bearing Replacement (Steering Cylinder and Tie

Rod)
1. Remove cap screws (8, Figure 3-11) and lock-
washers (9). Remove bearing retainer (7).
2. Press bearing (5) out of the bore in the steering
cylinder or tie rod end.
3. Press a new bearing into the bore.
4. Install anti-rotation retainers (7) with cap screws
and lockwashers. Tighten the cap screws to
standard torque.

FIGURE 3-11.STEERING CYLINDER AND TIE ROD INSTALLATION
1. Cap Screw 5. Bearing 9. Lock Washer
2. Pin 6. Steering Cylinder 10. Washer
3. Seal 7. Retainer, Anti-Rotation 11. Retainer
4. Spacer 8. Cap Screw 12. Locknut

TIE ROD
Removal
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 ensure
no hydraulic pressure is present.
2. Block front and back of rear wheels to prevent
truck movement.
3. The tie rod weighs approximately 165 kg (364
lb). Attach a suitable lifting device that can han-
dle the load safely to the tie rod and take up the
slack.
4. Remove locknuts (8, Figure 3-12), retainers (7),
and cap screws (1) from both ends of the tie
rod.
5. Remove pins (2) from each end of the tie rod
and move them to a clean work area. Bearing
spacers (4) will be free when the pin is
removed. Ensure the bearing spacers do not
drop out and become damaged when
removing the pin. FIGURE 3-12.TIE ROD INSTALLATION
6. Use the lifting device to lift the tie rod from the
1. Cap Screw 5. Tie Rod Assembly
truck.
2. Pin 6. Washer
7. Remove seals (3), spacers (4) and washer (6). 3. Seal 7. Retainer
4. Spacer 8. Locknut
Installation
1. The tie rod (5, Figure 3-12) weighs approxi-
mately 165 kg (364 lb). Use a suitable lifting
device to lift the tie into position on the truck.
NOTE: Ensure both bearing retainers are installed
facing downwards, and the tie rod clamping bolts are
facing to the rear of the truck.
2. Align bearing spacers (4), seals (3) and wash-
ers (6) with the pin bores on both steering arms.
3. Install pins (2), cap screws (1) and retainers (7)
and secure with locknuts (8).
4. Tighten both locknuts (8) to 1 017 ± 102 N·m
(750 ± 75 ft lb).
5. Connect the grease lines to their respective
ports. Operate the steering and check for
proper operation.
6. Perform the toe-in adjustment procedure.

Disassembly
1. Remove capscrews (4, Figure 3-13) and
retainer (3).
2. Push or press out bearing (6) from rod end (7).
3. Remove locknuts (1) and capscrews (2).
4. Rotate the rod end to remove from tie rod (8).
Assembly
1. Install bearing (6, Figure 3-13) into rod end (7).
2. Install retainer (5) with capscrews (4) and
tighten to standard torque. Ensure that anti-
rotation pads (5) on the retainer are perpendicu-
lar to the shaft of the rod end. This will prevent
the rod end from twisting from side to side once
it is installed on the truck.
3. Coat the threads on rod end (7) with a lithium
based chassis grease (multi-purpose, EP, NLGI
#2).
4. Install the threaded rod ends into tie rod (8).
5. Lubricate the capscrew threads and seats with
a lithium based chassis grease (multi-purpose,
EP, NLGI #2). Install capscrews (2) and lock-
nuts (1).
6. Tighten the locknuts (1) to 420 N·m (310 ft lb).
Reapply torque to each cap screw and locknut
until the specified torque is maintained. FIGURE 3-13.TIE ROD ASSEMBLY
NOTE: Some slight movement of the cap screw 1. Locknut 5. Retainer
heads may be observed during the first couple of 2. Capscrew 6. Bearing
checks due to torque tolerance. 3. Anti-Rotation Pad 7. Rod End (threaded)
4. Cap Screw 8. Tie Rod

Toe-In Adjustment
1. Center the steering system in the straight
ahead position. Turn the key switch OFF. Allow
at least 90 seconds for the accumulators to
bleed down. DO NOT turn the steering wheel.
2. Block the front and back of the rear wheels.
3. Check the toe-in by measuring the distance
between the centers of the front tires. Obtain
the measurements on the horizontal centerline
(Dimension “A”, Figure 3-14) at the front and
rear of the tires.
Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts (5, Figure 3-15) on the
tie rod. Rotate the tie rod as necessary to obtain
the correct toe-in setting of 3 667 mm (144.37
in.).
5. When the adjustment is complete, tighten the
clamp locknuts on the tie rod to 420 ± 42 N·m
(310 ± 31 ft lb).
6. Reapply torque to each capscrew until the
specified torque is maintained.
7. Remove the blocks from the wheels.
FIGURE 3-14. MEASURING TOE-IN

TIE ROD INSPECTION AND TORQUE NOTE: Some slight movement of the capscrew
PROCEDURE heads may be observed during the first couple of
checks due to torque tolerance.
Perform this inspection at every 500 hour
6. Reapply torque to each capscrew until the
maintenance interval.
specified torque is maintained.
1. When inspecting this area or making 7. Apply an upwards force to each end of the tie
adjustments, turn off the engine and make sure rod assembly near the rod end threads. Look
that the key switch is in the OFF position. for lateral movement between the tie rod ends
2. After the engine has been turned off, allow at and tie rod structure.
least 90 seconds for the accumulators to bleed
down. If lateral movement is detected, visually inspect
the internal and external threads on both ends.
3. Turn the steering wheel to the left and to the Replace parts that have damaged threads. Use
right to ensure that the steering accumulator new capscrews and locknuts where thread
pressure has been bled down. damage to the tie rod end and tie rod structure
4. Block the front and back of the rear wheels. is observed.
5. Tighten locknuts (5, Figure 3-15) to 420 ± 42 8. Ensure that sufficient grease is being supplied
N·m (310 ± 31 ft lb). by the auto lube system to the spherical
bearings of tie rod (2) and steering cylinders (1).
FIGURE 3-15. TYPICAL TIE ROD ASSEMBLY

1. Steering Cylinder 3. Threaded Rod End 5. Locknut
2. Tie Rod 4. Capscrew 6. Spindle Arm
NOTE: The threads of both threaded rod ends (3) NOTE: Locknuts (5) must be installed on the same
and all four capscrews (4) are lubricated with a side of the tie rod as the bearing retainer (downward
lithium based multipurpose grease (EP NLGI No. 2). side) as shown in Figure 3-15.

SECTION G4
REAR AXLE MOUNTING
INDEX
REAR AXLE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
G04016 3/09 Rear Axle Mounting G4-1

NOTES
G4-2 Rear Axle Mounting 3/09 G04016

REAR AXLE MOUNTING
PIVOT PIN
10. Remove capscrews (1). Remove locking plate
Removal
(16).
1. Park the truck on firm, level surface and block
11. Install puller using tapped holes (11) in head of
the front and rear of all tires.
pin. Remove pin (10).
NOTE: Placing 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
The truck body must be empty and resting on the mount structure. Spacers (13) will fall free.
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
member 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

suspensions.
6. Release the nitrogen from the rear
suspensions.
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. FIGURE 4-1. PIVOT PIN ASSEMBLY
9. Remove capscrew (2, Figure 4-1) and 1. Capscrew 9. Bearing
lockwasher (3). 2. Capscrew 10. Pivot Pin
3. Lockwasher 11. Puller Holes
4. Capscrew 12. Truck Frame
5. Locknut 13. Spacer
6. Bearing Retainer 14. Bearing Retainer
7. Pivot Eye 15. Sleeve
8. Bearing Carrier 16. Locking Plate
NOTE: Some trucks may not be equipped with

bearing carrier (8).

Installation
1. Raise pivot eye (7) into position.
2. Make sure that the inner race of the spherical
bearing is aligned.
3. Install spacers (13). Install pin (10).
4. Position locking plate (16) by lining up the
capscrews 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 237 N•m (175 ft.
lbs.).
c. Tighten capscrews (1) to 2325 N•m (1715 ft.
lbs.).
6. Install the ground wire and the lubrication line.
Pressurize the lube line to ensure that bearing
(9) receives grease.
7. Charge the front suspension as described in
Section H, Oiling and Charging Procedures.
8. Charge the rear suspensions with nitrogen to
fully extend the pistons.
9. Remove the blocks or stands from beneath the
frame.
10. Release the nitrogen from the rear suspension
and charge according to the procedure in
Before removing the blocks from the wheels,

make sure the parking brake is applied. FIGURE 4-2. PIVOT EYE BEARING
INSTALLATION
11. Remove the blocks from the wheels.
1. Pivot Eye Structure 4. Spherical Bearing
2. Bearing Retainer 5. 12 Pt. Capscrew
3. Bearing Carrier 6. Locknut

PIVOT EYE BEARING PIVOT EYE REPAIR
Removal If damage occurs to pivot eye (4, Figure 4-3), it may
be necessary to remove it from rear axle structure (1)
1. Remove capscrews and locknuts (5 and 6, to facilitate repair and bearing replacement.
Figure 4-2).
2. Remove bearing retainers (2).
3. Setup an appropriate tool to press spherical
bearing (4) from the pivot eye.
4. Inspect all parts for wear or damage. Replace
any parts showing excessive wear or damage.
Spherical bearing outer race O.D.:

222.25 - 222.22 mm (8.7500 - 8.7488 in.)
Bearing bore I.D.:

152.37 - 152.40 mm (5.9990 - 6.0000 in.) FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure 3. Flat Washer
5. If bearing carrier (3) is damaged or worn, refer 2. Capscrew 4. Pivot Eye
to “Pivot Eye Repair” in this section for repair
procedure.
Removal
1. Follow all preceding instructions in Pivot Pin -
Removal. Make sure that axle housing (1) and
the wheels are blocked securely.
2. Attach a lifting device to pivot eye (4). The
weight of the pivot eye is 346 kg (762 lbs).
Installation 3. Remove capscrews (2) and flat washers (3).
1. Set up an appropriate tool to press spherical Remove the pivot eye.
bearing (4, Figure 4-2) into the pivot eye. Make
Disassembly
sure that the bearing is centered and properly
installed in the pivot eye to allow proper 1. Remove spherical bearing (4, Figure 4-2) as
lubrication. described in Pivot Eye Bearing - Disassembly.
2. Install bearing retainers (2) using capscrews (5) 2. If bearing carrier (3) (if equipped) is damaged or
and locknuts (6). Tighten the capscrews to the worn, setup an appropriate tool to press the
standard torque. bearing carrier out of the pivot eye bore.
Bearing carrier (new) (if equipped):
I.D. = 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.)
O.D.= 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.)
3. Inspect the pivot eye structure bore for

excessive wear or damage.
Pivot eye bore (new):
247.650 ± 0.013 mm (9.7500 ± 0.0005 in.)
(pivot eyes equipped with bearing carrier)
222.164 ± 0.013 mm (8.7466 ± 0.0005 in.)
(pivot eyes not equipped with bearing carrier)

Assembly ANTI-SWAY BAR
1. Setup an appropriate tool to press bearing NOTE: The anti-sway bar mounting arrangement is
carrier (3, Figure 4-2) into the bore of the pivot identical at each end.
eye structure. (Some trucks may not be
equipped with the bearing carrier.) Removal
NOTE: With parts to correct size, the fit of the 1. Position the frame and the rear axle housing to
bearing carrier into the bore of the pivot eye structure allow the use of a puller arrangement to remove
may be 0.025 - 0.08 mm (0.001 - 0.003 in.) pins (4, Figure 4-4) from the rear axle housing
interference fit. Freezing the bearing carrier will and frame.
ease installation. 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 147 kg (325 lbs).
The lubrication groove in the bearing carrier 5. Remove capscrew or shoulder bolt (9) and
outer diameter must be aligned with the locknut (10) at each mount.
lubrication fitting hole in the pivot eye structure.
6. Attach a puller and remove pin (4) from each
2. Press the bearing carrier into the bore. Make end of the anti-sway bar.
sure that the carrier is pressed fully into the
7. Remove the anti-sway bar from the mounting
pivot eye bore (flush with the sides) to allow
brackets.
proper lubrication.
8. Remove bearing spacers (6).
3. Install spherical bearing (4) as described in
Pivot Eye Bearing - Assembly.
Installation
1. Make sure that 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 346 kg (762
lbs).
3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flat washers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flat
washers. Tighten the capscrews alternately until
the pivot eye is properly seated. Tighten the
capscrews to 2325 ± 231 N•m (1715 ± 170 ft.
lbs.).
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
1. Mounting Structure 7. Retainer Ring

2. Capscrew 8. Bearing
3. Lockwasher 9. Capscrew/Shoulder
4. Pin Bolt
5. Sleeve 10. Locknut/Nut
6. Bearing Spacer 11. Anti-Sway Bar

Disassembly Installation
1. Remove retainer rings (7, Figure 4-4) from the 1. Place pin (4, Figure 4-4) into position at the
bores of both ends of anti-sway bar (11). front of the frame mount. Push the pin through
2. Press out spherical bearings (8). spacer (6), and rotate the pin to align retaining
capscrew (9) hole with the hole in mounting
structure (1).
Cleaning and Inspection 2. Raise the anti-sway bar into position. The
weight of the anti-sway bar is 147 kg (325 lbs).
1. Inspect the bearing bores of the anti-sway bar.
If the bores are damaged, repair or replace the 3. Install capscrew or shoulder bolt (2) and locknut
anti-sway bar. (3).
2. Inspect bearing spacers (6) for damage or • For a capscrew, tighten the locknut to 135 Nm
wear. Replace as needed. (100 ft lb).
• For a shoulder bolt, tighten the locknut to 68 Nm
(50 ft lb).
Assembly 4. Repeat the previous steps to install the
remaining pin and spacers at the opposite end
1. Press new bearings into the anti-sway bar.
of the anti-sway bar. Start the pin into the bore
2. Install retainer rings (7). Make sure that the of the axle housing mount from the rear of the
rings are properly seated in the grooves. truck.
5. Attach the lubrication lines. Pump grease into
the bearing to verify that the line and the system
are 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.

NOTES

SECTION G5
REAR AXLE AND WHEEL MOTOR
INDEX
REAR AXLE AND WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
BLOWER PRESSURE SWITCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-15
ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-16
G05024 5/11 Rear Axle and Wheel Motor G5-1

NOTES
G5-2 Rear Axle and Wheel Motor 5/11 G05024

REAR AXLE AND WHEEL MOTOR
REAR AXLE HOUSING 4. Wait 90 seconds for the steering accumulators
to bleed down. Ensure that the steering
Read and observe the following instructions before accumulators have bled down completely by
attempting any repairs on propulsion system trying to turn the steering wheel.
components!
5. Verify that the link voltage lights on the DID
panel in the cab are off. If they remain on for
longer than five minutes after engine
shutdown, the propulsion system must be
inspected to find the cause.
• Do not step on or use any power cable as a 6. To ensure that the link will not be energized
hand hold when the engine is running. during test and repair procedures, turn GF
• All removal, repair and installation of cutout switch (2, Figure 5-1) in the control
propulsion system electrical components, cabinet to the CUTOUT position by pulling the
and cables must be performed by an switch out and moving the switch downward as
electrical maintenance technician who is shown.
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
After the truck is parked for the repairs, the truck FIGURE 5-1. INFORMATION DISPLAY PANEL
must be shut down properly to ensure the safety of
1. Control Power Switch
personnel working in the area of the wheel motors,
2. GF Cutout Switch
control cabinet and retarding grids. The following
3. Capacitor Charge Light
procedure will ensure that the electrical system is
properly discharged before repairs are started.
Preparation 7. Bleed down the brake accumulators using the

1. Reduce the engine speed to idle. Move the manual bleed valves on the brake manifold.
directional selector lever to PARK. Make sure 8. Activate the battery disconnect switches.
that the parking brake applied indicator light in 9. Block the front wheels to prevent truck
the overhead display panel is illuminated. movement.
2. Place the drive system in the “rest” mode by 10. Remove the dump body as outlined in Section
turning on the rest switch on the instrument B, Dump Body.
panel. Make sure that the rest mode indicator
light in the overhead display panel is 11. Block up the truck and remove the rear tires as
illuminated. described in Section G, Tires and Rims.
3. Shut off the engine by turning the key switch 12. Mark all electrical cables and hydraulic hoses
OFF. If the engine does not stop, use the before removal.
emergency shutdown switch on the center
console.

Removal 15. Remove the anti-sway bar. Refer to Section G,
Rear Axle Mounting.
1. Loosen the hose clamps and disconnect axle
air blower hose (1, Figure 5-2) from wheel 16. Remove the pivot pin. Refer to Section G, Rear
motor cooling air duct (2). Axle Mounting.
2. Close the pump shutoff valves at the hydraulic
tank.
3. Remove the drain plugs at the bottom of the
rear brake assemblies and drain the oil from the
disc brakes into a suitable container.
The axle housing weighs approximately 6 200 kg
4. Disconnect and unclamp the hoses at hydraulic (13,670 lb). Ensure that the lifting devices are
hose manifold (6) on the left side of the rear capable of handling the load safely.
axle housing. Cap the fittings and plug the
hoses to prevent contamination. 17. Attach an overhead hoist or crane to the lifting
eyes on the rear axle housing and move it from
5. Remove the cable grips at power cable mounts
the rear of the frame.
(3) on the right side of the rear axle housing.
Slide the cable grips forward on the cables.
6. Disconnect the brake system cooling lines at
each brake assembly back plate. Disconnect
the brake apply lines. Cap and plug all
openings.
7. Remove the clamps that secure the brake
hoses to the spindles.
NOTE: For access to components inside the rear
axle housing, the rear access tube and the top cover
can be removed.
8. Disconnect and cap the parking brake supply
lines to the parking brake on each wheel motor.
9. Remove the wheel motor cooling air exhaust
duct from between the wheel motors.
10. Disconnect all wheel motor power cables and
electrical harnesses at their terminals. Remove
the cable clamps and pull the cables and
harnesses from the rear axle housing.
11. Disconnect wheel speed harness (4) and rear
frame harness (5) from the axle housing and
remove the clamps.
12. Remove all automatic lubrication system hoses
and clamps that are attached to the rear axle
housing. Secure the hoses to the frame to
prevent interference during rear axle housing
FIGURE 5-2. REAR AXLE HOUSING REMOVAL
removal.
1. Axle Air Blower Hose 4. Wheel Speed Harness
13. Remove the wheel motors as described later in
2. Wheel Motor Cooling 5. Rear Frame Harness
this section.
Air Duct 6. Hydraulic Hose
14. Remove the rear suspensions. Refer to Section 3. Power Cable Mount Manifold
H, Rear Suspensions.

Cleaning and Inspection BLOWER PRESSURE SWITCH
1. Thoroughly clean the capscrew holes and ADJUSTMENT
wheel motor mounting faces. Re-tap any holes NOTE: If a new blower pressure switch is being
that have damaged threads. installed, set the switch to operate or change state at
2. Check the wheel motor mounting faces for a pressure of approximately 2.0 in H2O (0.5 kPa).
nicks, scratches and other damage. Inspect all
1. Connect a (+) lead of a digital voltmeter to
welds and repair as necessary.
circuit 75A2 in the auxiliary control cabinet.
3. Inspect the brake system relay valve and the Connect a (-) lead to ground.
hoses for leaks.
2. Turn the key switch to ON, but do not start the
4. Inspect all hose connections and repair any engine. The voltmeter should read 0V.
leaks and damaged hoses.
3. Start the engine and slowly depress the
accelerator pedal to increase the engine speed
to 1000 rpm. The voltmeter should read
Installation approximately +24 to 28V before the engine
1. Position the axle housing under the frame. speed reaches 1000 rpm. If not, adjust the
switch as follows:
2. Align the pivot pin bores of the rear axle
housing and frame. Install the pivot pin. Refer to a. Remove the rear axle access cover.
Section G, Rear Axle Mounting. b. Remove the cover from the blower pressure
3. Install the anti-sway bar. Refer to Section G, switch box.
Rear Axle Mounting.
c. Use a 3/8” nut driver to turn adjustment nut
4. Install the rear suspensions. Refer to Section H, (1, Figure 5-3) to increase (clockwise) or
Rear Suspensions. decrease (counterclockwise) the rpm at
5. Connect the automatic lubrication system which the blower engages.
hoses and clamps.
d. Install the switch box cover and rear axle
6. Route the power cables into the power cable access cover. Repeat Step 3.
mounts (3, Figure 5-2) and clamp them in place.
Install the cable grips.
7. Install wheel speed harness (4) and rear frame
harness (5). Install the clamps.
8. Install the wheel motors, cables, brake lines
and tires as described later in this section.
10. Connect the hoses to manifold (6) on the left
side of the axle housing.
11. Install wheel motor cooling air duct (2) between
the wheel motors.
12. Install axle air blower hose (1) on wheel motor
cooling air duct (2). Install the hose clamps FIGURE 5-3. BLOWER PRESSURE SWITCH
13. Open the pump shutoff valves and service the 1. Adjustment Nut
hydraulic system. 4. Disconnect the voltmeter.
5. To verify that the amber propulsion system
warning light operates correctly, disconnect
circuit 75A2. Operate the truck. The light should
illuminate and the DID panel should display
fault #630-1 after approximately 30 seconds. A
truck speed limit restriction is imposed while this
event is active.
6. Reconnect circuit 75A2, then operate the truck
to verify that the amber light does not illuminate
and the fault code is not displayed.

WHEEL MOTOR
Read and observe the following instructions before
attempting removal of the wheel motors or any
repairs on the propulsion system components!

• Do not step on or use any power cable as a
hand hold when the engine is running. 1. Control Power Switch
• All removal, repair and installation of 2. GF Cutout Switch
propulsion system electrical components, 3. Capacitor Charge Light
and cables must be performed by an
electrical maintenance technician who is
• In the event of a propulsion system 4. Place GF cutout switch (2, Figure 5-3) on the
malfunction, a qualified technician should control cabinet in the CUTOUT position.
inspect the truck and verify that the 5. Verify that the link voltage lights on the DID
propulsion system does not have dangerous panel are off. If they remain on longer than five
voltage levels present before repairs are minutes after shutdown, notify the electrical
started. department.
6. Verify that the steering accumulators have bled
After the truck is parked for the repairs, the truck down by attempting to steer. The wheels should
must be shut down properly to ensure the safety of not turn.
personnel working in the area of the wheel motors, 7. Bleed down the brake accumulators using the
control cabinet and retarding grids. The following manual bleed valves on the brake manifold.
procedure will ensure that the electrical system is 8. Activate the battery disconnect switches.
properly discharged before repairs are started. 9. Block the front wheels to prevent movement as
brakes will be released.
Preparation
10. Mark all electrical cables and hydraulic hoses
1. Reduce the engine speed to idle. Place the
before removal.
directional control lever in PARK. Make sure
that the parking brake applied indicator light is 11. Close the shutoff valves on the hydraulic pumps
illuminated. to reduce the amount of oil loss from the brake
2. Place the drive system in the rest mode by system.
turning the rest switch on the instrument panel
ON. Make sure that the rest indicator light is
illuminated.
3. Turn the key switch OFF. If the engine does not
shut down, use the engine shutdown switch on
the center console.

Removal 7. Remove air duct (9) from between the wheel
motors.
NOTE: If suitable equipment is available to lift the
wheel motor assembly from the axle housing, it is not 8. Disconnect parking brake hoses (8) for the
necessary to remove the dump body. The lifting motor that is being removed. Disconnect the
equipment must be capable of lifting and supporting nylon tube to the blower pressure switch, if
the weight of the complete wheel motor assembly. It necessary.
must also be mobile and capable of aligning the 9. Disconnect wheel motor power cables (6) at the
wheel motor to the axle housing mounting flange wheel motor terminals. Disconnect speed
during installation. If the wheel motor must be sensor harness (5) at the connector in the
removed by use of a crane or overhead hoist, refer to center of the housing.
Section B, Dump Body, for removal instructions. 10. Tie up cables and hoses as necessary to
1. Raise the rear of truck as described in this prevent damage during wheel motor removal.
section until tires clear the ground. Use support
stands or cribbing to block up the rear axle
housing.
2. Remove the inner and outer wheels from the
wheel motor. Refer to Section G, Tires and
Rims, for instructions. Make sure that additional Each complete wheel motor assembly weighs
capscrews have been installed to provide approximately 18 132 kg (39,975 lb). Make sure
support for the wheel motor transmission that the lifting device is capable of handling the
housing while the rear tires are removed. load safely.
3. With the pump shutoff valves in the closed 11. Attach the lifting device to the wheel motor
position, remove the drain plug at the bottom of assembly. Do not allow the lifting device to
the brake assembly and drain the oil from the contact the brake housing.
disc brake housing into a suitable container. 12. Remove 70 capscrews and hardened flat
4. Remove access covers (2, Figure 5-4) and washers that secure the wheel motor to the rear
access tube (1). axle housing.
5. Disconnect brake system cooling lines (4) and 13. Move the wheel motor assembly out of the axle
brake apply lines (3) at the brake back plate. housing. Be careful to prevent damage to the
Cap and plug all openings. brake hoses if not removed previously.
6. Remove the clamps that secure the brake
14. Refer to the appropriate GE service manual for
hoses to the spindles.
wheel motor repair instructions.

FIGURE 5-5. WHEEL MOTOR INSTALLATION
1. Access Tube 4. Brake Cooling Hose 7. Spindle Hole

2. Access Cover 5. Wheel Speed Harness 8. Parking Brake Hoses
3. Brake Apply Hose 6. Power Cables 9. Air Duct

Cleaning and Inspection 5. Apply a 5% molybdenum-disulphide grease to
the threaded cap screw holes in the rear axle
1. Thoroughly clean the capscrew holes and
housing.
wheel motor mounting faces. Re-tap any holes
that have damaged threads. 6. Install two guide pins 180° apart (3 o’clock and
9 o’clock positions) in the rear axle housing.
2. Check the wheel motor mounting faces for
nicks, scratches and other damage. Inspect all
welds and repair as necessary.
3. Inspect the brake system relay valve and the
hoses for leaks.
4. Inspect all hose connections and repair any Each complete wheel motor assembly weighs
leaks and damaged hoses. approximately 18 132 kg (39,975 lb). Ensure that
5. Inspect the wheel motor power cables, the lifting devices are capable of handling the
terminals, cable grips, and clamps. Replace any load safely.
cables or hardware that is worn or damaged.
7. Lift the wheel motor into position on the rear

axle housing. Ensure that all cables and hoses
are clear before installation.
If the brake system hoses are installed, guide
them through the spindle holes during installa-
All propulsion system power cables must be
tion.
properly secured in non-ferrous cable cleats. If
any clamps are cracked or broken, replace them
with new parts. Inspect the cable insulation and
replace the entire cable if the insulation is
damaged.
The wheel motors must be properly aligned
before installing them onto the rear axle housing.
Installation The wheel motor has markings which help
1. Thoroughly clean the cap screw holes and the determine installation orientation. Two sets of
mounting faces of the rear axle housing and dimples are located at the 3 o’clock and 9 o’clock
wheel motor. positions. A centerline symbol marks the 12
2. Inspect the cap screw holes in the rear axle o’clock position of the wheel motor. Refer to
housing for damage. Re-tap any holes that Figure 5-5.
have damaged threads. Thoroughly clean any
cap screw holes that have been re-tapped. The axle housing also contains dimples at the 3
o’clock and 9 o’clock positions next to the wheel
3. Check the mounting faces of the rear axle motor mounting rings. Refer to Figure 5-6.
housing and the wheel motor for surface
defects (nicks, scratches, etc). Repair any When installing the wheel motors, make sure that
defects before installing the wheel motor. the markings on both components line up. The
4. Check the flatness of both mounting faces of top cap screw hole on the rear axle housing may
the rear axle housing. Check the flatness at four also be determined by counting the holes in
equally spaced intervals (for example, 0°, 45°, between the two sets of punch marks. The top
90° and 135°). hole on the rear axle housing should line up with
The maximum allowable variation in flatness is the “CL” stamping on the wheel motor.
2.29 mm (0.09 in.). Do not use a rear axle
housing that does not meet this specification.

FIGURE 5-6. WHEEL MOTOR DIMPLE MARKINGS
Punch Marks
FIGURE 5-7. REAR AXLE HOUSING DIMPLE MARKINGS

8. Select the hardware to be installed in Group 1
of the tightening sequence. Refer to Figure 5-8.
Inspect each cap screw for rust, corrosion and
surface defects on any seat or thread. Do not
High tightening force is required to install the cap use any cap screw if a defect is suspected.
screws that secure the wheel motors to the rear 9. Lubricate the cap screw threads, cap screw
axle housing. Repeated tightening will result in head seats and washer faces with 5%
cap screw fatigue and damage. molybdenum-disulphide grease.
NOTE: The special hardened washers that are used
Do not reuse any wheel motor mounting
in this application may have a punch lip on one side
hardware (cap screws and hardened washers).
due to the manufacturing process. When placing this
Replace the hardware after one use.
washer under the cap screw head, the washers must
be installed with the punch lip facing away from the
Do not retighten any wheel motor mounting cap
cap screw head to prevent damage to the fillet
screw that has loosened after the truck has been
between the cap screw head and the shank. Refer to
placed into operation. If any wheel motor
Figure 5-7.
mounting cap screw has loosened during truck
operation, all of the cap screws and hardened
washers must be replaced with new hardware.
The cap screws that are used to secure the wheel

motors to the rear axle housing are specially
hardened to meet or exceed Grade 8
specifications. Replace these cap screws with
only new cap screws of the correct hardness.
Refer to the appropriate parts book for the
correct part number.
The use of dry threads in this application is not

recommended. Due to the high tightening force
that is required to install the wheel motor
mounting cap screws, dry threads may cause
damage to tools, cap screws or the rear axle
housing. FIGURE 5-8. INSTALLATION OF HARDENED
WASHER
Komatsu does not recommend the use of special 1. Washer 2. Cap Screw
friction-reducing lubricants, such as Copper
Coat, Never-Seez® or other similar products, on
the threads of standard fasteners where standard
torque values are applied. The use of special 10. Install the hardware for Group 1. Tighten each
friction-reducing lubricants will significantly alter cap screw to 542 N·m (400 ft lb).
the clamping force during the tightening process. 11. Repeat steps 8 - 10 for each remaining group in
If a special friction-reducing lubricant is used, the tightening sequence. Refer to Figure 5-8.
excessive stress and possible breakage of the
fasteners may result.

12. After all of the hardware in all of the groups has
been installed and tightened to 542 N·m (400 ft
lb), move back to Group 1. Increase the torque
Install and tighten all of the hardware in a group on each cap screw in Group 1 to 2 006 N·m
before proceeding to the next group in the (1,480 ft lb). Repeat this step for each
tightening sequence. Remove the guide pins that remaining group in the tightening sequence.
were installed in step 6 when installing the Refer to Figure 5-8.
hardware for Groups 3 and 4.
FIGURE 5-9. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE
14. Connect brake apply hose (3) and brake cooling

hoses (4) to the brake assembly. Use new O-
rings.
15. To prevent cooling air loss, use Uniseal 310S
All propulsion system power cables must be sealant to seal the gap around the brake
properly secured in wood or other non-ferrous cooling hoses where the hoses pass through
cable clamps. If any clamps are cracked or spindle holes (7).
broken, replace them with new parts. Inspect the Uniseal 310S sealant is available from:
cable insulation and replace an entire cable if the
insulation is damaged. Uniseal
1800 W. Maryland Street
Evansville, IN 47712
13. Connect power cables (6, Figure 5-4) and wheel Uniseal 310S sealant may be available from
speed harness (5) to their appropriate locations other sources throughout the world.
on the wheel motor.

16. After both wheel motors are installed, remove 22. Check the hydraulic tank oil level before and
rear axle housing access covers (2, Figure 5-4) after engine start-up. Service the hydraulic tank
and access tube (1) at the rear of the axle oil as necessary.
housing. 23. Bleed the brake apply lines according to the
17. Install the remaining hose clamps. Connect brake bleeding procedure in the shop manual.
parking brake hoses (8). If removed, connect
24. Check the hydraulic tank oil level after the brake
the nylon tube to the blower pressure switch.
bleeding procedure. Service the hydraulic tank
18. Install air duct (9) between the parking brakes. oil as necessary.
19. Install rear axle housing access covers (2) and 25. Install the tires and rims according to the
access tube (1) at the rear of the axle housing. procedure in the shop manual.
20. Open all of the hydraulic pump shutoff valves. 26. Raise the truck and remove the support stands.
Lower the truck and remove the jack.
21. Check the oil level in each wheel motor. Rotate
one of the eight plugs to the 6 o’clock position
and remove the plug. The oil level should be
even with the bottom of the plug opening. Refer
to Figure 5-9. Fill the wheel motor with the
recommended oil as necessary.
High tightening force is required to install the cap
screws that secure the wheel motors to the rear
axle housing. Repeated tightening will result in
cap screw fatigue and damage.
Do not retighten any wheel motor mounting cap

screw that has loosened after the truck has been
placed into operation. If any wheel motor
mounting cap screw has loosened during truck
operation, all of the cap screws and hardened
washers must be replaced with new hardware.
FIGURE 5-10. WHEEL MOTOR OIL LEVEL

WHEEL MOTOR GEAR OIL Particles that are smaller than 5 microns in size are
not large enough to cause any gear or bearing
Filtering Requirements failures. Particles over 25 microns can damage
bearings and must be filtered from the oil.
Wheel motor gear oil must be changed (or filtered)
every 500 operating hours or sooner if determined Test the oil according to the International Standards
from oil sample analysis. Filtering synthetic oil for Organization's ISO Particle Analysis 4406. This
reuse is recommended, and can significantly extend standard documents the size and number of particles
the life of the oil. Due to their additive formulation, GE permitted in the lubricant. This is an extremely
approved oils may last up to a year, or possibly important measurement of the condition of the oil.
longer. After a year, the synthetic oil must be
An "ISO Cleanliness Code" is used to document the
analyzed by the oil manufacturer if continued use is
number and size of the contaminates that can be
desired. A 10 micron filter must be used for filtering
tolerated in a specific application of a lubricant. An
the oil.
example of an "ISO Cleanliness Code" would be 18/
Viscosity of filtered oil must be monitored by oil 13. The first number (18 in this example) applies to
analysis to ensure proper lubrication. Viscosities the allowable number of particles between 5 - 15
below the condemning limit indicates entry of microns in size. The second number (13 in this
contamination that will affect the oil film and example) applies to the allowable number of particles
lubricating quality. The condemning limit for 680 oil, between 15 - 25 microns. If the particle count
is 53cSt when tested at 100° C (212° F), and 588cSt identified by the "ISO Cleanliness Code" is exceeded
at 40° C (104° F). This value can be used along with or there are particles present larger than 25 microns,
element tracking of phosphorus, calcium, and zinc to the oil should be filtered.
verify correct oil viscosity. Ensure the appropriate
Use Cleanliness Code of 18/13 for motorized wheels.
viscosity value is being maintained for the approved
Oil qualified for reuse must be filtered to 10 microns
oil you are using. If the viscosity of the oil is below the
absolute.
acceptable limit, the oil should be rechecked. If the
second test fails, dispose of the oil. Fill the wheel If particle analysis yields a result of greater than 18
motor with new, approved oil. The contaminated oil for the top number or greater than 13 for the lower
should be properly disposed of according to local number the motorized wheel oil should be filtered to
regulations. 10 microns absolute. On occasion, one should check
the results of the filtering process to assure the
filtering process is yielding the desired results.
Should the result be unacceptable, check the filter
type, particle size, and condition prior to filtering
If the viscosity of the oil is below the condemning again.
limits, the oil may be contaminated with
hydraulic oil. Make sure that all joints are Flushing
properly sealed before filling the wheel motor
The transmission of the wheel motor must be flushed
with fresh oil. If hydraulic oil continues to using the same oil that is used in normal operation.
contaminate the wheel motor, serious damage to The use of solvents or low viscosity oils are not
internal components may result. 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
Particle Size Analysis analysis after 100 hours of operation. If results of the
oil analysis are within the acceptance range, the
When filtering synthetic oil for reuse, the oil must be
wheel motor may return to the 250 hour interval for
monitored to determine when filtering is necessary.
oil analysis. If the results of the analysis are not
The process of monitoring the oil for this purpose is
within the acceptance range, immediately contact
particle size analysis. The test consists of passing a
your area Komatsu service representative. Large
beam of light through the oil as it passes through a
quantities of loose material in the oil may be an
clear tube. A computer analyzes the quantity and
indication of imminent wheel motor failure.
size of particles contained in the oil.

Oil Sample Analysis
Spectrographic oil analysis results should be A gradual rise of elements between oil samples is
examined prior to sun pinion gear inspection. The normal. Only when a sharp increase occurs is there
trends of element parts per million (ppm) or sudden evidence that a mechanical failure is imminent.
ppm element changes can estimate the present Levels of elements that indicate mechanical stress
condition of the wheel motor and also predict the differ from element to element. Additionally, oil
immediate future of the mechanical components sampling criteria established for each element may
within the wheel motor. differ at each mine site due to factors such as uphill
or downhill hauling, grades, and speeds.
While examining oil sample history, the most
important characteristic to look for is a rapid increase Elements for the wheel motor that can be detected
in the presence of an element in the oil such as iron with oil analysis are iron (Fe), chromium (Cr), nickel
(Fe). Rapid changes in element content indicate that (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
a component(s) may be deteriorating. In many cases (Zn), and calcium (Ca). Monitoring and plotting levels
oil analysis can help detect which component may be of these elements should aid in identifying
deteriorating and the cause of the failure. operational status of the wheel motor. Rapid changes
or high levels of these elements are indicators that
Oil sampling must be done every 250 hours of
problems exist in the mechanical components.
operation. The sample must be taken within a half an
hour of truck shut down and within an hour of actual As stated above, some guidelines for analyzing oil
truck operation. Oil samples that are not taken under samples can be given, but specific levels should be
this stipulation will not convey an accurate established at the operating mine site. The element
measurement of wheel motor condition. type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
When taking an oil sample, position one of the
indicators, and possible causes and actions are
magnetic plugs in the six o’clock position on the
listed in the following charts. These charts provide
wheel. Oil samples should be taken from this
basic guidelines for analysis of oil sampling
plugged hole using a flexible tube that is 18 in. (457
information.
mm) in length. The tube must be inserted downward
exactly 12 in. (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
indicate a problem.

ELEMENT SPECIFICATION CHARTS
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm’s
If iron levels are high and other elements are “Soft” iron contamination. Sources are likely to
200
slightly elevated: be casting material.
Iron (Fe) 100
If iron levels are high and other elements “Hard” iron contamination. Sources are likely
100
ppm’s are rising rapidly: to be bearing, gears, etc.
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 GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). 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.
Chromium
10 7 If chromium is high and iron is high: A bearing failure is likely in progress.
(Cr)
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.
Nickel (Ni) 10 5 If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled
immediately 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.
High iron will produce high copper from the
15 If copper is high with iron high:
thrust washers and bearings.
Copper (Cu) 50 A thrust washer is rapidly wearing with the
20 If copper is high with other elements low: likely cause of the sun pinion gear thrusting
inboard and outboard.
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
readings. 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.

Calcium (Ca) 40 20 If calcium, zinc and phosphorus are high: Hydraulic oil has entered the drive train.
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
40 If zinc, phosphorus and calcium are high: Hydraulic oil has entered the drive train.
Zinc (Zn) 75 If zinc is high without high calcium and High mechanical wear of components is
25
phosphorus: occurring.
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.
Phosphorus
400 150 If phosphorus, zinc and calcium are high: Hydraulic oil has entered the drive train.
(P)
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.
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 Dirt has entered the drive train. Flush the
25 If silicon is high with other elements low:
wheel motor.
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,
sample 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.

SECTION H
HYDRAIR® II SUSPENSIONS
INDEX
FRONT SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
SUSPENSION OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01013 Index H1-1

NOTES
H1-2 Index H01013

SECTION H2
FRONT SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
LOWER BEARING & SEALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
SUSPENSION PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
H02013 12/11 Front Suspensions H2-1

NOTES
H2-2 Front Suspensions 12/11 H02013

FRONT SUSPENSION
Hydrair® II suspensions are hydro-pneumatic 5. After all nitrogen pressure has been relieved,
components containing oil and nitrogen gas. The oil loosen charging valve body (4) and remove the
and gas in the four suspensions carry the gross truck charging valve assembly. Discard the O-ring
weight less wheels, spindles and rear axle assembly. seal.
6. Remove pressure sensor (1) from the charging
The front suspension cylinders consist of two basic
valve block.
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 Hydrair® II 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
surfaces. Surfaces are machined to extremely close
tolerances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Remove the front wheel and tire. Refer to
Section G2, Tires and Rims.
2. Remove the front wheel hub and spindle. Refer
to Section G3, Front Wheel Hub and Spindle.
3. Remove the boot clamp and boot from the front
suspension.
Wear a face mask or goggles. Make sure that only

the swivel nut (small hex) turns. Turning the
entire charging valve body (large hex) may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
4. Discharge the nitrogen pressure from the
suspension as follows:
a. Remove the cap from charging valve (2, FIGURE 2-1. SUSPENSION CHARGING VALVE
Figure 2-1).
1. Pressure Sensor 4. Charging Valve Body
b. Turn swivel nut (small hex) (3) 2. Charging Valve (Large Hex)
counterclockwise three full turns to unseat 3. Swivel Nut (Small Hex)
the valve seal. DO NOT turn more than three
turns. DO NOT turn charging valve body
(large hex) (4).
c. Depress the valve stem until all nitrogen
pressure has been relieved.

7. Place a suitable container under the Installation
suspension cylinder. Remove the drain plug at 1. Remove all paint, rust, dirt and foreign debris
the bottom of the suspension piston and allow from the suspension mounting surfaces.
the suspension oil to drain completely from the
cylinder. A properly charged front suspension
cylinder contains 98 L (25.8 gal) of oil.
8. Install the drain plug. Tighten the plug to 17
N·m (13 ft lb).
NOTE: Front Hydrair® II suspensions are equipped

with lower bearing retainer puller holes. If rod wiper,
rod seals, bearing, O-ring and backup ring
replacement is required, it is not necessary to
remove the suspension from the truck. Refer to
Lower Bearing & Seals for bearing retainer removal
and installation.
If major suspension rebuild is required, continue with
the removal procedure. FIGURE 2-2. REMOVING DEBRIS
2. Clean and dry the mounting surfaces on both

9. Attach a fork truck or suitable lifting device to the suspension and the frame. Use a cleaning
the suspension. Secure the suspension to the agent that does not leave a film after
lifting device. evaporation, such as isopropyl alcohol, acetone
or lacquer thinner.
3. Inspect the suspension and frame mounting

The front Hydrair® II suspension weighs surfaces for damage or wear. Check for the
approximately 2 790 kg (6,150 lb). Make sure that following criteria:
the lifting device to be used has a sufficient  Flatness of each surface must be within
capacity to handle the load. 0.25 mm (0.010 in.).
 Surface finish must not exceed 0.635 µm
(250 µ in.) roughness average (RA),
10. Remove capscrews (1, Figure 2-3).
medium tool cut.
11. Remove four outer capscrews (4).
If measurements are not within specifications,
12. Remove four inner capscrews (4) with spacers contact your Komatsu customer service
(7). manager for further instructions.
13. Move the suspension to a clean work area for
disassembly.
4. Clean and dry all suspension mounting
14. Discard the suspension mounting capscrews, hardware. Use the same cleaning agent that
washers, and nuts. was used to clean the mounting surfaces.

.
High tightening torque is required to load the The use of dry threads in this application is not
front suspension mounting cap screws. recommended. Due to the high tightening forces
Repeated tightening will result in cap screw required to load these cap screws, dry threads or
fatigue and damage. DO NOT reuse mounting threads lubricated with anti-seize compounds
cap screws, washers and nuts. Replace the may result in damage. Only use the approved
hardware after each use. lubricant specified below.
Suspension mounting cap screws are specially
hardened to meet or exceed grade 8
specifications. Replace only with cap screws of 5. Lubricate the cap screw threads, cap screw
correct hardness. Refer to the appropriate parts head seats, washer faces and nut seats with
book for the correct part numbers. 5% molybdenum-disulphide grease.
6. Identify and separate the hardware according to
location on the suspension. Refer to Figure 2-3.
FIGURE 2-3. HARDWARE IDENTIFICATION
1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8)

2. Flat Washer - 1 1/2" (G8)
3. Nut - 1 1/2" - 6NC (G8)
4. Cap Screw - 1 3/4" - 5NC x 14 1/2" (G8)
5. Flat Washer - 1 3/4" (G8)
6. Nut - 1 3/4" - 5NC (G8)
7. Spacer
8. Shear Key
9. Part Of Frame

7. The hardened flat washers used on the front 8. Lift the front suspension into position on the
suspensions may be punched during the frame. The weight of each front suspension
manufacturing process. When assembling the cylinder is approximately 2 790 kg (6,150 lb).
cap screws and washers, position the punched 9. Install the mounting hardware and the shear
lip away from the cap screw head to prevent key. Install the shear key flush with the side face
damage. Refer to Figure 2-4. of the suspension.
Install one washer under each cap screw head
and one washer under each nut (where
applicable).
Initially tighten the hardware to 1 356 ± 136
N·m (1000 ± 100 ft lb) in the sequence shown
in Figure 2-6. Use a properly calibrated torque
wrench to ensure accuracy.
NOTE: Do not exceed 4 rpm tightening speed. Do
not hammer or jerk the wrench while tightening.
FIGURE 2-4. FLAT WASHER ORIENTATION
1. Hardened Flat Washer 2. Cap Screw
FIGURE 2-5. SUSPENSION INSTALLATION

FIGURE 2-6. TIGHTENING SEQUENCE MAP
The mounting cap screws will now need to be

loosened and then tightened using angle-advance.
The first set of cap screws to be adjusted will be at
the upper mounting joint. The cap screws must be
loosened one at time and then tightened by
advancing a specified rotational degree. Use the
map shown in Figure 2-6 for proper tightening
sequence.

Upper Mounting Joint - 60° Advance 14. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown
The proper sequence for the upper mounting joint is
in Figure 2-8. These reference lines will be used
1-2-3-4-9-10. Refer to Figure 2-6.
to verify the cap screws have maintained their
10. Loosen the first cap screw. All other cap screws torque.
must be maintained at 1 356 ± 136 N·m (1000 ±
15. Repeat this process in sequence for the
100 ft lb).
remaining cap screws in the upper mounting
11. Tighten the cap screw to 95 N·m (70 ft lb). joint.
NOTE: Do not exceed 4 rpm tightening speed. Do NOTE: If for any reason these fasteners need to be
not hammer or jerk the wrench while tightening. checked for tightness after completing this
procedure, replace all the hardware and repeat the
entire process.
12. Mark a corner of the cap screw head with a
paint marker as shown in Figure 2-7. Draw a
reference line on the suspension surface next to
the marked corner on the cap screw. Draw a
reference line on the suspension 60 degrees in
advance of the marked corner on the cap
screw.
FIGURE 2-8. MAKING REFERENCE LINES
FIGURE 2-7. 60 DEGREE ADVANCE
13. Advance the cap screw to the 60° advance

mark. Hold the nut at the rear of the joint
stationary while tightening.

Lower Mounting Joint - 120° Advance
The proper sequence for the lower mounting joint is
5-6-7-8-11-12-13-14. Refer to Figure 2-6.
16. Loosen the first cap screw. All other cap screws
must remain tightened.
17. Tighten the cap screw to the specified torque:
•cap screws 5-6-7-8..............136 N·m (100 ft lb)
•cap screws 11-12-13-14.......271 N·m (200 ft lb)
NOTE: Do not exceed 4 rpm tightening speed. Do
not hammer or jerk the wrench while tightening.
FIGURE 2-10. MAKING REFERENCE LINES
18. Mark a corner of the cap screw head with a
paint marker as shown in Figure 2-9. Draw a
reference line on the suspension surface (or
frame) next to the marked corner on the cap
screw. Draw a reference line on the suspension 22. Charge the suspension with dry nitrogen to fully
surface (or frame) 120 degrees in advance of extend the suspension piston before installing
the marked corner on the cap screw. the front wheel hub and spindle.
23. Install the front wheel hub and spindle. Refer to
Section G3, Front Wheel Hub and Spindle.
24. Install the front wheel and tire. Refer to Section
G2, Tires and Rims.
25. Service the suspension. For instructions refer to
26. Install the suspension boot and secure it with
the boot clamp.
FIGURE 2-9. 120 DEGREE ADVANCE
Inspection
19. Advance the cap screw to the 120° advance Visual inspections of the bolted joints are necessary
mark. Hold the nut at the rear of the joint (where after the truck has been released for use. Inspect the
applicable) stationary while tightening. joints at each front suspension at the following
20. Make new reference lines along the cap screw, intervals: 8 hours, 50 hours, 250 hours, and 500
nut and frame at the rear of the joint as shown hours.
in Figure 2-8. For the four cap screws with
If the reference lines on the hardware (Figure 2-8
spacers, refer to Figure 2-10. These reference
and Figure 2-10) have remained in alignment, the
lines will be used to verify the cap screws have
trucks may remain in use.
maintained their torque.
If at least one of the cap screws has shown signs of
21. Repeat this process in sequence for the
movement, the truck must be taken out of service.
remaining cap screws in the lower mounting
The suspension mounting cap screws must be
joint.
removed, cleaned, and inspected. If any cap screws
NOTE: If for any reason these fasteners need to be have any signs of damage, replace all cap screws.
checked for tightness after completing this Install the cap screws again according to this
procedure, replace all the hardware and repeat the installation procedure.
entire process.

LOWER BEARING & SEALS
Removal
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to the following
steps for lower bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (1, Figure 2-11). Install
pusher bolts into the tapped holes in the
retainer flange.
2. Tighten the pusher bolts evenly and prepare to
support the bearing retainer as it exits the
suspension housing. Remove lower bearing
retainer (2).
3. Remove wiper seal (3), double lip seal (4),
buffer seal (5), backup rings (6), O-rings (7) and
lower bearing (8).
Installation
1. Install new buffer seal (5, Figure 2-11), double
lip seal (4) and wiper seal (3).
When installing backup rings with double lip seal

(4) and buffer seal (5), make sure that the radius
is positioned toward the seal and the white dot is
positioned away from the seal.
2. Install new backup rings (6) and O-rings (7) in

their appropriate grooves in lower bearing
retainer (2). Install new lower bearing (8).
NOTE: Backup rings must be positioned toward the
lower bearing retainer flange.
3. Install temporary guide bolts to ensure that the

bolt holes are aligned as the lower bearing
retainer is seated. Carefully lift lower bearing
retainer (2) into place into the suspension
housing.
4. Install lower bearing retainer capscrews and
hardened washers (1). Tighten the capscrews
to 678 N·m (500 ft lb). FIGURE 2-11. FRONT SUSPENSION
5. Install the front wheel hub and spindle. Refer to
Section G3, Front Wheel Hub and Spindle. 1. Capscrews & Hardened 5. Buffer Seal
Washers 6. Backup Ring
6. Install the front wheel and tire. Refer to Section
2. Lower Bearing Retainer 7. O-Ring
G2, Tires and Rims.
3. Wiper Seal 8. Lower Bearing
4. Double Lip Seal

MAJOR SUSPENSION REBUILD 2. Attach a hoist to end cap (16) and lift the end
cap out of housing (6) until piston stop (12)
Disassembly contacts upper bearing retainer (5). Remove
capscrews (3) and hardened washers (4). Lift
NOTE: Refer to your Komatsu distributor for
the end cap and upper bearing (14) from the
Hydrair®II suspension repair information and housing together.
instructions not covered in this manual.
3. Remove roll pin (10), nut (11), piston stop (12)
1. With the suspension held in a vertical position and key (13). Separate the end cap and upper
(end cap up), remove capscrews (1, Figure 2- bearing.
12) and hardened washers (2).
4. Remove O-rings and backup rings (15).
Remove upper bearing (14).
5. Rotate the suspension 180°.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
6. Attach a lifting device to piston (7) and carefully
lift it out of the housing.
7. Remove the lower bearing and seals. Refer to
Lower Bearing & Seals in this chapter.
8. If piston (7) has removable plug (1, Figure 2-13)
at the bottom:
a. Remove capscrew (3), flat washer (4) and
retaining plate (5). Push plug (1) to the inside
just far enough to remove retaining ring (6).
b. Re-install cap screw (3) and use a slide
hammer to remove the plug from the piston.
Remove backup ring (7) and O-ring seal (8)
from the plug.
DO NOT use compressed air to remove the pis-

ton plug. Damage to components may occur.
FIGURE 2-12. PISTON ROD REMOVAL

1. Capscrew 9. Steel Ball (2 each)
2. Hardened Washer 10. Roll Pin
3. Capscrew 11. Nut
4. Hardened Washer 12. Piston Stop
5. Upper Bearing 13. Key FIGURE 2-13. PISTON PLUG
Retainer 14. Upper Bearing 1. Piston Plug 5. Retaining Plate
6. Housing 15. O-Ring and Backup 2. Drain Plug 6. Retaining Ring
7. Piston Ring 3. Capscrew 7. Backup Ring
8. Mounting Holes 16. End Cap 4. Flat Washer 8. O-Ring Seal

Assembly 9. Install upper bearing retainer (5) onto the
piston. Secure the upper bearing in place with
NOTE: All parts must be completely dry and free of
new capscrews (3) and hardened washers (4).
foreign material. Lubricate all interior parts with clean
Tighten the capscrews to 678 N·m (500 ft lb).
Hydrair®II suspension oil. Refer to the Oil and
Nitrogen Specifications Chart in Section H4, NOTE: Always use new capscrews (3) during
Suspension Oiling and Charging Procedures. assembly. Used capscrews will be stressed and
fatigued because of loads placed on these
capscrews during operation.
10. Apply a light coating of petroleum jelly to the
seals and bearings. With the suspension
housing in a vertical position, carefully lower the
Be careful not to damage the machined or plated piston and end cap assembly into the bore of
surfaces, O-rings or seals when installing the housing (6) to its fully retracted position.
piston assembly.
11. Install capscrews (1) and hardened washers
1. If piston (7, Figure 2-12) has removable plug (1, and (2). Tighten the capscrews to 678 N·m (500
Figure 2-13) at the bottom: ft lb).
a. Thoroughly lubricate O-ring (8) and backup NOTE: If the suspension is to be stored, put in one
ring (7). Install new O-ring seal (8) and liter (two pints) of a rust preventive oil. This oil must
backup ring (7) on the plug. Use a rubber be drained when the suspension is put back into
mallet to seat the piston plug. service.
b. Install plug (1) into piston just far enough to 12. Install charging valve (2, Figure 2-1) with a new
expose retaining ring groove. Install retaining
O-ring. Lubricate the O-ring with clean Hydrair®
ring (6). Install retaining plate (5), flat washer
suspension oil before threading the charging
(4) and cap screw (3). Tighten the cap screw
valve into the block on the end cap. Tighten
to 122 N·m (90 ft lb).
charging valve (large hex) (4) to 23 N·m (17 ft
2. Install the lower bearing and seals. Refer to lb).
Lower Bearing & Seals in this chapter.
13. Pressure test the suspension. Refer to
3. Install new O-rings and backup rings (15,
“SUSPENSION PRESSURE TEST”. Do not
Figure 2-12) in the end cap grooves. The
pressure test the suspension with oil inside.
backup rings must be positioned toward the
flange on end cap (16). 14. After a successful pressure test, add
4. Install new upper bearing (14) on upper bearing approximately 97.6 liters (25.8 gallons) of
retainer (5). suspension oil.
5. Slide the upper bearing retainer assembly over 15. Apply rust preventative grease to any exposed
the rod portion of end cap (16). machined surfaces.
6. Install key (13) and piston stop (12) on the end
cap rod. Make sure that the piston stop is fully
seated against the rod shoulder.
7. Install nut (11) against the piston stop. Tighten
the nut 1/2 turn further until the hole for roll pin
(10) is in alignment. Install roll pin (10).
8. Attach a lifting device to the top side of the end
cap assembly. Lower the end cap assembly
onto piston (7). Insert steel balls (9) in the holes
in the piston before fully seating upper bearing
(14) on top of the piston. A small amount of
petroleum jelly will prevent the balls from
dropping out during assembly.

SUSPENSION PRESSURE TEST 4. Pressurize the suspension with air or nitrogen
to 7 585 ± 1 380 kPa (1,100 ± 200 psi).
The suspension assembly must be tested for
leakage after rebuild procedures are completed. If 5. Maintain pressure for a minimum of 20 minutes
leakage occurs, the cause of the leakage must be and check for bubbles at the following locations:
identified and repaired before the suspension is • Housing bearing/housing joint
installed on the truck.
• Piston/piston seal area
• Charging valve and plugs
6. After the test is complete, remove the assembly
from the water tank and release the air or
The entire suspension assembly must be placed nitrogen pressure. DO NOT remove the
in a containment device that will keep the charging valve from suspension.
suspension piston in the retracted position and 7. Remove the suspension from the containment
prevent it from extending during pressurization. device.
Make sure that the containment device is capable
of withstanding the applied force. 8. Coat any exposed, unpainted areas with rust
preventive grease.
1. Collapse the suspension until the piston is fully
9. Store the suspension in a collapsed position to
retracted in the housing.
protect the piston chrome surface until it is
2. Make sure that the charging valve and all plugs installed on a truck.
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.

NOTES

SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
SUSPENSION CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
SUSPENSION PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9
H03020 12/11 Rear Suspensions H3-1

NOTES
H3-2 Rear Suspensions 12/11 H03020

REAR SUSPENSIONS
The Hydrair® II suspensions are hydro-pneumatic The Hydrair® II suspension cylinder requires only
components containing oil and nitrogen gas. The oil normal care when handling as a unit. However, after
and gas in the four suspensions carry the gross truck being disassembled, these parts must be handled
weight less wheels, spindles and final drive with extreme care to prevent damage to the
assembly. machined surfaces. Surfaces are machined to
extremely close tolerances and are precisely fitted.
The rear suspension cylinders consist of two basic
All parts must be completely clean during assembly.
components: a suspension housing attached to the
frame and a suspension rod attached to the rear axle
housing.
FIGURE 3-1. REAR SUSPENSION INSTALLATION
1. Suspension Cylinder 3. Mounting Pin

2. Mud Flap

SUSPENSION CYLINDER 2. Remove charging valve cap (1, Figure 3-2)
loosen swivel nut (4) (small hex) on the
Removal charging valve, and turn it counterclockwise
three full turns to unseat the valve seal.
Connect the charging kit.
TABLE 1. TOOL LIST FOR SUSPENSION PIN
REMOVAL
Part Number Description Quantity
EJ2847 Pin Removal Tool 2

Make sure that only swivel nut (4) turns. Turning
EJ2848 Cylinder 1 the complete charging valve assembly may result
in the valve assembly being forced out of the
EJ2849 Hand Pump 1
suspension by the gas pressure inside.
EJ2850 Shackle 2 3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
MM0093 Capscrew - M16 x 2 x 70 4
exposed approximately 127 mm (5 in.).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open the valve on the suspension charging kit
1. Remove capscrews, washers, and mud flap (2, to release nitrogen from the suspension.
Figure 3-1) from the suspension. Disconnect the charging kit.
6. Disconnect the lubrication lines and the
pressure sensor cable.
7. Position a fork lift under the suspension housing
above the lower mounting pin. Secure the
suspension to the fork lift.
The rear Hydrair II suspension weighs

approximately 883 kg (1947 lbs). Make sure that
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 locknut (4, Figure 3-4), flat washer (3)
and shoulder bolt (2) from the upper and lower
FIGURE 3-2. CHARGING VALVE pins on the suspension cylinder to be removed.
1. Valve Cap 6. Valve Body NOTE: The pins may be retained with a capscrew
2. Seal 7. O-Ring and locknut as originally shipped from the factory.
3. Valve Core 8. Valve Stem Upgrading to the current shoulder bolt configuration
4. Swivel Nut 9. O-Ring is recommended.
5. Rubber Washer

9. Install pin removal tool (1, Figure 3-3) to each
lower pin using the capscrews listed in Table 1.
Tighten the capscrews to 240 ± 24 N·m (177 ±
17 ft lb).
10. Attach both shackles (2) to cylinder (3). Do not exceed 10 tons of force when applying
pressure to the cylinder. Damage to the tool or
11. Attach each shackle to the pin removal tool, as
suspension components may result, as well as
shown.
personal injury to maintenance personnel.
12. Apply pressure to the cylinder using the hand
pump (not shown).
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 pin (5, Figure 3-4) from the lower
mounting.
NOTE: Spacers (7) will fall free.
15. Install the tool on the upper pin and repeat the
pin removal process.
16. If it is necessary to remove the remaining rear
FIGURE 3-3. REAR SUSPENSION suspension cylinder, insert the pins back into
PIN REMOVAL TOOL the upper and lower mountings. Secure the pins
1. Pin Removal Tool 3. Cylinder using shoulder bolts (2), flat washers (3) and
2. Shackle locknuts (4), and repeat the removal process for
the remaining cylinder.
17. Remove the cylinder from the truck.
FIGURE 3-4. REAR SUSPENSION CYLINDER PIN INSTALLATION

1. Suspension Cylinder 5. Pin 9. Bearing
2. Shoulder Bolt 6. Sleeve 10. Capscrew
3. Flat Washer 7. Spacer 11. Lockwasher
4. Locknut 8. Retaining Ring

Installation 10. Connect the lubrication lines and the pressure
sensor.
1. Inspect mounting bore sleeves (6, Figure 3-4)
and the bearing spacers for damage and wear. 11. Service the suspension. For instructions, refer
Check the fit of the pins in the bores before to Section H, Oiling and Charging Procedures.
installing the suspension. Replace worn or
12. Install mud flap (2, Figure 3-1) with the
damaged parts.
capscrews, flat washers and lockwashers.
2. Secure the suspension to the fork lift and raise
it into position. The suspension assembly must
be retracted as far as possible before
Disassembly
installation.
3. Position the top suspension eye and spherical NOTE: The suspension should be placed in a fixture
bearing between the ears on the frame, as which will allow it to be rotated 180° vertically. Place
shown in Figure 3-4. Orient the cylinder so that the suspension in the fixture with the rod end down.
the charging valve faces the opposite
suspension cylinder, as shown in Figure 3-1.
4. Lubricate all pin-to-bearing and pin-to-sleeve
contact surfaces with anti-seize compound.
Lubricating the pin surfaces aids in removal and
installation, as well as prevention of rust and To avoid possible injury, wear a face mask or
corrosion. goggles while relieving nitrogen gas pressure.
5. Align the hole in pin (5, Figure 3-4) with the hole 1. Depress the charging valve stem to ensure that
in the mounting bore. Drive in the pin far all nitrogen gas pressure has been released
enough to hold the pin in position. before removing the charging valve.
6. Insert bearing spacer (7) and continue to drive 2. Remove charging valve cover (16, Figure 3-5).
in the pin through the spherical bearing. Insert Remove charging valve (17). Remove and
the remaining spacer and continue to drive in discard the charging valve O-ring.
the pin until the hole in the axle housing is 3. Remove pressure sensor (15).
aligned with the hole in the pin.
4. With the suspension in a vertical position
7. Install shoulder bolt (2), flat washer (3) and (piston rod down), remove drain plug (18) and
locknut (4). If further alignment of the holes is drain the suspension oil. A properly charged
necessary, install a pin removal tool onto the rear suspension cylinder contains 54.5 L (14.4
pin. Use the tool and a large pipe wrench or gal) of oil.
other suitable device to align the holes. Tighten
5. Rotate the cylinder 180°. Remove capscrews
the locknut to 68 N·m (50 ft lb).
(6) and washers (7). Lift piston rod (9) from
NOTE: If the original capscrew/locknut configuration housing (1).
is being used, tighten the locknut to 465 N·m (343 ft 6. Remove bearing retainer (5) from the piston.
lb). Upgrading to the current shoulder bolt Remove bearing (4). Remove the seals, the O-
configuration is recommended. ring and backup ring from bearing retainer (5).
8. Adjust the piston rod height until the lower Discard the O-ring and backup ring.
mount bearing aligns with the bore in the rear 7. Remove bearing (3) from the piston.
axle housing, and repeat the above procedure 8. If spherical bearings (9, Figure 3-4) require
to install the bottom pin. Mounting components replacement, remove retaining rings (8) and
in the top and bottom joints are identical. press the bearing from the cylinder bore.
9. Install the nitrogen charging kit, and add
nitrogen to raise the frame off the stands or
cribbing. A lifting device may also be used.

Cleaning and Inspection Assembly
1. Clean all parts thoroughly in fresh cleaning Assembly must be performed in a clean, dust free
solvent. Use a solvent that does not leave a film work area. All parts must be completely clean, dry
after evaporation, such as trichlorethylene, and free of rust or scale. Lubricate all interior parts
acetone or laquer thinner. and bores with fresh suspension oil. Refer to the Oil
and Nitrogen Specifications Chart in Section H,
Oiling and Charging Procedures.
1. If removed, install spherical bearing (9, Figure
3-4) in the eye of the piston rod and cylinder
When using cleaning agents follow the solvent housing.
manufacturer's instructions.
2. Install retaining rings (8) to secure the bearings.
2. Dry all parts completely using only dry, filtered
3. Install wiper seal (12, Figure 3-5), double lip
compressed air and lint free wiping materials.
seal (11), buffer seal (10), O-ring (13) and
3. Inspect all parts for evidence of wear or backup ring (14) onto bearing retainer (5).
damage. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any NOTE: Refer to the seal installation illustration and
damaged parts. details (Figure 3-5) for proper orientation.
4. Install rod bearing (4).
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and 5. Slide piston bearing (3) onto the lubricated
instructions not covered in this manual. piston rod.
6. With the lubricated housing (1) held in a vertical
position, slide the piston assembly partially into
the housing. Slide retainer (5) onto the housing
and fasten with capscrews (6) and washers (7).
Tighten the capscrews to standard torque. Use
care during piston installation to prevent
damage to machined and chrome surfaces.
NOTE: If the suspension is to be stored, fill with one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
7. Install a new O-ring onto the charging valve,
and install the charging valve onto the cylinder.
Tighten the large hex of the charging valve to
23 N·m (17 ft lb).
If a new charging valve is being used, tighten
the swivel nut to 15 N·m (11 ft lb), then loosen
and retighten the swivel nut to 15 N·m (11 ft lb).
Loosen the swivel nut again, and retighten it to
6 N·m (50 in lb). Install the valve cap finger-
tight.
8. Install the charging valve, pressure sensor, and
plugs.
9. Install cover (16) onto the suspension.
10. Pressure test the suspension. Refer to
Suspension Pressure Test later in this section.

FIGURE 3-5. REAR SUSPENSION ASSEMBLY
1. Housing 7. Hardened Washer 13. O-ring

2. Vent Plug 8. Mud Flap 14. Backup Ring
3. Piston Bearing 9. Piston Rod 15. Pressure Sensor
4. Rod Bearing 10. Rod Buffer Seal 16. Cover
5. Bearing Retainer 11. Rod Double Lip Seal 17. Charging Valve
6. Capscrew 12. Wiper Seal 18. Drain Plug

SUSPENSION PRESSURE TEST
The suspension assembly should be tested for 4. Pressurize the suspension with air or nitrogen
leakage after rebuild procedures are completed. If to 7585 ± 1380 kPa (1100 ± 200 psi).
leakage occurs, the cause of the leakage must be 5. Maintain pressure for a minimum of 20 minutes
identified, and repaired before the suspension is and check for bubbles at the following locations:
installed on the truck.
• Housing bearing/housing joint
• Piston/piston seal area
• Charging valve and plugs
The entire suspension assembly must be placed
in a containment device that will keep the 6. After the test is complete, remove the assembly
suspension piston in the retracted position and from the water tank and release the air or
prevent it from extending during pressurization. nitrogen pressure. DO NOT remove the
Make sure that the containment device is capable charging valve from suspension.
of withstanding the applied force.
7. Remove the suspension from the containment
1. Collapse the suspension until the piston is fully device.
retracted in the housing. 8. Coat any exposed, unpainted areas with rust
2. Make sure that the charging valve and all plugs preventive grease.
are installed. Attach the pressurization line to 9. Store the suspension in a collapsed position to
the charging valve. protect the piston chrome surface until it is
3. Place the suspension assembly in a installed on a truck.
containment device and submerge the entire
assembly in the water tank.

NOTES

SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURES
INDEX
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
HYDRAIR® CHARGING KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
SUPPORT BLOCKS FOR OILING AND CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-11
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-12
H04027 2/11 Oiling And Charging Procedures H4-1

NOTES
H4-2 Oiling And Charging Procedures 2/11 H04027

SUSPENSION OILING AND CHARGING PROCEDURE
GENERAL For best results, Hydrair® II suspensions should be
These procedures cover the oiling and charging of charged in pairs (fronts together and rears together).
If rear suspensions are to be charged, the front
Hydrair® II suspensions on Komatsu electric drive
suspensions should be charged first.
dump trucks.
NOTE: For longer life of suspension components, a
Suspensions which have been properly charged will
friction modifier should be added to the suspension
provide improved handling and ride characteristics
oil. See the Specifications Charts at the end of this
while also extending the fatigue life of the truck frame
section.
and improving tire wear.
NOTE: Setup dimensions in the Specifications
NOTE: Inflation pressures and exposed piston
Charts must be maintained during oiling and
lengths are calculated for a normal truck gross
charging procedures. However, after the truck has
vehicle weight (GVW). Additions to truck weight by
been operated, these dimensions may vary.
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 chart in the operator cab will extend the EQUIPMENT LIST
service life of the truck main frame and allow the
suspensions to produce a comfortable ride. • Hydrair® Charging Kit
• Jacks and/or Overhead Crane
• Support Blocks for:
Oiling Height Dimensions (Front and Rear)
Charging Height Dimensions (Front Only)
All Hydrair® II suspensions are charged with • Hydrair® Oil (see Specifications Chart)
compressed nitrogen gas with sufficient • Friction Modifier (see Specifications Chart)
pressure to cause injury and/or damage if
improperly handled. Follow all safety • Dry Nitrogen (see Specifications Chart)
instructions, cautions, and warnings provided in
the following procedures to prevent any
If both the front and rear suspensions are to be
accidents during oiling and charging.
serviced at the same time, service the front
Proper charging of Hydrair® II suspensions requires suspensions first. Do not remove the front
that three basic conditions be established in the suspension nitrogen charging blocks until after the
following order: rear suspensions have been completely serviced
1. The oil level must be correct.
2. The suspension piston rod extension for
nitrogen charging must be correct.
3. The nitrogen charge pressure must be correct.

HYDRAIR® CHARGING KIT 5. Attach charging valve adapters (2) to each
suspension charging valve stem.
Assemble the charging kit as shown in Figure 4-1, 6. Turn "T" handles (1) clockwise. This will
and attach it to a container of pure dry nitrogen (8). depress the core of the charging valve and
open the gas chamber of the suspension.
Installation of Charging Kit
7. Open both outlet valves (3).
1. Remove the protective covers and charging
valve caps from the suspensions. NOTE: By selective opening and closing of outlet
2. Turn "T" handles (1, Figure 4-1) of adapters (2) valves (3), and inlet valve (4), suspensions may be
completely counterclockwise. charged separately or together.
3. Make sure that outlet valves (3) and inlet valve
(4) are closed (turned completely clockwise).
Removal of Charging Kit
4. Turn the swivel nut (small hex) on the charging
valve three full turns counterclockwise to unseat 1. Close both outlet valves (3).
the valve. 2. Turn "T" handles (1) counterclockwise to
release the charging valve cores.
3. Remove charging valve adapters (2) from the
charging valves.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 N·m (11 ft lb),
then loosen and retighten the swivel nut to 15
N·m (11 ft lb). Loosen the swivel nut again and
retighten to 6 N·m (50 in lb). Install the valve
cap finger-tight.
5. Install the charging valve caps and protective
covers on both suspensions.
FIGURE 4-1. HYDRAIR CHARGING KIT
NOTE: NOTE: The arrangement of parts may vary

from the illustration depending on the kit part
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 Container

SUPPORT BLOCKS FOR OILING AND FRONT SUSPENSION
CHARGING DIMENSIONS
Before starting the oiling and charging procedures,
supports should be fabricated to maintain the correct
exposed piston rod extensions.
All Hydrair® II suspensions are charged with
compressed nitrogen gas with sufficient
improperly handled. Follow all the safety notes,
cautions and warnings in these procedures to
prevent accidents during servicing and charging.
Nitrogen charging support blocks for the rear 1. Park the unloaded truck on a hard, level
suspension are no longer necessary. However, surface. Place the directional control lever in
oiling blocks are necessary to properly set the PARK.
oiling height. 2. Place wheel chocks in front of and behind both
Exposed piston rod extensions are specified for both sets of rear tires to prevent roll away.
oil level and nitrogen charging for Hydrair II NOTE: Do not place wheel chocks around the front
suspensions. These dimensions are listed in the tires. The front tires will roll forward and backward a
tables below Figures 4-2 and 4-5. Measure the small amount as the suspension travels up and down
dimensions from the face of the cylinder gland to the during the suspension charging process.
machined surface on the spindle at the front
suspension. At the rear suspension, measure from
the face of the cylinder gland to the piston flange. 3. Thoroughly clean the area around the charging
Support blocks may be made in various forms. Mild valve on the suspensions. Remove the
steel materials are recommended. Square stock or protective covers from the charging valves.
pipe segments at least 25 mm (1 in.) may be used.
The blocks must be capable of supporting the weight
of the truck during oiling and charging procedures Front Suspension Oiling
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.
Make sure that all personnel are clear and

support blocks are secured with a strap or other
means before relieving nitrogen pressure from
the suspension. An unsecured block could fly
loose as weight is applied, presenting the
possibility of serious injury to nearby personnel
and/or damage to the equipment.
Overhead clearance may be reduced rapidly and

suddenly when nitrogen pressure is released.

section.

1. Position and secure oiling height dimension
blocks 180° apart to provide stability (see
Figure 4-2). When nitrogen pressure is
released, the suspensions will lower and rest on
the blocks. Ensure that 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.
Wear a face mask or goggles while relieving

nitrogen pressure.
2. Remove the charging valve cap. Turn the swivel

nut (small hex) counterclockwise three full turns
to unseat the 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 pressure has been
released from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, the FIGURE 4-2. FRONT SUSPENSION
suspension should have collapsed slowly and
be seated solidly on the support blocks.
4. Remove the top fill plug next to the charging
valve (see Figure 4-2).
FRONT SUSPENSION DIMENSIONS (EMPTY)
5. Fill the suspension with clean Hydrair® oil (with
6% friction modifier) until the cylinder is full to OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
the top of the fill plug bore. Use drip pans and 25.4 mm **229 mm *2930 kPa
clean all spillage from the outside of the (1.0 in.) (9.0 in.) (425 psi)
suspension. * with standard Rock Body
** For trucks utilizing extreme duty front suspensions, the charging
Allow the suspension to settle for at least 15 height is 195 mm (7.5 in.).
minutes to clear any trapped nitrogen and bub- Note: If the truck starts to lift off the blocks before charging
bles from the oil. Add more suspension oil if pressure is attained, STOP CHARGING.
necessary. Install a new O-ring on the fill plug
and install the plug.

Front Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in

Lifting equipment (crane or hydraulic jacks) must Hydrair® II suspensions. Charging of these
be of sufficient capacity to lift the truck weight. components with oxygen or other gases may
Make sure that all personnel are clear of the lift result in an explosion which could cause
area before the lift is started. Clearances under fatalities, serious injuries and/or major property
the truck may be suddenly reduced. damage. Use only nitrogen gas meeting the
1. If removed, install the charging valve with new specifications shown in the Specifications Chart
O-ring (9, Figure 4-3). Lubricate the O-ring with at the end of this section.
clean Hydrair® oil. 3. Install the charging kit and a bottle of pure dry
2. Tighten valve body (6) (large hex) to 23 N·m nitrogen. Refer to “Installation of Charging Kit”
(17 ft lb). Swivel nut (4) (small hex) must be earlier in this section.
unseated by turning it counterclockwise three 4. Charge the suspensions with nitrogen gas to a
full turns. height just high enough to install the nitrogen
charging blocks, but not to exceed 279 mm (11
in.). 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
cylinder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
Be aware when relieving nitrogen gas that the

truck may drop suddenly onto the charging
blocks.
FIGURE 4-3. CHARGING VALVE 7. To lower the truck onto the charging blocks,
open inlet valve (4) until the pressure drops
below the pressure listed in the table below
1. Valve Cap 6. Valve Body
Figure 4-2, then close the valve.
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem 8. Install the center hose to manifold (6).
4. Swivel Nut 9. O-Ring
5. Rubber Washer

9. Charge the suspensions to the pressure listed The front Hydrair® II suspensions are now ready for
in Figure 4-2. DO NOT use an overcharge of operation. Visually check piston extension with the
nitrogen to lift the suspensions off the charging truck both empty and loaded. Record the extension
blocks. dimensions. Maximum downward travel is indicated
10. Close inlet valve (4, Figure 4-1). Leave outlet by the dirt ring at the base of the piston. Operator
valves (3) open for five minutes to allow the comments on steering response and suspension
pressures in the suspensions to equalize. rebound should also be noted.
11. Close outlet valves (3). Remove the charging kit NOTE: The empty ride height may be less than the
components. Refer to “Removal of Charging charging ride height. Also, the suspension height
Kit” earlier in this section. between the left and right suspensions may not
always be the same due to the fuel level in the fuel
12. If the charging valve is being reused, tighten
tank.
swivel nut (4, Figure 4-3) to 6 N·m (50 in lb).
13. If a new charging valve is being used, tighten
and retighten the swivel nut to 15 N·m (11 ft lb). REAR SUSPENSION
Loosen the swivel nut again and retighten to 6
N·m (50 in lb). Install the valve cap finger-tight.
14. Install the protective guard over the charging
valve.
All Hydrair® II suspensions are charged with
NOTE: If the rear suspensions are to be serviced at
compressed nitrogen gas with sufficient
this time, leave the nitrogen charging blocks in place
on the front suspensions until after the rear
improperly handled. Follow all the safety notes,
suspensions are completely serviced.
cautions and warnings in these procedures to
15. Raise the truck body in order to extend the front prevent accidents during servicing and charging.
suspensions, allowing for removal of the
1. Park the unloaded truck on a hard, level
nitrogen charging blocks. Make sure that
surface. Place the directional control lever in
sufficient overhead clearance exists before
PARK.
raising the body. If the suspensions do not
extend after raising the body, turn the steering 2. Place wheel chocks in front of and behind both
wheel left and right in very small movements sets of rear tires to prevent roll away.
several times. If the suspensions still do not NOTE: Do not place wheel chocks around the front
extend enough to allow for removal of the tires. The front tires will roll forward and backward a
blocks, use a crane or floor jacks to raise the small amount as the suspension travels up and down
truck and remove the blocks. during the suspension charging process.
Any time the suspensions are recharged, the
calibration of the Payload Meter system is affected.
3. Thoroughly clean the area around the charging
Refer to the Payload Meter III section and perform a
valve on the suspensions. Remove the
“Clean Truck Tare”. This will ensure accurate payload
protective covers from the charging valves and
records.
the rubber covers from the suspension piston.

Rear Suspension Oiling 3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, loosen
and remove the fill plug. The suspension should
have collapsed slowly as gas pressure was
released. The weight of the truck is now
Make sure that all personnel are clear and supported by the support blocks.
support blocks are secured with a strap or other
NOTE: A plastic tube can be used to help bleed off
means before relieving nitrogen pressure from
trapped air inside the piston.
the suspension. An unsecured block could fly
loose as weight is applied, presenting the
possibility of serious injury to nearby personnel
and/or damage to the equipment.
Overhead clearance may be reduced rapidly and

suddenly when nitrogen pressure is released.

section.
1. Position and secure the oiling blocks in place so
the blocks are seated between the frame and
the rear axle housing (see Figure 4-4). A block
should be used on both the left and right sides
of the truck.
FIGURE 4-4. OILING BLOCK INSTALLATION

Wear a face mask or goggles while relieving
nitrogen pressure. 1. Main Frame 3. Rear Axle Housing
2. Oiling Support Block
2. Remove charging valve cap. Turn the swivel nut

(small hex) counterclockwise three full turns to
unseat the 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 pressure has been
released from the suspension.

4. Remove the vent plug, pressure sensor, and
charging valve (see Figure 4-5). Use one of the
open ports to fill the suspension with clean
Hydrair® oil (with 6% friction modifier). Fill until
clean oil seeps from the open ports. Use drip
pans and clean all spillage from the outside of
the suspension.
Allow the suspension to settle for at least 15
minutes to clear any trapped nitrogen and bub-
bles from the oil. Add more suspension oil if
necessary.
5. Install the vent plug and pressure sensor onto
the suspension.
6. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair oil.
7. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 4-3) to 23 N·m
(17 ft lb).
FIGURE 4-5. REAR SUSPENSION

1. Main Frame
2. Charging Valve
3. Rear Axle Housing
REAR SUSPENSION DIMENSIONS (EMPTY)

OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
54.2 mm 219.3 mm *1296 kPa

(2.1 in.) (8.6 in.) (188 psi)
* Charging pressures are for reference only and may vary depending on
body weights.

Rear Suspension Nitrogen Charging
Be aware when relieving nitrogen gas that the

Lifting equipment must be of sufficient capacity truck may drop suddenly onto the charging
to lift the truck weight. Ensure that all personnel blocks.
are clear of lift area before lifting is started. 5. Slowly release gas until the suspensions match
Clearances under the truck may be suddenly the pressure listed in the table below Figure 4-5.
reduced. 6. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
7. Ensure that both of the suspension cylinders
are extended the same distance ± 10 mm (0.39
Ensure that the automatic apply circuit has not in.). If the difference in the extension from side
applied the service brakes during truck to side exceeds this amount, check the front
maintenance. If the front brakes are applied suspensions for equal extension. Adjust the
during rear suspension charging, the axle cannot front suspensions as necessary.
pivot for frame raising/lowering, and the rear NOTE: A low left front suspension will cause the right
suspension may be unable to move up or down. rear suspension to be high. A low right front
1. If removed, install charging valve with new O- suspension will cause the left rear suspension to be
ring (9, Figure 4-3). Lubricate the O-ring with high.
clean Hydrair® oil. 8. Close outlet valves (3). Remove the charging kit
components. Refer to “Removal of Charging
2. Tighten valve body (6) (large hex) to 23 N•m
Kit” in this section.
(17 ft lb). Swivel nut (4) (small hex) must be
unseated by turning it counterclockwise three 9. If the charging valve is being reused, tighten
full turns. swivel nut (4, Figure 4-3) to 6 N·m (50 in lb).
10. If a new charging valve is being used, tighten
and retighten the swivel nut to 15 N·m (11 ft lb).
Loosen the swivel nut again and retighten to 6
Dry nitrogen is the only gas approved for use in N·m (50 in lb). Install the valve cap finger-tight.
Hydrair® II suspensions. Charging of these 11. Install the protective guards over the charging
components with oxygen or other gases may valves. Install the rubber covers over the piston
result in an explosion which could cause rods.
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the Any time the suspensions are recharged, the
specifications shown in the Specifications Chart calibration of the Payload Meter system is affected.
at the end of this section. Refer to the Payload Meter III section and perform a
“Clean Truck Tare”. This will ensure accurate payload
3. Install the charging kit and a bottle of pure dry
records.
nitrogen. Refer to “Installation of Charging Kit”
in this section. The rear Hydrair® II suspensions are now ready for
4. Charge the suspensions with nitrogen gas to a operation. Visually check piston extension with the
height just high enough to install the nitrogen truck both empty and loaded. Record the extension
blocks, but not to exceed 269.2 mm (10.6 in.). dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston. Operator
comments on steering response and suspension
rebound should also be noted.

OIL AND NITROGEN SPECIFICATIONS CHARTS
HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobilfluid 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil DTE 15M Chevron Tractor Hydraulic Fluid
6% of Texaco TDH Oil Conoco Power Tran III Fluid Petro
-34.5°C & above AK3761) AMOCO ULTIMATE Motor Oil Canada Duratran Fluid
(-30°F & above) 5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 gallon container
AK4064 6% Friction Modifier) 55 gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-40 Conoco High Performance
-48.5°C & above AK3761) Synthetic Motor Oil, 5W-30
(-55°F & above) AK4065 Suspension Oil (premixed with 5 gallon container
AK4066 6% Friction Modifier) 55 gallon container
NOTE: 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.
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions

(94% Suspension Oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N2) SPECIFICATIONS

Property Value
Nitrogen gas used in HYDRAIR® II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -55°C (-68°F) Maximum
Oxygen 0.1% Maximum

SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01027 Index J1-1

NOTES
J1-2 Index J01027

SECTION J2
BRAKE CIRCUIT
INDEX
SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02038 1/07 Brake Circuit J2-1

NOTES
J2-2 Brake Circuit 1/07 J02038

BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic The dual relay valve for the rear brakes is located in
actuated wet disc service brake system. The brake the rear axle housing. The two accumulators are
system utilizes Type C-4 hydraulic oil provided by the mounted on the frame rail, behind the right front tire.
brake/steering pump from the main hydraulic tank for
The brake manifold contains dual circuit isolation
brake application. Brake disc cooling during truck
check valves, accumulator bleed down valves, and
operation is provided by the hoist circuit pump
valves for the brake lock, parking brake and
through the hoist valve. A disc type parking brake,
automatic apply functions. All of these components
located in the rear axle housing, is attached to each
are screw-in cartridge type valves.
wheel motor. The fundamental function of the brake
system is to provide an operator with the necessary There are two independent means of brake actuation
control for stopping the truck in either a slow provided for the operator: the service brake/retarder
modulating fashion or in as short a distance as pedal and the wheel brake lock switch. Additionally,
reasonably possible. the brakes will apply automatically if the brake
system supply drops below a predetermined
Outlined below are the functions that Komatsu feels
pressure.
are necessary for safe truck operation:
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so that proper action can be taken to SERVICE BRAKE CIRCUIT
stop the truck before the secondary system is This portion of the system provides the operator with
exhausted of its power.
the precise control that is necessary to modulate
• Provide secondary brake circuits so that any (feather) brake pressure to slowly stop the truck or
single failure leaves the truck with sufficient develop full brake effort to stop as quickly as
stopping power. possible. The heart of this circuit is the foot-operated
• Automatically apply the service brakes if low dual circuit treadle valve. This valve enables the
pressure warnings are ignored and pressures operator to control the relatively high pressure
continue to decrease. energy within the brake accumulators directed to the
brakes. There are two valves in the dual brake valve.
• Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or One supplies pressure to a dual relay valve to
shovel. provide apply pressure for the brakes on the front
axle. The other supplies pressure to a dual relay
• Provide a spring-applied parking brake for valve to provide apply pressure for the brakes on the
holding (not stopping) the truck during periods rear axle.
other than loading or dumping.
As the brake pedal is depressed, each valve within
• The brake system should be easy to diagnose
the dual circuit brake valve simultaneously delivers
and service.
fluid from its respective accumulator to the dual relay
valves, which deliver fluid to the wheel brakes at a
The following brake circuit description should be pressure proportional to both pedal position and
used in conjunction with the hydraulic brake system force. The further the pedal is depressed, the higher
schematic located in Section R. the brake force, which gives the operator a very
positive feel of control.
The brake system consists of several major valve
components: the foot-operated dual circuit treadle Brake accumulators have two functions: storing
valve, hydraulically-operated dual relay valves, brake energy for reserve braking in the event of a failure
manifold and two accumulators. The dual circuit and providing rapid oil flow for good brake response.
treadle valve is the only component located in the Depressing the brake pedal also actuates the stop
operator's cab. The dual relay valve for the front light pressure switch, which in turn actuates the
brakes, the brake manifold, and the electrical brake light on top of the cab, the stop/tail lights on the
components are located in the hydraulic brake rear axle housing and the propulsion interlock.
cabinet behind the cab (See Figure 2-1).

FIGURE 2-1. HYDRAULIC BRAKE CABINET
1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK2)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Automatic Brake Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Junction Manifold
8. Automatic Apply Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)

PARKING BRAKE CIRCUIT
The parking brakes are spring applied and If 24 volt power to the parking brake solenoid is
hydraulically released. Whenever the parking brake interrupted, the parking brake will apply at any
solenoid is de-energized, a spring in the solenoid vehicle speed. The spring in the solenoid will cause it
valve will shift the spool, diverting oil pressure from to shift, opening a path for the oil pressure in the
the parking brakes to direct the oil back to the parking brake line to return to tank, and the springs in
hydraulic tank. the parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path to
Normal Operation ground, illuminating the parking brake light on the
(key switch ON, engine running) overhead panel and interrupting propulsion.
• Directional control lever in PARK
Automatic brake apply solenoid (18, Figure 2-1)
is energized, causing all four service brakes to
apply. After one second, parking brake solenoid
(10) is de-energized. The oil pressure in the BRAKE LOCK CIRCUIT
parking brake lines returns to tank and the
springs in the parking brake will apply the brake. The primary function of the brake lock is to provide a
Parking brake pressure switch (17) will close, means for the operator to hold the vehicle while at
completing a path to ground and illuminating the the shovel or dump. The brake lock only applies
parking brake light on the overhead panel. After the rear service brakes. It may also provide a
0.5 second, the automatic brake apply solenoid is secondary means of stopping the truck in the event
de-energized, causing the service brakes to of a brake valve malfunction. By turning on the dash
release. mounted wheel brake lock switch, brake lock
• Directional control lever in F, R, or N solenoid valve (13, Figure 2-1) and pressure
Parking brake solenoid (10, Figure 2-1) is reducing valve (12) will apply unmodulated pressure
energized. The oil flow is routed from the parking oil at 13,800 kPa (2000 psi) to fully actuate the rear
brake solenoid to the parking brake pistons for brakes. Shuttle valve (4) in the rear brake line
release. The parking brake circuit is protected provides the independence from the brake treadle
against accidental application by monitoring a valve for brake application.
wheel motor speed sensor to determine truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals.
If the key switch is turned OFF, the parking brake will
not apply until vehicle speed is less than 0.5 km/h (1/
3 mph).
If a loss of hydraulic supply pressure occurs with the
directional control lever in F, R, or N, the parking
brake solenoid will still be energized. The supply
circuit that lost pressure is still open to the parking
brake pistons. To prevent parking brake pressure oil
from returning to the supply circuit, a check valve in
the parking 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 parking
brake application.

SECONDARY BRAKING AND WARNING CIRCUIT
AUTOMATIC APPLY The brake warning circuit is equipped with a low
A fundamental function of the secondary brake brake pressure warning light on the overhead panel
system is to provide reserve braking in the event of and an audible alarm in the cab to alert the operator
any single failure. For this reason, the system is to low brake pressures. Several electrical sensors, a
divided into multiple circuits, each with its own relay and delay timer are used to detect brake
isolation check valve, accumulators, and circuit system problems. See Figure 2-1 for the following
regulator. The secondary system becomes whatever component references.
circuit(s) is operable after a failure. If the failure is a
• Brake Warning Relay
jammed treadle valve, then the brake lock becomes When the brake lock switch is turned on, the
the secondary system. Otherwise, either of the two brake warning relay is energized and switches
brake circuits would be the secondary system. the electrical connection from the terminal to the
brake lock degradation switch. When the brake
The brake accumulators perform two functions:
lock switch is turned off, the relay is de-energized
provide rapid flow for good response and store
and switches the connection from the brake lock
energy for secondary braking. The check valves degradation switch to the terminal.
ensure that this energy is retained if a failure should
occur in the brake system supply or an accumulator • System Supply Pressure Switch
circuit. An additional check valve, located between Located on the pump pressure sensing manifold.
When system supply pressure drops below
the supply line from the brake/steering pump and the
15,800 kPa (2300 psi), the low steering pressure
brake manifold, provides additional protection
light, low brake pressure warning light and
against pressure loss if the oil supply is interrupted. buzzer will turn on.
If a failure occurs in the pump, steering, or either • Low Brake Pressure Pressure Switch (16)
brake accumulator circuit, a low brake pressure Located on brake manifold (5). When the
warning light located on the overhead panel in the accumulator with the lower pressure falls below
cab will illuminate, and an audible alarm will sound, 12,700 kPa (1850 psi), the low brake pressure
indicating that the vehicle should be stopped as soon warning light and buzzer will turn on.
as practical. When the pressure in one accumulator • Brake Lock Degradation Switch (21)
circuit is lower than the preset level, all the service Located on junction manifold (19) in the hydraulic
brakes will be automatically applied. Automatic brake components cabinet. When the brake lock switch
application is accomplished by the automatic apply is turned on, brake lock solenoid (13) and the
valve (PS1) located in the brake manifold. This valve brake warning relay are energized. The brake
senses the lower brake accumulator pressure. When warning relay switches the electrical connection
the pressure is less than 11,400 kPa (1650 psi), the from the terminal to the brake lock degradation
valve shifts, operating the brake treadle valve switch. If the brake lock apply pressure is less
hydraulically which, in turn, applies pressure to the than 6900 kPa (1000 psi), a path to ground will
be completed and the low brake pressure
dual relay valves, applying all the brakes.
warning light and buzzer will turn on.
Regardless of the nature or location of a failure,
sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake pressure warning light and alarm
activate and before automatic apply activates. This
allows the operator the opportunity to safely stop the
truck after the warning occurs.

FIGURE 2-2. BRAKE VALVE
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
16. Reaction Plunger (B2)
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

Refer to Figure 2-3 for the brake lines that connect to
the rear axle housing.
NOTE: If hoses (4) and (8) are switched, the rear
brakes will be slow to apply and slow to release.
FIGURE 2-3. REAR BRAKE HOSES
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. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port
7. LBP - Left Brake Pressure Test Port
8. PX - Pilot Inlet/Brake Apply Line
9. PB - Parking Brake

SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
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
BRAKE VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-13
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
J03037 8/10 Brake Circuit Component Repair J3-1

BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
Accumulator Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . J3-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Lever Adjustments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
J3-2 Brake Circuit Component Repair 8/10 J03037

BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE Rebuild Criteria
The brake pedal assembly combines the dynamic If any one of the following conditions exist, the brake
retarding control with service brake control functions. valve should be removed and repaired:
As the pedal is depressed, the first portion of pedal • Excessive cam rock in the pedal actuator.
travel actuates an internal potentiometer which • Any sign of external leakage.
provides an electrical signal to the propulsion
system, signalling a request by the operator for • Internal leakage at the tank port must be less
retarding. The electrical signal is modulated as the than 100 cc/minute with the valve in the released
position and system pressure supplied to the
operator continues to depress the pedal, increasing
“P1” and “P2” inlet ports.
the level of retarding effort from minimum to
maximum. Further pedal depression after maximum • Tank port leakage must be less than 250 cc/
retarding request is achieved results in service brake minute with the valve pilot or manual applied at
application from minimum to maximum when the 18 960 kPa (2,750 psi) system pressure.
pedal is fully depressed. A slight increase in pedal • Failure of the pedal to return to the full release
resistance can be felt when service brake actuation position.
occurs. Additionally, indicator lights on the overhead
• The valve holds pressure when in the neutral
panel in the cab will turn on as dynamic retarding is position.
applied. A second light will turn on when the service
brakes are applied. • Varying output pressure with the pedal fully
depressed.
NOTE: The following information discusses the

operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E2, Electric
Propulsion System Components, for information
concerning the retarding control portion of the pedal.
The brake valve is a pressure modulating valve that
is actuated mechanically through the brake pedal in
the operator cab or hydraulically through automatic
apply valve (2, Figure 3-1) in the hydraulic brake
cabinet.
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
pressure can be modulated from zero to maximum
braking effort by use of the foot pedal.
FIGURE 3-1. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
(Front Brake)

Removal 5. Disconnect the retarder pedal harness.
NOTE: If the brake valve is to be removed from the 6. Remove capscrews (1, Figure 3-2) and
truck for repair or adjustment, additional equipment lockwashers (2) that secure brake valve
will be required as outlined in the disassembly and assembly (3) to the mounting structure.
assembly procedures. Minor repairs and adjustment 7. Slide the brake valve assembly downward and
may not require the removal of the brake valve. remove it from the cab. Move the brake valve
assembly to a clean work area for disassembly.
Installation
1. Place brake valve assembly (3, Figure 3-2) into
Before disconnecting pressure lines, replacing position in the cab and secure it with capscrews
components in the hydraulic circuits, or (1) and lockwashers (2). Tighten the capscrews
installing test gauges, always bleed down the to the standard torque.
steering and brake accumulators. 2. Remove the plugs from the brake valve
assembly and hydraulic lines. Install all fittings
1. Securely block the wheels to prevent the truck
and connect the lines securely to the brake
from rolling away.
valve assembly.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch NOTE: Before checking the brake valve operation,
OFF to shut down the engine and allow 90 the steering system must have the proper nitrogen
seconds for the steering system accumulators precharge in the steering accumulators. Refer to
to bleed down. Open bleed down valves (1) and Section L6, Steering Circuit Component Repair, for
(3, Figure 3-1) to bleed down the brake the steering accumulator precharge procedure. Also,
accumulators. the air must be bled from the brake system lines and
the brake accumulators must be precharged with
3. Remove the access panel at the front of the
nitrogen. Refer to Accumulator Charging Procedure
operator cab.
later in this section.
4. Tag and remove all hydraulic lines from the
3. Connect the retarder pedal harness to the truck
brake valve. Plug all lines and ports to prevent
harness.
possible contamination. Remove all valve
fittings except the fitting at port “PX”. 4. With the engine off and the key switch OFF,
open both brake accumulator bleed down
valves (1) and (3, Figure 3-1). Precharge both
brake accumulators to 9 650 kPa (1400 psi).
Refer to Accumulator Charging Procedure later
in this section.
NOTE: For best performance, charge the
accumulators in the temperature conditions that the
vehicle is expected to operate in. During the
precharge, allow the 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 the bleed
air from brake lines and brakes. Close the
supply plug after the bubbles disappear. Refer
to Wet Disc Brake Bleeding Procedure later in
FIGURE 3-2. BRAKE VALVE REMOVAL this section for additional information.
1. Capscrews 3. Brake Valve 7. Check for oil leaks at the brake valve.
2. Lockwashers

Disassembly 2. Match mark each section of the brake valve
before disassembly.
1. If not already removed, remove electronic
retard pedal (16, Figure 3-3) from the brake 3. Drain the oil from all ports of the brake valve by
pedal by removing pivot shaft (8). rotating the valve over a suitable container.
4. Secure the brake valve in an upright position in
NOTE: During disassembly, precision machined
a vice.
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All 5. Remove brake pedal actuator (17) by removing
items must be placed back into the bores from which retainer clips (2), then removing pivot shaft (3)
they were removed. with a punch and hammer.
1. Brake Valve 16. Electronic Retard Pedal

2. Retainer Clip 17. Brake Pedal Actuator
3. Pivot Shaft 18. Spring Pivot (Lower)
4. Bushings 19. Spring
5. Shims 20. Spring Pivot (Top)
6. Retainer Clip 21. Set Screw
7. Nylon Bearing 22. Jam Nut
8. Pivot Shaft
9. Shim
10. Jam Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL

6. Remove four button head allen screws (3, 16. Remove base plate (27).
Figure 3-4) that secure boot retainer plate (4). 17. With the valve upright, retaining plug (26)
7. Remove boot retainer plate (4), boot (2), and should fall out. If the plug does not fall out,
actuator cap (1) as an assembly by grasping lightly tap the valve body to dislodge the plug.
the boot and gently lifting it from the valve body.
NOTE: Spools (8), reaction plungers (16) and (17),
and spool return springs (15) may fall out at this time.
Keep the parts separate so they can be installed in
the same bores from which they were removed. "B1"
reaction plunger (16) is larger than "B2" reaction
plunger (17).
18. Remove O-ring (25) from the counterbore in the
base of the valve body. Discard the O-ring.
19. With the controller upright on the work bench,
hold the valve with one hand and push "B1"
actuator plunger (2) down with the other hand
until regulator sleeve (14) becomes loose.
20. Repeat the Step 19 to loosen the "B2" regulator
sleeve.
21. Turn the valve on its side on the work bench
and remove both regulator sleeves (14) 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. Springs (5) and (6) are also different in the
FIGURE 3-4. ACTUATOR CAP & BOOT "B1" and "B2" bores.
1. Actuator Cap 5. Capscrew 22. Remove regulator spools (8), reaction plungers
2. Boot 6. Actuator Base (16) and (17), and spool return springs (15)
3. Capscrew 7. Threaded Insert from regulator sleeves (14).
4. Retainer Plate 23. Remove plunger return springs (4), regulator
springs (5) and (6), and spring seats (7) from
8. Remove capscrews (31, Figure 3-5) and plate the valve body.
(30). 24. Remove actuator plungers (2) by pushing down
9. Remove and discard O-ring (22) and face seals (toward the bottom of the valve) on the actuator
(23). plunger with your hand until the actuator
plunger slides out.
10. Loosen the locknuts on actuator plunger (2).
Loosen the socket head capscrew from 25. Remove Glyde ring assembly (3) from the
adjustment collars (1). actuator plunger.
11. Unscrew and remove the adjustment collars. 26. Remove O-rings (10), (12), and (13), and teflon
backup rings (9) and (11) from the regulator
12. Remove two socket head capscrews (5, Figure
sleeves. Discard the O-rings and backup rings.
3-4) that retain actuator base (6) to the valve
body. 27. Remove wiper seals (18), poly-pak seals (20),
and orange backup rings (19) from the actuator
13. Remove the actuator base from the valve body.
section of the valve. Discard the seals and
14. Remove the controller from the vice. backup rings.
15. Remove four capscrews (29, Figure 3-5) and
washers (28) from the base of the valve.

FIGURE 3-5. BRAKE VALVE
1. Adjustment Collar 9. Backup Ring 17. Reaction Plunger (B2) 25. O-Ring
2. Actuator Plunger 10. O-Ring 18. Wiper Seal 26. Retaining Plug
3. Glyde Ring Assembly 11. Backup Ring 19. Backup Ring 27. Base Plate
4. Plunger Return Spring 12. O-Ring 20. Poly-Pak Seal 28. Washer
5. Regulator Springs 13. O-Ring 21. Valve Body 29. Capscrew
6. Regulator Springs 14. Regulator Sleeve 22. O-Ring 30. Plate
7. Spring Seats 15. Spool Return Spring 23. Face Seals 31. Capscrew
8. Regulator Spool 16. Reaction Plunger (B1) 24. Set Screw Orifice Plug

Cleaning and Inspection 3. Apply a thin bead of Loctite® Prism 410 onto the
1. Clean all metal parts with solvent and air dry. upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
2. Inspect plunger (2, Figure 3-5) for wear on the
rounded ends. The rounded ends must not be
sides where it moves through the seals. If axial
sealed to allow the boot to “breathe”.
grooves are seen or if any wear is apparent,
replace the plunger. 4. Carefully position the cap into the new boot
groove. Wipe off any excess glue.
3. Place regulator spool (8) into its sleeve (14).
Push the spool lightly through the sleeve. The 5. Position the boot so that it conforms to the
spool must be able to move freely and smoothly contour of the cap, then set it aside. The
the entire length of the sleeve. If it cannot, it adhesive requires about 30 minutes to cure.
must be replaced. Never replace just the spool
or sleeve. They must be replaced as a matched Valve Body Seal Installation
set. 1. Install poly-pak seal (3, Figure 3-6) in the seal
4. Inspect each spring carefully for cracks and groove first. Position the seal in the groove so
breaks. Any spring with a crack or break must that the internal O-ring inside the poly-pak seal
be replaced. Also, if the valve was not reaching is facing down toward the bottom of the valve.
proper regulated pressure, replace all regulator 2. Make sure that the internal O-ring is still seated
springs. inside the poly-pak seal and did not get
5. Inspect threaded inserts (7, Figure 3-4) in dislodged during installation. Position the poly-
actuator base (6). If any of the threads are pak seal to the bottom of the groove.
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 the
components protected from contamination.
Assembly
Actuator Base Threaded Inserts

1. If any threaded inserts (7, Figure 3-4) were
removed from actuator base (6), position the
actuator base upside down on the work bench
and support it directly under each of the four
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. To avoid breaking the base,
make sure that the base is supported.
3. Thoroughly clean the actuator base and set it
aside.
Boot and Cap

1. Examine boot (2, Figure 3-4) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced. FIGURE 3-6. VALVE BODY SEAL INSTALLATION
2. If damaged, remove the boot from actuator cap 1. Actuator Plunger 4. Backup Ring
(1) and discard the old boot. Thoroughly clean 2. Valve Body 5. Wiper Seal
the sides of the cap by using a knife or suitable 3. Poly-Pak Seal 6. Actuator Base
scraper to scrape the lip where the cap contacts
the boot. Clean the cap thoroughly to remove all
adhesive or particles of the old boot.

3. Install orange backup ring (4) on top of the poly- Actuator Plunger O-Ring Installation
pak seal. Start it by hand and then continue to 1. Install an O-ring (3, Figure 3-5) into the O-ring
work into the groove either by hand or by using groove located at the large diameter end of
an O-ring installation tool. actuator plunger (2).
4. Install wiper seal (5) in the top counterbore. 2. Install a split Glyde ring (3) over the O-ring.
Position the seal in the groove so that the Twist and squeeze the split Glyde ring into a
register lip is facing up toward the actuator. small circle before installing it to ensure a tight
5. Repeat Steps 1- 4 for the second bore. fit over the O-ring.
3. Repeat Steps 1 and 2 for the second plunger.
Regulator Sleeve O-Ring Installation
1. Install O-ring (2, Figure 3-7) onto the smallest Assembly of Valve
groove (on the top) of regulator sleeve (3).
NOTE: Start with either side (circuit) of the valve and
Install O-ring (5) onto the middle groove on the
build that side complete through Step 4 before
regulator sleeve. Install O-ring (6) onto the
starting on the other side (circuit). Be careful to
largest groove (on the bottom) on the regulator
assemble components into the circuit from which
sleeve.
they were removed.
2. Install split nylon backup ring (4) onto each side
of O-ring (5) located in the middle of the 1. Lightly lubricate actuator plunger Glyde ring (3,
regulator sleeve. Figure 3-5).
3. Install one split nylon backup ring behind O-ring 2. Install “B1” actuation plunger (2) into the “B1”
(2) located at the top end of the sleeve. (This O- circuit. Be careful not to damage or cut the
ring is the smallest of the three O-rings.) Glyde ring during installation. Observe the
Position the backup ring so that it is next to the Glyde ring assembly through the tank port as
top of the regulator sleeve. The top of the the plunger is being installed. (Refer to Figure
sleeve is the end with the smallest outside 3-8) It may be necessary to work the Glyde
diameter. rings past the sharp edge in the body to prevent
4. Repeat Steps 1-3 for the second regulator damage to the seal. Ensure that the actuation
sleeve. plunger is completely seated and bottomed.
FIGURE 3-8. GLYDE RING INSTALLATION
1. Actuator Plunger 3. Glyde Ring

2. Valve Body 4. Sharp Edges
FIGURE 3-7. SLEEVE SEAL PLACEMENT

1. Backup Ring 4. Backup Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring

3. Repeat Steps 1 and 2 for the “B2” actuation 12. Install spool return spring (15) into regulator
plunger. spool (8).
4. Install the plunger return spring (4, Figure 3-5), 13. Insert reaction plunger (16) or (17) into the
regulator springs (5) and (6), and spring seat (7) regulator spool.
into the appropriate circuit. If spring seat does
14. Install regulator spool (8) into regulator sleeve
not seat correctly on top of the control spring,
(14).
lightly shake the valve to correctly position the
spring seat. 15. Repeat Steps 6 - 14 for the second circuit.
5. Lightly lubricate regulator spool (8). 16. Lightly lubricate large retainer plate O-ring (25)
6. Install the regulator spool into the regulator and install it into the counterbore in the bottom
sleeve (14). The spherical end of the spool end of the valve.
should be at the top of the regulator sleeve. The 17. Install retainer plug (26) into the counterbore on
top of the sleeve is the end with the smallest the bottom of the valve. Make sure that the
outside diameter. steps on the retainer plug are facing the
7. Push the spool lightly through the sleeve. The counterbore or toward the top of the valve.
spool must be able to move freely and smoothly
18. Install base plate (27) on top of the retainer
the entire length of the sleeve. If it cannot, it
plug. Tighten four allen screws (29) evenly,
must be replaced. Never replace just the spool
alternating diagonally, in order to evenly seat
or sleeve. They must be replaced as a matched
the regulator sleeve assembly. Then tighten the
set.
screws to a final torque of 16 - 17 N·m (140 -
8. Remove the spool from sleeve before installing 150 in lb).
the sleeve into the valve body.
19. Using a new O-ring (22, Figure 3-5) and seal
10. Lightly lubricate O-rings (10), (12) and (13) on (28), install plate (30) on valve body.
the regulator sleeve.
20. Install actuator base (6, Figure 3-4) on top of the
11. Install the regulator sleeve assembly into the valve. Be sure to position it properly for correct
correct circuit in the valve. Make sure that the port direction. Install and tighten two socket
spring seat is correctly seated in the regulator head capscrews (5) to 20 - 21 N·m (180 - 190 in
spring before installing the regulator sleeve lb).
assembly. Push the sleeve into the bore until
the sleeve retaining flange at the base of the 21. Screw adjustment collars (1, Figure 3-5) onto
sleeve contacts the valve body. the top of actuator plungers (2). Screw them all
the way down until they bottom on the threads.

BRAKE VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be • Hose fittings for valve ports:
required to completely bench test and adjust the Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
brake valve. Ports P1, P2, B1 and B2. . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Three 20 680 kPa (3,000 psi) pressure gauges
• Ohmmeter or continuity tester
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
NOTE: It is possible to check the pressures with the
• Hydraulic test stand (Refer to Figure 3-9) 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 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shutoff Valves

Test Setup Procedure Brake Valve Output Pressure Adjustment
1. Position the valve in the fixture to allow 1. Install the pedal pivot shaft in the actuator base
plungers to be activated by hand using a lever. by itself without installing the pedal assembly.
Refer to Figure 3-9. 2. By placing a screwdriver or pry bar under the
2. Attach the pilot input supply pressure to the pilot pivot pin and on top of the threaded plunger
port labeled “PX” on the rear of the valve. assembly, each circuit can be actuated
3. Attach the main supply input pressure to the O- individually. Refer to Figure 3-9.
ring ports on the rear of the valve labeled “P1” 3. Gradually apply pressure on each circuit one at
and “P2”. a time to check for leaks around the plunger.
4. Attach the tank return line to the O-ring port Make sure that the adjustment collar is screwed
labeled “T” on the rear of the valve. all the way down on the threads.
5. Attach the regulated output ports “B1” and “B2” 4. “B1” Adjustment: Adjust the adjustment collar
to the test lines. Pressure monitoring devices in up (counterclockwise), starting with one-turn
these two lines must be capable of 20 680 kPa increments until the output pressure at port “B1”
(3,000 psi). Connect all ports according to the is 17 235 ± 517 kPa (2,500 ± 75 psi) with the
diagram shown in Figure 3-9. All ports must be adjustment collar contacting the actuator base
used and connected. (fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. “B2” Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port “B2”
is 17 235 ± 517 kPa (2,500 ± 75 psi) with the
All ports must be used. Relieve pressure before adjustment collar contacting the actuator base
disconnecting hydraulic and other lines. Tighten (fully actuated). Fine adjustment will require
all connections before applying pressure. turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact 6. Tighten the set screws in the adjustment collars
with hot oil if the machine has been operating. to 3 - 4 N·m (25 - 30 in lb). The entire plunger
The oil will be at very high pressure. may have to be rotated to get to the set screws.
Hydraulic fluid escaping under pressure can 7. Check the pressures again after tightening the
have sufficient force to enter a person's body by set screws. If the pressures have moved out of
penetrating the skin and cause serious injury and specified range, loosen the appropriate set
possibly death if proper medical treatment by a screw and re-adjust.
physician familiar with this injury is not received 8. Cycle each circuit 50 times using pilot apply.
immediately. This is done by closing needle valve (5, Figure
3-9) and opening needle valve (4). Read the
6. Start the hydraulic pump and regulate output pressure on gauges (7) and (10). Close valve
pressure to 18 960 kPa (2,750 psi) at pressure (4) and open valve (5). The pressure gauges
gauge (3). Pressure gauges (7) and (10) should should read zero.
read zero. 9. Recheck the pressures after cycling. If they
7. Pilot supply circuit pressure must also be have changed, re-adjust the pressures.
18 960 kPa (2750 psi).
8. Return line pressure during this test is not to
exceed 34 kPa (5 psi).
9. Test the valve with ISO 32 grade hydraulic oil at
49° ± 3° C (120° ± 10° F).

Final Test and Adjustment 11. If the pressures are not within specifications, re-
adjust the set screw. If the pressure is within
The brake pedal actuator must be installed on the
brake valve body before the final test and specifications, apply a few drops of Loctite® to
adjustment. Refer to Installation of Brake Pedal the jam nut.
Actuator to Brake Valve. 12. Check for internal leakage at port “T”. Leakage
NOTE: The final test and adjustment procedure can must be less than 100 cc/minute with the valve
also be performed with the brake valve installed in in the released position and system pressure
the truck. Install the gauges at the “B1” and “B2” supplied to the “P1” and “P2” inlet ports.
diagnostic test connectors in the brake cabinet. 13. “T” port leakage must be less than 250 cc/
1. Reinstall the brake valve with the actuator pedal minute with valve pilot pressure or manually
attached on the test stand according to the applied.
previous Test Setup Procedure.
Installing Brake Pedal Actuator Assembly to
2. With the test stand pump adjusted for 18 960 Brake Valve
kPa (2750 psi) or with the engine running and
the brake system supply pressure at or above 1. Install jam nut (22, Figure 3-3) and set screw
18 960 kPa (2750 psi), depress the pedal as (21) into brake pedal actuator (17).
quickly as possible. The pressure on the output 2. Insert nylon bushings (4) into the brake pedal
circuits must reach at least 17 235 ± 517 kPa actuator.
(2500 ± 75 psi) at port “B1” and port “B2” within 3. Install one retainer clip (2) to one end of pivot
one second. Measurement of time begins the shaft (3).
moment force is applied to move the pedal. 4. Align pedal structure (12) with brake valve (1)
3. With “B1” and “B2” plugged into a strip chart and partially insert pivot shaft (3). Move the
recorder (if available), check the modulation by pedal structure to the “B2” side of the valve and
slowly applying pressure until the maximum insert shims (5) between the pedal structure
pressure is reached. Make sure that the and the brake valve ear to fill the gap. Fully
pressure increase is smooth and no sticking of insert the pivot shaft. Install the remaining
the spools is observed. Fully depress the pedal. retainer clip.
The pressures must remain within specification 5. Assemble spring assembly (19) and install the
at “B1” and “B2” for 20 seconds. complete assembly onto the brake pedal
4. Adjust set screw (21, Figure 3-3) until the set actuator as shown.
screw is not touching the actuator cap. Apply
Loctite® 242 to the adjustment screw before
setting the deadband.
5. Set the deadband by placing a 0.254 mm
(0.010 in.) thick shim at location (9) between the Install the spring assembly with the larger ball
pedal structure and the return stop boss on the socket end pointing to the pedal structure and
pivot structure. smaller end toward the valve assembly.
6. Adjust the set screw until it is just touching the NOTE: When the pedal is adjusted properly, the
cap. spring assembly will not interfere with pedal travel.
7. Continue turning the set screw until the
pressure begins to rise on one of the brake Installing Retard Pedal To Brake Pedal
apply pressure gauges. 1. Install nylon bearings (7, Figure 3-3) in retard
8. Back off the set screw by 1/8 turn. pedal (16).
9. Tighten jam nut (22) and remove the shim that 2. Install retard pedal (16) onto brake pedal
was inserted in Step 5. actuator (17) with pivot shaft (8). Install two
retainer clips (6).
10. Fully stroke the brake pedal actuator to verify
that the output pressures at port “B1” and “B2” 3. With jam nut (10) loose, adjust capscrew (11)
are within specifications. until the roller on the retard pedal just contacts
the brake pedal actuator. Tighten jam nut (10).
NOTE: If the pedal is adjusted properly, the spring
and spring pivots will not interfere with pedal travel.

DUAL RELAY VALVE Rear Brake Circuit:
The dual relay valves (one for the front brake circuits 5. Open the access hatch on the rear axle
and one for the rear brake circuits) supply the apply housing. Remove the capscrews that secure
pressure for each disc brake assembly. When the the duct tube to the axle housing. Remove the
operator depresses the brake valve, hydraulic tube.
pressure (proportional to the amount of brake valve 6. Remove the wheel motor cooling air exhaust
application) applied to the pilot pressure circuit of duct from between the wheel motors.
each dual relay valve. Regulated pressure 7. Tag and remove all hydraulic lines from the dual
(proportional to the pilot pressure applied) is then relay valve. Plug all lines and ports to prevent
delivered from the “B1” and “B2” ports of each dual possible contamination.
relay valve to each wheel. 8. Remove two capscrews and washers that
The dual relay valve for the front brake circuit is secure the valve to the mounting bracket.
located in the hydraulic brake cabinet behind the cab. Remove the valve and move it to a clean work
The dual relay valve for the rear brake circuit is area for disassembly.
located in the rear axle housing. Access to the rear
brake circuit valve requires removal of the wheel Installation
motor cooling air duct components. 1. Install the dual relay valve in the hydraulic brake
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure the
valve. Tighten the capscrews to the standard
torque.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or 2. Unplug all hoses and fittings and attach the
installing test gauges, always bleed down the hoses to the proper valve ports.
steering and brake accumulators. 3. Start the engine and check for leaks and proper
brake operation. Shut off the engine.
4. For the rear valve, reinstall the wheel motor
Removal cooling air duct between the wheel motors.
Reinstall the tube in the axle access opening
and close the hatch.
from rolling away.
2. Place the directional control lever in PARK and Disassembly
turn the rest switch ON. Turn the key switch
NOTE: The parts installed in the valve body for the
OFF to shut down the engine and allow 90
“B1” and “B2” bores are identical. However, the parts
seconds for the steering system accumulators
must not be interchanged between the two bores.
to bleed down. Open bleed down valves (1) and
(4, Figure 3-1) to bleed down the brake 1. Thoroughly clean the valve to remove any dirt
accumulators. accumulation. Drain the oil from all valve ports
NOTE: Follow Steps 3 and 4 below for the front valve by rotating the valve over a suitable container.
or Steps 5 through 9 for the rear valve. 2. Use a felt tip pen to mark manifold body (1,
Figure 3-10) and valve body (2) to ensure
Front Brake Circuit: correct reassembly.
3. Tag and remove all hydraulic lines from the dual NOTE: As the valve is disassembled, lay out the
relay valve. Plug all lines and ports to prevent parts in the order of disassembly. Note the valve
possible contamination. body bore from which the parts are removed. The
4. Remove two capscrews and washers that parts must be reinstalled in the same bore from
secure the valve to the rear wall of the cabinet. which they are removed.
Remove the valve and move it to a clean work 3. Secure the valve in an upright position in a vice.
area for disassembly.
4. Remove two socket head capscrews (3) that
hold manifold body (1) to valve body (2).
Remove the manifold body and discard O-rings
(18).

5. Remove plungers (16) and sleeves (17).
6. Remove the controller from the vice.
7. Remove four capscrews and washers (7) from
the base of the valve.
8. Remove sleeve retainer (6).
10. With the valve upright, plug (5) should fall out. If
not, tap the valve body lightly to dislodge it.
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts
separate so they can be installed in the same
spool from which they were removed.
12. Remove and discard 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 sleeves (9) from the valve body.
14. Remove and discard seal (10), O-rings (22) and
(24), and backup rings (21) and (23).
15. Remove spring seats (13) and (15) and
regulator springs (14).

1. Clean all metal parts with solvent and air dry.
2. Apply a light film of type C-4 hydraulic oil to
plungers (16, Figure 3-10) and insert them into
sleeves (17). The sleeves must slide smoothly
and freely in the sleeve bores. If the 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 them into sleeves (9). The spools
must slide smoothly and freely in the sleeve
bores. If the parts do not slide smoothly or
excessive wear is apparent, replace both the
sleeve and spool.
4. Inspect each spring carefully for cracks and
FIGURE 3-10. DUAL RELAY VALVE
breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching the 1. Manifold Body 13. Lower Spring Seat
proper regulated pressure, replace the regulator 2. Valve Body 14. Regulator Spring
springs. 3. Capscrew 15. Upper Spring Seat
5. Lubricate all parts with a thin coat of clean type 4. Packing 16. Plunger
C-4 hydraulic oil. Take care to keep the 5. Plug 17. Sleeve
components protected from contamination. 6. Sleeve Retainer 18. O-Ring
7. Capscrews & Washers 19. Plug
8. Reaction Plunger 20. Backup Ring
9. Sleeve 21. O-Ring
10. Seal 22. Backup Ring
11. Spool Spring 23. O-Ring
12. Regulator Spool

Assembly
1. Install sleeves (17, Figure 3-10) in the bores in 10. Install the regulator spool assemblies into their
the top of valve body (2). respective sleeve bores. The spherical end
2. Install plungers (16) in the sleeves as shown in must be inserted toward the spring seat. Push
Figure 3-10. them into the bore until contact is made with the
lower spring seat.
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body. 11. Install sleeve retainer plug packing (4) in the
4. Position manifold body (1) on valve body (2) by valve body.
aligning the marks that were made during 12. Verify that spring seats (13) and (15) are
disassembly. positioned properly in regulator springs (14) and
5. Secure the manifold to the valve body with two that reaction plunger (8) slides smoothly in its
socket head capscrews (20). Tighten the bore. Install retaining plug (5) in the valve body
capscrews finger-tight only. counterbore.
6. Preassemble upper spring seat (15), spring (14) 13. Position sleeve retainer (6) on the valve body.
and lower spring seat (13). Insert this assembly Install four capscrews and washers (7). Tighten
into the bore from the bottom of the valve. Make the capscrews evenly to properly seat plug (5)
sure that the upper spring seat is positioned in the counterbore. Then tighten the capscrews
against plunger (16). Repeat for the other bore. to a final torque of 16 - 17 N·m (140 - 150 in lb).
7. Install sleeve packing seal (10). Refer to Details 14. Tighten two capscrews (3) that hold manifold
“A” and “B” in Figure 3-10 and install O-rings body (1) to valve body (2) to 20 - 21 N·m (180 -
(22) and (24) and backup rings (21) and (23) in 190 in lb).
the grooves of sleeve (9).
15. Install plugs (19) in the manifold body ports.
8. Apply a light film of oil to the sleeve seals. Tighten the larger plugs to 31 - 34 N·m (275 -
Carefully push sleeves (9) into their respective 300 in lbs). Tighten the smaller plugs (installed
bores in the valve body until the flange at the in the “TC1” and “TC2” ports) to 10 - 11 N·m (90
base of each sleeve contacts the valve body. - 100 in lb).
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into the spool bore.
b. Insert reaction plungers (8) into the spool
bores and springs.

DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be • Hose fittings for valve ports:
required to completely bench test the dual relay Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
valve. Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Four 20 680 kPa (3,000 psi) pressure gauges
• Ohmmeter or continuity tester
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi) NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
• Hydraulic test stand (Refer to Figure 3-11) brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 3-11. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor 6. Needle Valve 10. RH Brake Apply Pressure

2. Pump (Pressure Bleed to Tank) Gauge
3. Main Pressure Gauge 7. Pilot Pressure Gauge 11. Needle Valve
4. Pressure Regulator 8. Dual Relay Valve 12. Needle Valve
(Pilot Pressure) 9. LH Brake Apply Pressure 13. Shutoff Valves
5. Needle Valve Gauge 14. Simulated Brake Volume
(Pilot Pressure Release) 15. Relief Valve

Test Setup Procedure Relay Valve Output Pressure Adjustment
1. Position the valve on the test stand as shown in 1. With the pump operating, and supply pressure
Figure 3-11. and pilot pressure adjusted as described in the
2. Attach the pilot input supply line to the port Test Setup Procedure, inspect the valve for
labeled “PX” on the side of the valve. leakage.
3. Attach the main supply input pressure line to 2. With 17 235 kPa (2,500 psi) of pilot pressure
the port on the front of the valve labeled “P”. applied, verify that pressure gauges (9) and
(10) read 17 235 ± 517 kPa (2,500 ± 75 psi).
4. Attach the tank return line to the port labeled
“T”. 3. Close pilot supply needle valve (5) and open
5. Attach the regulated output ports “B1” and “B2” pilot pressure release needle valve (6) to bleed
to the test lines. Pressure monitoring devices in pressure back to the reservoir. Pilot pressure
these two lines must be capable of 20 680 kPa gauge (7) and regulated output pressure
(3,000 psi). Connect all ports according to the gauges (9) and (10) should drop to zero.
diagram shown in Figure 3-11. All ports must be 4. Repeat Steps 2 and 3 approximately 50 times
used and connected. to cycle the valve from minimum to maximum
apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
All ports must be used. Relieve pressure before regulated output pressure gauges (9) and (10),
disconnecting hydraulic and other lines. Tighten apply pilot pressure slowly and steadily until
all connections before applying pressure. 17 235 kPa (2,500 psi) maximum pilot pressure
Avoid spillage and contamination! Avoid contact is obtained.
with hot oil if the machine has been operating. Pilot pressure and regulated output pressure
The oil will be at very high pressure. must track within 345 kPa (50 psi) after the pilot
Hydraulic fluid escaping under pressure can pressure reaches 690 kPa (100 psi).
have sufficient force to enter a person's body by 7. Reduce pilot pressure to zero. Apply 17 235
penetrating the skin and cause serious injury and kPa (2,500 psi) of pilot pressure as quickly as
possibly death if proper medical treatment by a possible. Regulated output pressure must
physician familiar with this injury is not received increase to 17 235 ± 517 kPa (2,500 ± 75 psi)
immediately. within one second after pressure is applied to
the pilot line.
6. Start the hydraulic pump and regulate output 8. Check for internal valve leakage from port “T”
pressure at 18 960 kPa (2,750 psi) at pressure with full supply pressure (port “P”) applied.
gauge (3). Pressure gauges (9) and (10) should
 With pilot pressure released, leakage must
read zero. not exceed 100 cc/minute.
7. Adjust pressure regulator (4) to set pilot supply
 With 17 235 kPa (2,500 psi) of pilot
pressure to 17 235 kPa (2,500 psi) on gauge
pressure applied, leakage must not exceed
(7). 150 cc/minute.
8. Return line pressure during this test is not to
exceed zero.
9. Test the valve with ISO 32 grade hydraulic oil at
49° ± 3° C (120° ± 10° F).

BRAKE MANIFOLD
Removal
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line or service any
brake system components until all hydraulic
pressure has been manually drained from the
accumulators. Open the manual drain valves
located on the brake manifold in the brake
cabinet to relieve pressurized oil. The manual
bleeddown valve for the rear accumulator is
identified as "NV1". The manual bleeddown valve
for the front accumulator is identified as "NV2".
NOTE: If the brake manifold is leaking oil, a single O- 1. Accumulator Bleed Down Valve
ring or cartridge can be replaced while the manifold (Rear Brake)
is still installed on the truck. 2. Accumulator Bleed Down Valve
1. Securely block the wheels to prevent the truck (Front Brake)
from rolling away. 3. Check Valve
4. Pressure Reducing Valve
seconds for the steering system accumulators Installation
1. Place the brake manifold into position in the
(2, Figure 3-12) to bleed down the brake
hydraulic brake cabinet. Install and tighten the
accumulators.
mounting hardware to the standard torque.
3. Verify that the brake accumulators are bled
2. Connect all lines and electrical connections to
down by pressing the brake lock switch (key
the proper locations.
switch ON, engine off) and applying the service
brake pedal. The service brake light should not 3. Start the engine. Check for leaks and for proper
come on. operation.
4. Close the bleed down valves by rotating them 4. Shut off the engine and make sure that the
clockwise. hydraulic tank is filled to the proper level.
5. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect the
O-rings and the seats in the manifold. Replace Disassembly
the O-rings and any defective parts. 1. Mark all plugs, valves and cartridges before
NOTE: If the manifold must be removed from the removal to ensure proper assembly.
truck, disconnect only the hydraulic lines and wires 2. Remove the plugs, valves and cartridges as
that are necessary to allow removal. needed.
6. Plug all lines and ports to prevent possible NOTE: Check valve (3, Figure 3-12) and reducing
contamination. valve (4) both have an orifice disc located below
7. Remove the mounting hardware and move the them. The two orifices are different sizes. Therefore,
brake manifold to a clean work area for it is very important to properly match each orifice with
disassembly. the correct installation location.

Cleaning and Inspection BRAKE ACCUMULATORS
1. After disassembly, clean all parts with an Two bladder type accumulators provide a volume of
approved cleaning solution. oil for the service brake system. The accumulators
2. Blow all parts dry with air and protect from dust each have a capacity of 37.9 liters (10 gallons) of oil
and any foreign matter until installation. and are located on the right frame rail to the rear of
3. Replace all O-rings and any other items the front tire. The front accumulator is for the front
deemed unsuitable for further usage. brake circuit and the rear accumulator is for the rear
brake circuit.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with Accumulators maintain high pressure. DO NOT
clean C-4 hydraulic oil. disconnect any hydraulic line from the
accumulators or brake system until all hydraulic
3. Before installing check valve (3, Figure 3-12) or
pressure has been manually drained from
reducing valve (4), refer to Figure 3-13 for
accumulators. Open manual drain valves located
proper orifice disc installation. The orifice discs
on the brake manifold in the brake cabinet to
must be installed in the direction shown for
drain pressurized oil. The manual bleeddown
proper operation.
valve for the rear accumulators is identified as
• Check valve orifice - 1.58 mm (0.062 in.) “NV1”. The manual bleeddown valve for the front
accumulators is identified as “NV2”.
• Reducing valve orifice - 2.54 mm (0.100 in.)
4. Install all cartridges in the bores from which
they were removed. Tighten them securely.
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 accumulator bleed down valves (1) and (2,
Figure 3-12) counterclockwise to open the
valves. Left valve (1) will bleed the rear brake
circuit and right valve (2) will bleed the front
brake circuit accumulator.
2. Verify that the brake accumulators are bled
down by pressing the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
3. Close the bleed down valves by rotating them
clockwise.
FIGURE 3-13. ORIFICE INSTALLATION

1. Cartridge 3. Cavity
2. Brake Manifold 4. Orifice Disc

Removal
from rolling away.
(2, Figure 3-12) to bleed down the brake
accumulators.
3. Remove protective cover (3, Figure 3-14) from
the charging valve guard on top of the
accumulator.
4. Install a charging valve kit onto the accumulator
charging valve. Use the charging kit to release
nitrogen from the accumulator that is to be
removed.
5. Disconnect oil line (6) from the bottom hydraulic
port. Cap the port and hose fitting to prevent
contamination.
6. Attach a lifting device to accumulator.
Each accumulator weighs approximately 100 kg FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS
(220 lb). Ensure that the lifting device has
1. Rear Brake Circuit 4. Charging Valve
adequate capacity for handling the load.
Accumulator 5. Mounting Clamps
2. Front Brake Circuit 6. Oil Lines
7. Remove accumulator mounting clamps (5) and Accumulator 7. Mounting Bracket
lift the accumulator off the mounting pad. Move 3. Protective Cover 8. R.H. Frame Rail
the accumulator to a clean work area.
Installation
1. Position the accumulator on mounting bracket
(7, Figure 3-14) with warning label visible.
2. Install mounting clamps and hardware. Tighten
capscrews to standard torque.
3. Install oil line (6) at bottom (hydraulic) port.
4. Refer to Accumulator Charging Procedure in
this section.
5. Install protective cover (3) over charging valve
on top of accumulator.

Disassembly
1. Secure accumulator shell (10, Figure 3-17) with
a chain wrench or similar device to prevent
rotation during disassembly.
2. Remove cap (14). Verify that the nitrogen has
been released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Use a spanner wrench to remove locking ring
(3) from the hydraulic port assembly. Use an
adjustable wrench on the flats of the hydraulic
port assembly to prevent the port assembly
from rotating.
4. Remove spacer (4) as shown in Figure 3-15.
Then push the hydraulic port assembly into the
shell.
FIGURE 3-15. SPACER REMOVAL

5. Insert a hand into the accumulator shell and
remove O-ring backup (5), O-ring (6) and metal
backup washer (7).
6. Separate anti-extrusion ring (8) from the
hydraulic port.
7. Fold the anti-extrusion ring and remove it from
the shell as shown in Figure 3-16.
FIGURE 3-17. ACCUMULATOR ASSEMBLY
1. Hydraulic Port 8. Anti-Extrusion Ring

Assembly 9. Bladder Assembly
2. Bleed Plug 10. Shell
3. Locking Ring 11. Charging Valve
4. Spacer 12. O-Ring
5. O-Ring Backup 13. Locknut
6. O-Ring 14. Protective Cap
7. Metal Backup Washer 15. Port Protector*
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL

8. Remove the hydraulic port from the shell as Cleaning and Inspection
shown in Figure 3-18. 1. All metal parts should be cleaned with a
cleaning agent.
2. Seals and soft parts should be wiped clean.
3. Inspect the hydraulic port assembly for
damage. Check the poppet plunger to see that
it spins freely and functions properly.
4. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
5. After the shell has been cleaned with a
cleansing agent, check the inside and outside of
the shell. Pay special attention to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
FIGURE 3-18. HYDRAULIC PORT REMOVAL consult your Komatsu service manager.
Assembly
9. At the opposite end of the accumulator 1. After shell (10, Figure 3-17) has been cleaned
assembly, remove locknut (13) from the bladder and inspected, secure it in place to prevent
valve stem. rotation during assembly.
10. Reach inside the shell at the hydraulic port end 2. Apply 2 liters (64 oz.) of clean type C-4
and compress the bladder to expel as much air hydraulic oil inside the shell to lubricate and
as possible. provide a cushion for the bladder.
11. Fold the bladder and pull it out of the bottom of 3. With all gas completely exhausted from bladder
the accumulator shell using a twisting motion. A (9), collapse the bladder and roll it longitudinally
cloth may keep your hand from slipping due to into a compact roll. To keep the bladder rolled
the oil film on the bladder. up, insert the gas valve core to prevent air from
entering the bladder.
4. Insert the bladder pull rod through the valve
stem opening and through the shell hydraulic
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. 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 the name plate (if used) over the valve
stem and install valve stem nut (13) by hand.
7. Once valve stem nut (13) is in place, remove
the bladder pull rod. Tighten the nut to 76 N·m
FIGURE 3-19. BLADDER REMOVAL
(56 ft lb).
8. Grasp hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell.

9. Fold anti-extrusion ring (8) to enable insertion 18. Release all of the nitrogen from the bladder.
through the shell opening, then insert the ring 19. Install bleed plug (2) and tighten it to 14 N·m (10
into the shell. Once the anti-extrusion ring has ft lb).
cleared the shell opening, place the ring on the
poppet assembly with the steel collar facing 20. Pour approximately 4 liters (1 gallon) of clean
toward the shell hydraulic oil port. Type C-4 hydraulic oil into the accumulator
through the hydraulic port.
10. Pull the threaded end of the hydraulic port
assembly through the shell until it seats solidly NOTE: The hydraulic oil added in Step 20 will act as
into position in the shell fluid port opening. a cushion when the accumulator is installed on the
truck and precharged with nitrogen.
11. With the hydraulic port assembly firmly in place,
install the charging valve into the bladder stem. 21. Precharge the accumulator to 690 - 827 kPa
(100 - 120 psi). Refer to Accumulator Charging
12. Slowly pressurize the bladder with dry nitrogen.
Procedure for more details.
Use a sufficient pressure of 275 - 345 kPa (40 -
50 psi) to hold the poppet assembly in place. 22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. DO
13. Install metal backup washer (7) over the poppet
NOT use a screw-in type plug.
assembly. Push the washer into the shell fluid
port until it has bottomed out on anti-extrusion
ring (8).
14. Install O-ring (6) over the poppet assembly.
Push it into the shell fluid port until it has
bottomed out against washer (7). DO NOT twist Always store bladder accumulators with a 690 -
the O-ring. 827 kPa (100 - 120 psi) nitrogen precharge
15. Install O-ring backup (5) over the poppet pressure. Do not exceed 827 kPa (120 psi).
assembly. Push it until it bottoms against O-ring Storing accumulators with more than 827 kPa
(6). (120 psi) pressure is not safe in case of leaks.
16. Insert spacer (4) with the smaller diameter of NOTE: Bladder accumulators should be stored with a
the shoulder facing the shell. 690 - 827 kPa (100 - 120 psi) precharge, which fully
expands the bladder and holds oil against the inner
17. Install locking ring (3) on the poppet assembly
walls for lubrication and to prevent rust formation.
and tighten it. This will squeeze the O-ring into
position. Use a wrench on the flats of the port 23. Tighten cap (14) to 19 N·m (14 ft lb).
assembly to prevent it from rotating. Tighten the
nut to a final torque of 373 N·m (275 ft lb).

Accumulator Charging Procedure 1. With the engine off and key switch in the OFF
position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
2. Open bleed valves bleed down valves (1) and
Do not loosen or disconnect any hydraulic line or (2, Figure 3-12) in the hydraulic brake cabinet to
component until the engine is stopped and the release hydraulic pressure from the brake
key switch has been OFF for at least 90 seconds. accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
Pure dry nitrogen is the only gas approved for system. Remove the bleeder plugs in the
use in the brake accumulator. The accidental steering accumulator stems to vent any residual
charging of oxygen or any other gas in this pressure.
compartment may cause an explosion. Ensure NOTE: If a new or rebuilt accumulator (or any
that pure dry nitrogen gas is being used to bladder accumulator with all nitrogen discharged) is
charge the accumulator. being precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
Before charging or discharging nitrogen gas in accumulator must be vented to allow proper bladder
the accumulator, carefully read and understand expansion. Trapped air or oil on the hydraulic side of
the warning labels and instructions regarding the the bladder will prevent the proper precharge
charging valve. pressure to be obtained for safe operation.
3. Remove the protective cap from the
Only precharge accumulators to 9 653 kPa (1,400 accumulator gas valve.
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen 4. Close all shutoff valves on brake manifold (4,
precharge pressure is over 827 kPa (120 psi). Figure 3-20).
Always set the precharge to 690 - 827 kPa (100 - 5. Connect the charging kit to nitrogen container
120 psi) before removing or installing the (1), and open the valve on the tank.
accumulators. 6. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
Ensure that the nitrogen supply is shut off before
attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is

recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds

CGA (Compressed Gas Association) specification G-
10.1 for type 1, grade F. The nitrogen should be
99.9% pure. Use only nitrogen cylinders with
standard CGA number 580 connections with the
appropriate high pressure regulator.
FIGURE 3-20. NITROGEN CHARGING KIT

1. Nitrogen Container 4. Pressure Gauge
2. Regulator 5. Brake Manifold
3. Shutoff Valve 6. Charging Valve
Adaptor

7. Close any bleed valves that are open. Temperature variation can affect the precharge
8. Attach the charging valve adapter to the pressure of an accumulator. As the temperature
accumulator gas valve. Make sure that the hose increases, the precharge pressure increases.
does not loop or twist. Tighten the swivel nut to Conversely, decreasing temperature will decrease
14 - 20 N·m (10 - 15 in lb). the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
9. Turn the “T” handle clockwise to open the
temperature variation must be accounted for.
accumulator gas valve. Do not turn the “T”
handle all the way down as it will damage the A temperature variation factor is determined by the
valve core. ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
10. Set the regulator for 172 kPa (25 psi), then
Refer to Table 1 for charging pressures in different
slightly open the nitrogen container and slowly
ambient operating conditions that the truck is
fill the accumulator. The proper fill rate for these
currently exposed to during the charging procedure.
10 gallon accumulators is approximately three
minutes. For example, assuming that the ambient temperature
is 10°C (50°F), charge the accumulator to 9 294 kPa
(1,348 psi).
If the precharge is not added slowly, the bladder TABLE 1. Relationship Between Charging
may suffer permanent damage. A “starburst” Pressure and Ambient Temperature
rupture in the lower end of the bladder is a
characteristic failure caused by charging too Ambient Charging Pressure
Temperature ± 70 kPa (10 psi)
quickly.
11. When 172 kPa (25 psi) of precharge pressure is -23°C (-10°F) and below 8 232 kPa (1194 psi)
obtained, close the nitrogen valve. Set the -17°C (0°F) 8 412 kPa (1220 psi)
regulator for the operating precharge pressure
based on the current ambient temperature. -12°C (10°F) 8 584 kPa (1245 psi)
Refer to Table 1. Then, open the nitrogen
-7°C (20°F) 8 763 kPa (1271 psi)
container and fill the accumulator.
12. Let the precharge set for 15 minutes. This will -1°C (30°F) 8 943 kPa (1297 psi)
allow the gas temperature to stabilize. If the 4°C (40°F) 9 122 kPa (1323 psi)
desired precharge is exceeded, close the
nitrogen container valve and slowly open the 10°C (50°F) 9 294 kPa (1348 psi)
bleed valve until the correct precharge pressure
16°C (60°F) 9 473 kPa (1374 psi)
is obtained. Refer to Table 1.
21°C (70°F) 9 653 kPa (1400 psi)
27°C (80°F) 9 832 kPa (1426 psi)
32°C (90°F) 10 011 kPa (1452 psi)

Do not reduce the precharge by depressing the
valve core with a foreign object. High pressure 38°C (100°F) 10 184 kPa (1477 psi)
may rupture the rubber valve seat. 43°C (110°F) 10 363 kPa (1503 psi)
13. Hold the gas valve stationary and loosen the
49°C (120°F) 10 542 kPa (1529 psi)
swivel nut to remove the assembly. Use a
common leak reactant to check for nitrogen NOTE: A precharge pressure below 8232 kPa (1194
leaks. psi) is not recommended because of low precharge
14. Install the gas valve cap finger-tight. The gas pressure warnings. The low accumulator precharge
valve cap serves as a secondary seal. warning switch activates at 7584 ± 310 kPa (1100 ±
45 psi).

Precharge Maintenance
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
If the low accumulator precharge warning light is valves, etc. Failure to repair leaking nitrogen
illuminated when the key switch is turned ON, do seals may result in a failed accumulator bladder
not attempt to start the truck. Permanent bladder or low performance from the accumulator.
damage may result. Check the accumulator
NOTE: If precharge pressure continues to decline
precharge pressure and adjust it if necessary.
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks,
1. When starting the truck, turn key switch to the then the accumulator bladder most likely has a small
RUN position and wait to confirm that the low hole in it and must be replaced.
accumulator precharge warning light does not
stay illuminated after system check is complete.
If the warning light stays illuminated, do not start 4. Check all heat shields and exhaust blankets, as
or drive the truck and notify maintenance provided, during every precharge maintenance
personnel. interval to ensure that they are in place and
good condition.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick
out". One such cycle is sufficient to destroy a
bladder.

Accumulator Storage Procedures Installing A Bladder Accumulator From Storage
1. Refer to the Charging Procedure to install the
pressure gauges on the accumulator and to
check the precharge pressure.
a. If the precharge pressure is 172 - 690 kPa
Always store bladder accumulators with 690 - (25 - 100 psi), set the regulator to 690 kPa
827 kPa (100 - 120 psi) nitrogen precharge (100 psi) and slowly charge the accumulator
pressure. This amount of pressure fully expands to 690 kPa (100 psi). Disconnect the
the bladder and holds oil against the inner walls pressure gauges from the accumulator and
for lubrication and rust prevention. Do not install the accumulator on the truck. Refer to
exceed 827 kPa (120 psi). Storing accumulators Charging Procedure in this section to fully
with too much pressure is not safe due to charge accumulator to the correct operating
possible leakage. precharge pressure.
Only precharge accumulators to 9 653 kPa (1400 b. If the precharge pressure is less than 172
psi) while installed on the truck. Never handle an kPa (25 psi), slowly drain off any nitrogen
accumulator with lifting equipment if the nitrogen precharge and proceed to Step 2.
precharge pressure is over 827 kPa (120 psi). 2. Remove the gauges from the accumulator.
Always set the precharge to 690 - 827 kPa (100 - 3. Lay the accumulator on a suitable work bench
120 psi) before removing or installing the so that the hydraulic port is higher than the
accumulators. other end of the accumulator. Remove the
1. If the accumulator was just rebuilt, ensure that plastic dust cap from the hydraulic port.
there is approximately 2 liters (64 oz.) of clean 4. Pour approximately 2 liters (64 oz.) of clean C-4
C-4 hydraulic oil inside the accumulator before hydraulic oil into the accumulator through the
adding 690 kPa (100 psi) of nitrogen precharge hydraulic port. Allow time for the oil to run down
pressure. the inside of the accumulator to reach the other
2. Bladder accumulators should always be stored end.
with 690 - 827 kPa (100 - 120 psi) of nitrogen 5. Lay the accumulator flat on the work bench (or
precharge pressure, which fully expands the floor) and slowly rotate the accumulator two
bladder and holds a film of oil against the inner complete revolutions. This will thoroughly coat
walls for lubrication and rust prevention. the accumulator walls with a film of oil
3. The hydraulic port should always be covered necessary for bladder lubrication during
with a plastic plug to prevent contamination. Do precharging.
not use a screw-in type plug. 6. Stand the accumulator upright. Install the
4. Always store the accumulator in an upright pressure gauges and refer to the Charging
position. Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
Bladder Storage Procedures
7. Install the accumulator on the truck.
The shelf life of bladders under normal storage 8. Precharge the accumulator to the correct
conditions is one year. Normal storage conditions operating precharge pressure. Refer to Table 1.
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.

RETARDER CONTROL LEVER Disassembly
(STEERING COLUMN-MOUNTED) 1. Remove capscrews (7, Figure 3-23) and
Due to frequent use and wear, retarder control lever lockwashers (8) from housing (15).
(5, Figure 3-22) may occasionally require adjustment 2. Remove potentiometer (9).
or repair. 3. Bend the tangs on washer (11) away from the
slots in locknut (10).
Removal
4. If the retarder control lever is to be completely
Adjustment of the retarder control lever or disassembled, loosen and remove locknut (10).
replacement of the potentiometer requires removal of Remove tang washer (11), spring (12), and
the assembly from the steering column. washer (13).
1. Tilt the steering wheel downward and telescope 5. Remove set screw (14).
the wheel toward the operator’s seat. Remove 6. Remove the lever and shaft assembly. If
the top cover from steering column assembly necessary, unscrew lever (17) from shaft (16)
(4). and handle (18).
2. Remove capscrews (1, Figure 3-22), 7. Wash the mechanical parts in clean solvent and
lockwashers (2) and bracket (3) from steering inspect for excessive wear, burrs, or scratches.
column (4). Replace any defective parts.
3. Disconnect the wiring harness from harness
connector (6) on the retarder control lever.
4. Remove retarder control lever (5). Lever Adjustments
Rotational Friction Adjustment

Installation The lever assembly should be adjusted so that the
1. Connect the wiring harness to harness frictional forces will hold the lever firmly in the
connector (6) on the retarder control lever. position that is selected by the operator. At the same
time, the adjustment should not be so tight as to
2. Place retarder control lever (5) into position on
cause the operator to use undue force to move the
steering column assembly (4).
lever.
3. Install capscrews (1), lockwashers (2) and
bracket (3). Tighten the capscrews to 4 N·m (36 Loosen or tighten locknut (10) to attain the proper
in lb). frictional force of 0.25 - 0.35 N·m (2 - 3 in lb) at the
handle. The position of the lever should remain
4. Place the cover on the top of the steering
stationary without moving from its own weight or due
column and return the steering wheel to its
to machine vibrations during truck operation.
original position.
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. Loosen or tighten set screw (14) to
adjust the detent. The breakout force of the detent
must be between 2.00 - 2.25 N·m (17 - 20 in lb).

Potentiometer Check Assembly
Potentiometer (9, Figure 3-22) is spring-loaded to the 1. Inspect the shaft bore and interior friction faces
OFF position. With the switch assembly removed in housing (15). Remove any scratches or
from the retarder control lever, perform the following burrs, or replace the housing. Lightly lubricate
checks: the surfaces with a Multi-Purpose EP NLGI
Consistency #2 grease.
2. If handle (18) or lever (17) has been removed
from shaft (16), assemble as follows:
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.
FIGURE 3-21. POTENTIOMETER CONNECTOR 3. Insert the lever, handle, and shaft assembly into
housing (15).
1. Obtain a 10 volt power supply for testing the
potentiometer. 4. Install washer (13). Install new spring (12) with
the outer spring diameter against washer (13).
2. Connect the positive lead of the 10 volt power Install tang washer (11) and locknut (10) onto
supply to the SUPPLY terminal on the shaft (16).
potentiometer connector as shown in Figure 3-
21. 5. Tighten and adjust locknut (10) for proper lever
resistance as described in the Rotational
3. Connect the negative lead of the 10 volt power Friction Adjustment procedure.
supply to the GROUND terminal on the
potentiometer connector as shown in Figure 3- 6. Move the lever to the full OFF (up) position.
21. Align the slot in potentiometer (9) with the key
on shaft (16), and rotate the potentiometer until
4. Connect a voltmeter to the SIGNAL and the capscrew holes line up with the housing.
GROUND connections. Install washers (8) and capscrews (7) to secure
5. Measure and record the signal voltage in the the potentiometer to the housing. Tighten the
OFF position. socket head capscrews to 1.35 - 1.70 N·m (12 -
6. Rotate the potentiometer clockwise to the full 15 in lb).
ON position. Measure and record the signal 7. Install set screw (14). Refer to the Detent
voltage. Adjustment procedure for proper detent
7. Determine whether the potentiometer falls adjustment.
within the specifications. When the 8. Install the retarder control lever on the steering
potentiometer is in the OFF position, the signal column. Refer to the Installation procedure.
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.
signal voltage
% of input voltage = ( input voltage ) x 100
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.

FIGURE 3-22. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY
1. Capscrew 7. Capscrew 13. Internal Tang Washer

2. Lockwasher 8. Lockwasher 14. Set Screw
3. Bracket 9. Potentiometer 15. Housing
4. Steering Column Assembly 10. Locknut 16. Shaft
5. Retarder Control Lever 11. Tanged Washer 17. Lever
6. Harness Connector 12. Disc Spring 18. Handle

NOTES

SECTION J4
BRAKE CIRCUIT CHECKOUT PROCEDURE
INDEX
REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
INITIAL SYSTEM SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
BRAKE LOCK / SECONDARY BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
SERVICE BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
LOW BRAKE PRESSURE AND AUTO APPLY CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . J4-9
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-11
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-12
J04037 12/06 Brake Circuit Check-Out Procedure J4-1

NOTES
J4-2 Brake Circuit Check-Out Procedure 12/06 J04037

BRAKE CIRCUIT CHECK-OUT PROCEDURE
This section outlines a procedure to test the Since the steering system supplies the brake system
functionality of the entire brake system. Pressure with operating pressure, it is important that the
specifications and other criteria that must be steering system be checked for proper operation
duplicated for the braking system to be considered before checking the braking system. Refer to Section
ready for daily operations are provided. Refer to L, Hydraulic Check-Out Procedure, for information
Brake Circuit and Brake Valve Troubleshooting for about checking the steering system.
help in diagnosing a malfunctioning system.
FIGURE 4-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK2)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Pressure Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Automatic Brake Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Manifold
8. Automatic Apply Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)

* Steps indicated in this manner should be recorded
on the data sheet for reference.
Before disconnecting pressure lines, replacing REQUIRED EQUIPMENT

components in the hydraulic circuits, or The following equipment will be necessary to
installing test gauges, always bleed down the properly check-out the hydraulic brake circuit:
steering and brake accumulators.
• Hydraulic brake schematic, refer to Section “R”
The steering circuit can be isolated from the brake this manual.
circuit by removing the brake supply line from the
bleed down manifold. Plug the brake supply line and • Clear plastic hose and bucket for brake bleeding.
cap the port in the bleed down manifold. • Three 20,685 kPa (3000 psi) pressure gauges.
Included on the last page of this module is a data • One PB6039 female quick disconnect and hose
sheet to record the information observed during the long enough to reach from brake cabinet to the
hydraulic brake system check-out procedure. The inside of the operator's cab for each gauge.
data sheet can be removed, copied, and used during • Accumulator charging kit (EB1759 or equivalent)
the check-out procedure. with gauges and dry nitrogen.
FIGURE 4-2. BRAKE MANIFOLD SCHEMATIC

INITIAL SYSTEM SETUP
Before checking the brake system, the hydraulic
BRAKE CIRCUIT ABBREVIATIONS steering system must be operating properly, have the
AA Automatic Apply Pressure correct accumulator precharge, and be at normal
operating temperatures. Refer to Section L,
Supply Pressure to Brake Valve for
AR1 Hydraulic System, for steering system operation
Rear Brakes, Rear Accumulator
troubleshooting procedures and specifications.
Supply Pressure to Brake Valve for
AF1 Ensure that the brakes have been properly bled to
Front Brakes, Front Accumulator
remove any trapped air. Refer to Wet Disc Brake
Pressure Tap Test Port Bleeding Procedure later in this section. Also, before
BF
Front Brake Pressure checking the brake system, make sure that the
BL Brake Lock Apply Pressure parking brake is functioning properly. Refer to
Pressure Tap Test Port Parking Brake later in this section.
BR
Rear Brake Pressure 1. Securely block the wheels to prevent the truck
Cavity Plug, One Direction Flow from rolling away.
CP1
No specific function in this application 2. Place the directional control lever in PARK and
CV1, turn the rest switch ON. Turn the key switch
CV2, Check Valve OFF to shut off the engine and allow 90
CV3 seconds for the steering system accumulators
to bleed down. Make sure that all hydraulic
HS1 High Pressure Shuttle Valve pressure is bled by turning the steering wheel.
LS1 Low Pressure Shuttle Valve
NOTE: Leave rest switch in the ON position and the
Pressure Tap Test Port GF cutout switch in the CUTOUT position throughout
LAP1
Low Accumulator Pressure brake tests.
Low Brake Pressure Switch 3. Open bleed down valves (7) and (9, Figure 4-1)
LAP2
N.C., 12,750 ± 515 kPa (1850 ± 75 psi) on the brake manifold to bleed down the brake
NV1 Rear Accumulator Manual Drain Valve accumulators.
NV2 Front Accumulator Manual Drain Valve 4. Precharge both brake accumulators to 9650
kPa (1400 psi). Allow the gas temperature to
PK1 Park Brake Release Pressure approach ambient temperature before
Park Brake Pressure Switch completing precharge process.
PK3
N.C., 8620 kPa (1250 psi)
NOTE: For best performance, charge the
Pressure Tap Test Port accumulators in the ambient conditions in which the
PP3
Brake Lock Pressure machine will be operating.
Brake Lock Pressure Regulator 5. Close both accumulator bleeddown valves.
PR
13,790 kPa (2000 psi) 6. Install pressure gauges at:
Automatic Apply Valve a. Front brake test port “BF” (23, Figure 4-1) -
PS1
11,375 kPa (1650 psi) 20,685 kPa (3000 psi) gauge.
SP1 Supply Oil Inlet
b. Rear brake test port “BR” (22, Figure 4-1) -
Pressure Tap Test Port 20,685 kPa (3000 psi) gauge.
SP3
Supply Oil
c. Low accumulator pressure test port “LAP1”
SV1 Brake Lock Solenoid (15, Figure 4-1) - 20,685 kPa (3000 psi)
SV2 Parking Brake Solenoid gauge.
SV3 Automatic Brake Apply Solenoid 7. Release the brake lock.
T1 Return To Tank 8. Start the engine. Observe the rising brake
pressures as the system charges. The auto
apply valves should release the front and rear
brakes at approximately 11,375 kPa (1650 psi).
* Record on data sheet.

9. Partially depress the brake pedal to bleed air PARKING BRAKE CHECK-OUT
from each brake.
17. Move one of the pressure gauges (BR or BF) to
10. Slowly depress the brake pedal. Force parking brake release (PK2) pressure port (14,
feedback of the pedal on your foot should be Figure 4-1).
smooth with no abnormal noise or mechanical
18. Apply the brake lock. Move the directional
roughness.
control lever to NEUTRAL. The parking brake
 Verify that the stop lights illuminate at 517 ± status light should illuminate.
34 kPa (75 ± 5 psi) rear brake pressure.
 Parking brake release (PK2) pressure
should read 20,685 ± 690 kPa (3000 ± 100
11. Quickly and completely depress the brake psi).
pedal. Verify that within one second after the * Record on data sheet.
brake is applied:
19. Cycle the parking brake several times (move
 Rear brake (BR) pressure reads 17,235 ± the directional control lever from NEUTRAL to
517 kPa (2500 ± 75 psi). PARK) to ensure crisp application and release
 Front brake (FR) pressure reads 17,235 ± of oil pressure and proper function of the status
517 kPa (2500 ± 75 psi). light.
 Both pressures must remain above their

minimum values for a minimum of 20
SERVICE BRAKE CHECK-OUT
seconds. 20. Move the directional control lever to PARK and
* Record on data sheet. release the brake lock.
21. Move both 20,685 kPa (3000 psi) pressure
BRAKE LOCK / SECONDARY BRAKE gauges to “LBP” (7, Figure 4-3) and “RBP” (6)
CHECK-OUT test ports on the manifold on the left side of the
12. Disconnect the lead wire from brake lock rear axle housing.
solenoid valve (13, Figure 4-1) located on the 22. Quickly and completely depress the brake
brake manifold in the hydraulic brake cabinet. pedal. Verify that within one second after the
13. Apply the brake lock. The warning buzzer brake is applied:
should sound and the warning light should  Left rear brake pressure reads 16,545 ±
illuminate. 517 kPa (2400 ± 75 psi).
14. Depress the brake pedal until the buzzer stops,  Right rear brake pressure reads 16,545 ±
then very slowly release the pedal until the 517 kPa (2400 ± 75 psi).
buzzer sounds again.
 Both pressures must remain above their
 Verify that the rear brake (BR) pressure is minimum values for a minimum of 20
6895 ± 172 kPa (1000 ± 25 psi) when the seconds.
warning resumes. * Record on data sheet.
23. Release the brake pedal. Both brake pressures
NOTE: There is a two second delay between the should return to zero within two seconds and
time that the brake lock degradation switch senses there should be no residual pressure trapped in
the pressure and the light and buzzer activate. the brakes.
15. Connect the lead wire to brake lock solenoid * Record on data sheet.
valve (13). 24. Move both 20,685 kPa (3000 psi) pressure
16. Cycle the brake lock several times to ensure gauges to the test ports on the front brake
crisp application and release of oil pressure and backplates.
proper function of the status light.
 Verify that the rear brake (BR) pressure is
13,790 ± 690 kPa (2000 ± 100 psi) when
the brake lock is applied.

LOW ACCUMULATOR PRESSURE AND
AUTO APPLY CHECK-OUT
27. Move both 20,685 kPa (3000 psi) pressure
gauges back to test ports “BF” (21, Figure 4-1)
and “BR” (22) in the hydraulic brake cabinet.
28. Start the engine and allow the low brake
accumulator pressure to stabilize at or above
18,615 kPa (2700 psi).
29. Turn the key switch OFF to shut off the engine
and allow 90 seconds for the steering system
accumulators to bleed down.
30. Disable the steering pressure switch by
unplugging the diode between circuits #33 and
#33F on diode board DB1 in the auxiliary
control cabinet or by disconnecting the wire
harness at the steering pressure switch.
31. Turn the key switch ON, but do not start the
engine. Wait for two minutes, then check the
low accumulator pressure reading at low
FIGURE 4-3. REAR BRAKE HOSES accumulator pressure (LAP1) test port (15).
1. BS - Left & Right Brake Cooling Oil Supply  If the pressure is below 14,480 kPa (2100
psi), there is excessive leakage in the
2. LBR - Left Brake Cooling Return Line
system. The source of the leakage must be
3. T - Return To Tank identified and repaired.
4. P1 - Pressure Inlet From Accumulator
6. RBP - Right Brake Pressure Test Port 32. Very slowly open front brake accumulator bleed
7. LBP - Left Brake Pressure Test Port valve (9) a small amount while observing the
8. PX - Pilot Inlet/Brake Apply Line decreasing pressure at low accumulator
9. PB - Parking Brake pressure (LAP1) test port (15).
 The low brake pressure warning light and
buzzer must activate when the pressure
drops to 12,755 ± 517 kPa (1850 ± 75 psi).
25. Quickly and completely depress the brake * Record on data sheet.
pedal. Verify that within one second after the
 When the low accumulator pressure
brake is applied:
reaches 11,375 kPa (1650 psi), brake
 Left rear brake pressure reads 16,545 ± pressures “BF” and “BR” should begin to
517 kPa (2400 ± 75 psi). rise (auto apply).
 Right rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi). 33. Close front brake accumulator bleed valve (9).
 Both pressures must remain above their Record the front and rear brake apply pressures
minimum values for a minimum of 20 after auto apply has occurred.
seconds. * Record on data sheet.
* Record on data sheet. 34. Start the engine and allow the low brake
26. Release the brake pedal. Both brake pressures accumulator pressure to stabilize at or above
should return to zero within two seconds and 18,615 kPa (2700 psi).
there should be no residual pressure trapped in 35. Turn the key switch OFF to shut off the engine
the brakes. and allow 90 seconds for the steering system
* Record on data sheet. accumulators to bleed down.

36. Turn key switch ON, but do not start the engine. 41. Use the emergency shutdown switch on the
center console to shut off the engine. Do not
37. Very slowly open rear brake accumulator bleed
turn the key switch OFF. The steering
valve (7) a small amount while observing the
accumulators must not be allowed to bleed
decreasing pressure at low accumulator
down.
pressure (LAP1) test port (15).
42. While observing the pressure gauges, make
 Verify that the low accumulator pressure
repeated, slow brake applications until auto
warning activation pressure and the auto
apply set point are within 690 kPa (100 psi) apply comes on.
of the pressures that were recorded  Auto apply must not occur before the sixth
previously for Step 33. pedal application.
38. Close rear brake accumulator bleed valve (7).  Auto apply must not occur until after the low
Record the front and rear brake apply pressures accumulator pressure warning activates.
after auto apply has occurred. * Record on data sheet.
43. Turn the key switch OFF and allow the steering
39. Reinstall the diode on diode board DB1 or accumulators to bleed down.
reconnect the wire harness at the steering
44. Open both accumulator bleed valves and bleed
pressure switch.
down the entire brake system. Close the valves
40. Start the engine and allow the low brake after all pressure is released.
accumulator pressure to stabilize at or above
45. Remove all test equipment from the truck.
18,615 kPa (2700 psi).

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE
ACTION
Parking brake solenoid is de-energized. Check power to solenoid.
Connections to tank and pressure ports are Correct the plumbing.
reversed.
Service brakes and/or
parking brake are locked. Parking brake solenoid coil is defective. Replace coil.
Parking brake solenoid valve is defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
Tank line has back pressure. Ensure that tank line has no back
Both brake circuits are pressure.
dragging. Pedal set screw is out of adjustment Adjust pedal deadband with set
(residual pressure). screw.
There is an obstruction in the brake valve Remove obstruction.
subassembly.
Brake valve is out of balance. Adjust balance according to
instructions.
Actuator piston is defective.
One brake circuit is
Replace piston.
dragging. Brake valve is is defective.
Rebuild or replace brake valve
assembly.
A dual relay valve is defective.
Rebuild or replace dual relay valve
assembly.
Supply pressure is low. Check the steering/brake pump
system and accumulators.
Brakes are not going to full Modulating section of brake valve has Remove, disassemble, clean, and
pressure. internal malfunction. inspect brake valve.
Collar on brake valve is improperly adjusted. Adjust collars according to
instructions.
There is a short in electrical system. Check wiring.
Low brake pressure
warning occurs when the Brake accumulator is bleeding down. Valve is open. Close valve.
brakes are not applied.
Brake warning relay is defective. Replace relay.
There is a leak or other malfunction in one Inspect brake system and repair
brake circuit. leaks.
Low brake pressure
Brake valve is out of balance. Adjust balance according to
warning occurs when
instructions.
brakes are applied.
Dual relay valve(s) is defective. Inspect and repair dual relay
valve(s).

ACTION
The low brake pressure warning light is Replace bulb.
Low brake pressure burned out.
warning circuit not
The electrical circuit is open. Check switch circuit wiring.
operating properly
Pressure switch is defective. Replace pressure switch.
Low brake pressure There is a short in electrical system. Check wiring.
warning is on but system
Pressure switch is defective. Replace the switch.
pressure is correct.
Low brake pressure Steering circuit is malfunctioning. Check steering circuit pressures.
warning comes on and
Steering/brake pump is worn. Rebuild or replace pump.
pressure is low.
Accumulator bleeddown valve is open. Close valve, check precharge.
A brake accumulator Accumulator precharge is low. Recharge accumulator.

bleeds off quickly when There is a leak in one circuit. Check plumbing.
supply pressure is cut off.
There is a malfunction in brake valve. Disassemble and clean, or replace
brake valve.
Controller operates rapidly. Normal condition.
A “squeal” is heard when Brake valve assembly is damaged. Replace brake valve assembly.
controller is operated.
Hydraulic oil is too hot. Check entire hydraulic system for
restriction or obstruction.
Output pressure at Brake lines are blocked or improperly Check plumbing.
controller is correct but connected.
brakes are not applying.
Contamination in brake valve assembly. Disassemble and clean, or replace
brake valve.
Brake pressures drift
excessively while pedal is Brake valve assembly is damaged. Repair or replace brake valve
held steady. assembly.
Dual relay valve is malfunctioning. Repair or replace dual relay valve.
Oil is leaking around the Seal on top of brake valve is defective. Replace seal.
pedal base.
Excessive internal leakage in a component. Check all steering and brake
system components.
Steering accumulator precharge too high or Check steering accumulator
too low. precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
The pump cycles too often
or low pressure warning There is internal leakage in brake valve Replace brake valve assembly.
comes on at low engine assembly.
rpm.
There is internal leakage in dual relay valve. Rebuild or replace dual relay
valve.
Steering/brake pump is worn. Rebuild or replace pump.
Pump unloader or compensator is not Adjust pump pressure controls.
adjusted correctly.

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
INITIAL SYSTEM SETUP

Operate hydraulic steering system to obtain proper operating temperature.
STEP 8 _________ Rear brake (BR) pressure when auto apply releases
_________ Front brake (BF) pressure when auto apply releases
STEP 10 _________ Rear brake (BR) pressure when stop lights come on
STEP 11 _________ Rear brake (BR) pressure within one second
________ Front brake (BF) pressure within one second
BRAKE LOCK / SECONDARY BRAKE CHECK-OUT
STEP 14 _________ Rear brake (BR) pressure when brake lock degradation warning occurs
STEP 16 _________ Rear brake (BR) pressure when brake lock is applied
PARKING BRAKE CHECK-OUT
STEP 18 _________ Parking brake release (PK2) pressure
SERVICE BRAKE CHECK-OUT
STEP 22 _________ Left rear brake (LBP) pressure when pedal is applied
________ Right rear brake (RBP) pressure when pedal is applied
STEP 23 _________ Left rear brake (LBP) pressure when pedal is released
________ Right rear brake (RBP) pressure when pedal is released
STEP 25 _________ Left front brake pressure when pedal is applied
________ Right front brake pressure when pedal is applied
STEP 26 _________ Left front brake pressure when pedal is released
________ Right front brake pressure when pedal is released

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
LOW ACCUMULATOR PRESSURE AND AUTO APPLY CHECK-OUT
STEP 31 _________ Low accumulator pressure after 2 minutes
STEP 32 _________ Pressure when low brake accumulator pressure warning occurs
________ Pressure when low brake accumulator pressure warning occurs
STEP 33 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
STEP 38 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
STEP 42 _________ Number of brake applications before low accumulator pressure

warning occurs
Name of Technician or Inspector Performing Check-Out _________________________
DATE _________________________

SECTION J5
WET DISC BRAKE ASSEMBLY
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE DISC WEAR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Floating Ring Seal Assembly & Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-14
WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-17
J05027 10/09 Wet Disc Brake Assembly J5-1

NOTES
J5-2 Wet Disc Brake Assembly 10/09 J05027

WET DISC BRAKE ASSEMBLY
The front and rear oil cooled, wet disc brake
assemblies are similar in design. The rear wheel
brakes differ from the front brakes in their mounting
arrangement only. The rear brake assembly requires
hub adapter (1, Figure 5-1) for installation on the
wheel motor.
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
Ring gear (4, Figure 5-1) is internally splined to retain
dampers (8) and separator plates (12). The separator
plates are alternately placed between friction discs
(7), which are splined to inner gear (6). The inner
gear mounts directly to the wheel hub on the front
wheel brakes. On the rear brake, the inner gear
requires a hub adapter which mounts on the wheel
hub.
The inboard side of the assembly contains 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 discs against the
stationary steel discs. The friction forces that are
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until the
maximum force is reached and the wheel is stopped.
The entire brake disc pack is cooled by hydraulic oil.
The low pressure cooling circuit is completely
isolated from the high pressure piston apply circuit. FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
Cooling oil flows from the hydraulic tank to the hoist
pump, through the hoist circuit high pressure filters, 1. Hub Adapter 6. Inner Gear
through the hoist valve, and into the brake housings. (Rear Only) 7. Friction Disc
A parallel circuit from the hoist valve outlet is 2. Capscrew & Lockwasher 8. Damper
connected to relief valves at the hydraulic tank which 3. Socket Head Screw 9. Piston Assembly
limit brake cooling circuit pressure to 241 kPa (35 (Temporary) 10. Seal Carrier
psi). Oil that is routed to the front brakes passes 4. Ring Gear 11. Back Plate
through the oil cooler before entering the front brake 5. Capscrew & Hardened 12. Separator Disc
housings. In addition, the brake cooling oil provides Washer
lubrication for the front wheel bearings. Oil that exits
the brake housings returns to the hydraulic tank.

BRAKE DISC WEAR INSPECTION 1. Place the directional control lever in PARK and
Brake disc wear should be checked every 1000 OFF to shut off the engine and wait 90 seconds
hours by using the wear indicator tool (EF9302), that to allow the steering accumulators to bleed
is included in the tool group that is shipped with the down completely. Block the truck wheels.
truck. Refer to Figure 5-2.
2. Open the bleeddown valves on the brake
The brake disc wear indicator tool is inserted in a port manifold in the hydraulic brake cabinet and
which is open to cooling oil. Removal of the bleed all pressure from the brake accumulators.
inspection hole plug to insert the brake disc wear Close the valves after the pressure is released.
indicator will cause the loss of some of this oil. 3. Thoroughly clean the brake assemblies,
Advance planning will help to minimize oil loss. especially the area surrounding cooling oil lines.
Consider scheduling front brake disc wear 4. Remove the hex head O-ring plug from port (5,
inspections along with the recommended 1000 hr. Figure 5-3). Quickly insert the brake wear
change of hydraulic oil and filters. Rear brakes indicator tool and tighten it securely.
should be inspected for wear whenever the rear tires
are removed. Also consider obtaining additional NOTE: The front wheel brakes have a diagnostic
brake disc wear indicator tools for permanent connector installed for measuring brake apply
installation on truck. If all brake assemblies are pressure. The rear brakes do not have a diagnostic
equipped with disc wear indicators, future checks will connector installed on the brake backplate, but
not require installation and removal. instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine. Allow the steering system

pressure to stabilize and the brake
accumulators to fill.
6. While fully applying the service brake pedal,
check the brake disc wear as follows:
a. Remove cover (1, Figure 5-2) from the wear
indicator.
b. Push pin (8) inward until it stops against the
brake piston.
c. Measure the distance from indicator pin end
FIGURE 5-2. BRAKE WEAR INDICATOR face (2) to housing face (3).
 If indicator pin end face (2) is even with
1. Cover 5. O-Ring housing face (3) or below, disc pack is worn
to the maximum safe wear limits. The brakes
2. Indicator Pin End 6. Tool Housing
should be scheduled for rebuild.
Face 7. O-Ring
3. Housing Face 8. Indicator Pin  If indicator pin end face (2) extends out
4. O-Ring beyond housing face (3), brake disc wear is
still within allowable limits.
7. Pull pin (8) outward until it stops against tool

housing (6). Install cover (1).

8. Release the brakes. Shut off the engine and BRAKE REBUILD
wait 90 seconds to allow the steering
accumulators to bleed down. The brake assembly should be disassembled and
reassembled on a clean, dry work surface. The
9. Open the bleeddown valves on the brake surface should be wooden if possible. If it is metal,
manifold in the hydraulic brake cabinet and the surface should be covered with padding to
bleed all pressure from the brake accumulators. prevent damaged to machined surfaces. Match mark
Close the valves after the pressure is released. individual parts for correct orientation before
10. Remove the brake disc wear indicator tool and disassembly.
reinstall the O-ring plug in the port.
If a rear wheel brake is to be disassembled, start with
11. To check the remaining brake assemblies, Step 1 below. If a front wheel brake is to be
repeat Steps 4 through 10. disassembled, start with Step 5.
NOTE: Checking the disc wear in all the brake
assemblies is recommended. Disc wear in one brake
assembly may be different from another due to
dissimilar operation of parts and/or haul profiles
which require repeated braking while steering in one The front brake assembly weighs approximately
direction only. 1 460 kg (3210 lb). The rear brake assembly
weighs approximately 1 820 kg (4000 lb). Make
12. Refill the hydraulic tank as required.
sure that any lifting devices are rated to handle
13. If brake repairs are necessary, refer to Brake the load.
Rebuild later in this section.
Disassembly
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5, and 7, Rear Wheel Brake Only:
Figure 5-2).
Refer to Wheel Motor Rebuild instructions for
removal of the rear wheel brake assembly from the
wheel motor.
1. Verify that socket head capscrews (3, Figure 5-
1) are installed at each of the six locations on
back plate (11). These capscrews are required
to retain 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 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) that
retain the hub to the seal carrier.
4. Make sure that the hub and other parts are
marked to ensure proper orientation during
reassembly. Lift hub adaptor (1) from the brake
assembly. Note the number of shim packs that
are installed at six locations between the seal
carrier and hub.
FIGURE 5-3. BRAKE DISC WEAR INDICATOR

INSTALLATION
(Left Front Brake Shown)
1. Brake Assembly 4. Diagnostic Coupler
2. Brake Apply Line 5. Wear Indicator
3. Brake Cooling Line Installation Port

Both Front and Rear Wheel Brakes: 6. Remove socket head capscrews (2, Figure 5-
5). Lift seal carrier (1) off the brake assembly
Remove the front wheel/brake assembly according to
with oil seal (13) and seal assembly (14).
the instructions in Section G, Front Wheel Hub and
Spindle. NOTE: Socket head capscrews (2) are required to
5. Position the brake assembly on a work surface retain and position the seal carrier on the back plate
with the ring gear retainer bars on the bottom as when the brake assembly is not installed on the
shown in Figure 5-5. wheel hub, or during brake assembly shipping or
storage. Brake assembly tool group (EK3789) must
be installed to retain the inner gear inside the brake
assembly.

hardened flat washers (5) from back plate (3).
8. Insert a 7/8 UNC x 2 in. pusher bolt in each of
the three tapped holes in the back plate.
Tighten the bolts evenly to lift the back plate
from ring gear (7). Remove and discard O-ring
(6).
9. Note the order of assembly of the discs, then
remove damper (10) from the top of the stack.
Remove friction discs (11), separator plates (9)
and the remaining damper at the bottom of the
stack.
10. Rotate the brake assembly to position flat bars
(4, Figure 5-4) from brake assembly tool group
(EK2789) on top as shown.
11. Remove short capscrews and lockwashers (3)
that retain the flat bars to the housing.
FIGURE 5-4. BRAKE ASSEMBLY

1. Ring Gear 4. Flat Bar
2. Back Plate 5. Inner Gear
3. Capscrew and
Lockwasher

FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier 6. O-Ring 11. Friction Disc
2. Capscrew 7. Ring Gear 12. Inner Gear
3. Back Plate 8. Piston Housing 13. Oil Seal
4. Capscrew 9. Separator Plate 14. Seal Assembly
5. Hardened Washer 10. Damper
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL
1. Piston Housing 3. Hardened Washer 5. Ring Gear

2. Capscrew 4. O-Ring

FIGURE 5-7. PISTON REMOVAL
1. Capscrew 3. Piston Retract Spring 6. Seal Assembly

2. Spring Guide 4. Piston Assembly 7. Seal Assembly
5. Piston Housing
12. Attach a lifting strap through the shipping bars 15. Position the piston assembly with piston retract
and lift inner gear (5) out of the brake assembly. springs (3) on top as shown in Figure 5-7.
Remove the shipping bars and spacers. 16. Remove capscrews (1, Figure 5-7), spring
13. Remove capscrews (2, Figure 5-6) and guides (2), and piston retract springs (3).
hardened washers (3) from piston housing (1).
NOTE: The threads of capscrew (1) are coated with
14. Insert a 7/8 UNC x 2 in. pusher bolt in each of Loctite® during assembly. A small amount of heat
the three tapped holes in the piston housing. applied to the piston housing may be required for
Tighten the bolts evenly to lift the housing from easier removal.
ring gear (5). Remove and discard O-ring (4).
17. Loosen or remove the plugs that are installed in
the piston housing ports. Carefully lift piston (4)
out of housing (5). Remove seal assemblies (6)
and (7).

Cleaning and Inspection 5. Inspect piston retract springs (3, Figure 5-7).
Check for free height and test for height under
load. Replace the springs if they are not within
approximately 10% of specification.
Free Height:
If the brake wear indicator test indicates internal . . . . . . . . . . . . . . . . . . . . . 101.6 mm (4.00 in.)
brake components are worn to the maximum Height @ 1 000 N (225 lb) working load:
allowable limit, it is recommended that all friction
. . . . . . . . . . . . . . . . . . . . 85.12 mm (3.351 in.)
discs, separator plates and dampers should be
replaced with new parts. Always replace seal Height @ 2 669 N (600 lb) working load:
assemblies and O-rings with new parts. . . . . . . . . . . . . . . . . . . . . . 69.9 mm (2.750 in.)
1. Clean all parts thoroughly before inspection. 6. Inspect the friction discs for warping, tooth wear
and excessive friction material wear. Replace
2. Remove and discard the toric rings from the the friction discs if wear exceeds the minimum
floating ring oil seal assembly in seal retainer groove depth.
(10, Figure 5-1) and back plate (11). Inspect the
polished (mating) surfaces of the seal ring for Disc thickness including friction material:
scratches and other damage. Inspect the . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.)
contact band of the mating faces to determine Friction material thickness (new)
the amount of wear.
. . . . . . . . . . . . . . . . . . . . . . . 1.1 mm (0.04 in.)
A new seal will have a contact band (dimension Nominal friction material groove depth:
"A", Figure 5-8) that is approximately 1.6 mm
. . . . . . . . . . . . . . . . . . . . . 0.63 mm (0.025 in.)
(0.06 in.) wide. As wear occurs, the contact
band will widen slightly (dimension "B") and Minimum allowable friction material groove
migrate inward until the inside diameter is depth:
reached and the entire seal assembly must be . . . . . . . . . . . . . . . . . . . . . 0.25 mm (0.010 in.)
replaced. The remaining seal life can be Flatness over friction material (new)
estimated by the width of the contact band.
. . . . . . . . . . . . . . . . . . . . . 0.45 mm (0.018 in.)
3. Inspect the piston housing for nicks and
7. Inspect the separator plates for warping and
scratches in the piston seal area. If nicks or
tooth wear.
scratches cannot be removed by polishing,
replace the housing. Disc thickness (new)
4. Inspect the piston seal assembly grooves for . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
damage. Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
8. Inspect the damper plate for warping, tooth
wear and excessive facing material wear.
Disc thickness, including facing material
(new)
. . . . . . . . . . . 8.2 ± 0.5 mm (0.323 ± 0.020 in.)
Disc thickness, steel plate only (new)
. . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
9. Inspect ring gear (4, Figure 5-1) for excessive
tooth wear and nicks and scratches in O-ring
seal grooves.
10. Inspect inner gear (6) for excessive tooth wear
FIGURE 5-8. SEAL WEAR PROGRESSION and damage at capscrew holes.

Assembly Piston Leakage Test:
8. Test the piston/housing assembly as follows:
a. Install a plug in brake apply pressure port (2,
Figure 5-9).
The work area must be clean! Handle all parts b. Install a fitting in the remaining port. Attach a
carefully to avoid damage to polished sealing hydraulic pressure test device to the fitting.
surfaces. c. Slowly apply pressure and loosen the apply
1. Check the bore of piston housing (5, Figure 5-7) port plug to bleed air from the piston cavity.
for nicks, scratches and dirt particles. Position d. Cycle the piston to full stroke ten times by
the housing on a work surface with the bore applying 2070 kPa (300 psi) of hydraulic
facing up. pressure. Observe the piston for leakage.
2. Lubricate the square section O-ring portion of
e. Minor oil seepage (non-measurable) is
piston seal assemblies (6) and (7) with type C-4
permissible. If leakage is greater,
hydraulic oil and install them in the grooves of
disassemble the piston assembly and
piston (4). Make sure that the O-ring is not
determine the cause.
twisted.
9. After completion of the piston leakage test,
3. Lubricate the piston groove and outer piston
release the pressure, remove the hydraulic
seal rings. Install the seal in the grooves over
source and drain the oil from the piston apply
the O-rings, using your fingers or a smooth
cavity. Plug the ports to prevent contamination.
rounded object to push the seal into the groove.
4. Install two equally spaced 1/2 UNC x 5 in. guide 10. Install O-ring (4, Figure 5-6) in the groove of ring
studs in the housing at the piston retract spring gear (5).
mount tapped holes. 11. Attach lifting eyes to the piston/housing
5. Lubricate the housing bore. Install lifting eyes assembly and lower it into position over the ring
and attach an overhead hoist to the piston. gear. Install capscrews (2) and hardened
Position the piston over the housing with the washers (3). Alternately tighten the capscrews
retract spring cavity holes aligned with the studs to 780 N·m (575 ft lb).
that were installed in Step 4. Place a spring 12. Insert inner gear (5, Figure 5-9) into the
guide over each stud to aid in alignment. assembly. Orient the gear as shown.
6. Carefully lower the piston straight into the
13. Install brake assembly tool group (EK3798).
piston housing bore until it is seated against the
Place flat bars (4, Figure 5-9) over the piston
housing. If necessary, seat the piston by
housing as shown. Attach the flat bars using
tapping it with a soft mallet.
short capscrews and lockwashers (7) at the
7. Assemble 12 capscrews (1), spring guides (2) outer ends. Insert pipes (9) and long capscrews
and piston retract springs (3). Apply Loctite® to and lockwashers (8) as shown to retain the
the capscrew threads and install the assembled inner gear in position.
parts through the piston into the tapped holes in
14. Attach lifting eyes to the assembly. Lift and
the housing. Tighten the capscrews to 122 N·m
rotate it to place the piston housing on the
(90 ft lb).
bottom.

FIGURE 5-9. INNER GEAR INSTALLATION
1. Cooling Oil Port 5. Inner Gear 9. Pipe*
2. Brake Apply Pressure Port 6. Drain Plug 10. Wear Indicator Installation
3. Piston Housing 7. Capscrew & Lockwasher* Port
4. Flat Bar* 8. Capscrew & Lockwasher* 11. Ring Gear
* Components of Brake Assembly Tool Group (EK3798)

FIGURE 5-10. DISC PACK INSTALLATION
1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing
15. Install the brake discs as follows: 18. Install seal assembly (14) in the cavities in the
back plate and seal carrier. Refer to Floating
a. Insert damper disc (1, Figure 5-10) into the
Ring Seal Assembly & Installation.
ring gear and inner gear with the friction
material (down) facing piston (5). 19. Install oil seal (13) in the back plate. Pack the
area between the seal lips with grease.
b. Insert friction disc (2) on top of the damper.
20. Install the seal carrier on the back plate. Install
c. Install a separator plate (3).
six 1/2” - 13 NC x 3/4” in. socket head
d. Continue installing the remaining friction capscrews to retain the seal carrier in position
discs and separator discs, alternating each until the brake assembly is installed on the
type as installed. truck.
NOTE: The disc pack contains a total of ten friction NOTE: For a front wheel brake assembly, the seal
discs, nine separator plates, and two damper discs. must be setup for proper seal compression after the
Install the remaining damper on top of the last friction brake assembly is installed on the truck. Refer to
disc with its facing material on top (unfaced side Seal Assembly Gap Check in Section G3, Front
toward top friction disc). Wheel Hub and Spindle.
16. Using new O-ring (6, Figure 5-5), install back 21. Assembly is now complete if the brake
plate (3) over the ring gear. Make sure that the assembly is to be installed on a front wheel.
back plate is oriented properly according to the Refer to Section G3, Front Wheel Hub and
match marks that were made during Spindle, for brake installation instructions.
disassembly. If the brake assembly is to be installed on a rear
NOTE: A seal carrier socket head capscrew hole on wheel, perform the following additional steps.
the back plate should be aligned with the drain plug
on the piston housing.
17. Install capscrews (4) and hardened washers
(5). Alternately tighten the capscrews to 780
N·m (575 ft lb).

Rear Wheel Brake Assembly Only:
22. Check the integrity of the seals before installing
the brakes on the truck.
a. Cap the cooling oil ports and pressurize the
brake to a maximum of 103 kPa (15 psi).
b. Close off the air supply and monitor the
interior brake pressure for 15 minutes.
c. If the air pressure decreases rapidly, a
displaced or damaged brake seal is
indicated. Disassemble the brake and
reinstall or replace the seal.
23. Install new O-ring (1, Figure 5-11) in the hub
groove.
24. Position the hub over the seal carrier. Orient the
hub according to the marks that were made
during disassembly to align the hub flange
holes with the seal retainer tapped holes.
25. Insert the following shims (4) between the hub
flange and seal carrier (5) at each pair of
capscrews (six places):
 Ten . . . . . . . . . . . . 0.51 mm (0.020 in.) thick FIGURE 5-11. REAR BRAKE, HUB INSTALLATION
 One . . . . . . . . . . . 0.25 mm (0.010 in.) thick 1. O-Ring 6. Socket Head
26. Install capscrews and lockwashers (3) and 2. Hub Adapter Capscrews
tighten them securely. 3. Capscrews and 7. Ring Gear
Washers 8. Capscrew and
4. Shims Hardened Washer
5. Seal Carrier 9. Inner Gear

Seal Gap Adjustment: 28. Tighten capscrews (3, Figure 5-11) to 122 N·m
(90 ft lb).
27. Adjust the seal gap. Refer to Figure 5-12.
29. Install capscrews and hardened washers (8). It
a. Measure seal gap "A" at three equally
will be necessary to remove the shipping bars
spaced locations. Add the three dimensions
from the inner gear to access some capscrews.
and divide by 3 to determine an average
Alternately tighten the capscrews to 2 705 N·m
dimension.
(1995 ft lb). Replace the shipping bars.
b. Add 551.53 mm (21.714 in.) to the average
dimension determined in Step a.
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 the change
in the shim pack.
e. Add or remove equal quantities and
thicknesses of shims (as determined in Step
d) at the six shim pack locations. The shim
pack must provide a final dimension "B"
within 0.13 mm (0.005 in.) of the dimension
that was calculated in Step b.
FIGURE 5-12. SEAL GAP ADJUSTMENT

Example
Step a: average gap "A" = 6 mm (0.236 in.)
Step b: 6 mm (0.236 in.) + 551.53 mm (21.714 in.) =
557.53 mm (21.950 in.)
Step c: average dimension "B" = 559 mm (22.008 in.)
Step d: 557.53 mm (21.950 in.) - 559 mm (22.008 in.) =
-1.47 mm (0.058 in.)
Step e: Removing three 0.51 mm (0.020 in.) shims would
result in a dimension "B" of 557.47 mm (21.947 in.),
which is within the tolerance limit of .13 mm (0.005 in.).

Floating Ring Seal Assembly & Installation
Failures are usually caused by combinations of
factors rather than one single cause, but many
failures have one common denominator: Assembly
Error! When using tri-chloroethane or any solvent,
Floating ring seals should always be installed in avoid prolonged skin contact. Use solvents only
matched pairs; that is, two new rings or two rings in well ventilated areas and use approved
that have previously run together. Never assemble respirators to avoid breathing fumes. Do not use
one new ring and one used ring, or two used rings near open flame, welding operations or other
that have not previously run together. heated surfaces exceeding 482°C (900°F). Do not
ALWAYS USE NEW TORIC RINGS! smoke around solvents.
1. Inspect the seal surfaces and mounting cavities
for rough tool marks or nicks that may damage Both ramps must be dry. Use clean, lint-free cloths
rubber seal rings. Hone them smooth and or lint-free paper towels for wiping.
clean, if required.
NOTE: Oil from adjacent bearing installations or seal
2. Remove any oil, dust, protective coating or
ring face lubrication must not get on the ramp or toric
other foreign matter from the metal seal rings,
until after both seal rings are together in their final
the toric rings, and both the housing and seal
assembled position.
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry 3. Install the rubber toric on the seal ring.
completely. Use clean, lint-free material such as
Micro-Wipes # 05310 for cleaning and wiping.
Make sure that it is STRAIGHT! Make sure that 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
ring.
NOTE: Handle the seal carefully. Nicks and
scratches on the seal ring face can cause leaks.
FIGURE 5-13. SEAL TERMINOLOGY
1. Seal Ring 5. Seal Ring Housing

2. Rubber Toric 6. Seal Ring Face
3. Housing Retainer Lip 7. Seal Ring Ramp
4. Housing Ramp 8. Seal Ring Retainer Lip

4. Place the installation tool onto the seal ring with 6. Use a sight gauge to check the variation in the
the toric ring. Refer to Section M, Special Tools, seal ring "assembled height" in four places that
for the installation tool part number. Lower the are 90 degrees apart.
rings into a container of tri-chloroethane until all
Height variation around the assembled ring
surfaces of the toric ring are wet.
should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05
in.) for the brake assembly floating seal or 1.14
± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying it with tri- 7. If small adjustments are necessary, do not
chloroethane #111. push directly on the seal ring. Make any
DO NOT USE Stanosol or any other liquid that required adjustments with the installation tool.
leaves an oily film or does not evaporate quickly.
5. With all surfaces of the toric ring wet, use the
installation tool to position seal ring and toric
ring squarely against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to pop
(push) the toric ring under the housing retaining lip.
NOTE: The toric ring 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
eventual failure.

8. The toric ring must not slip on the ramps of 9. Wipe the polished metal seal surfaces with
either the seal ring or housing. To prevent clean tri-chloroethane to remove any foreign
slippage, wait at least two minutes to let all the material or fingerprints. No foreign particles of
tri-chloroethane evaporate before further any kind should be on the seal ring faces.
assembly. Once it is correctly in place, the toric Something as small as a paper towel raveling
ring must roll on the ramps only. If correct will hold the seal faces apart and cause
installation is not obvious, repeat Steps 4 leakage.
through 7.
10. Apply a thin film of clean oil on the seal faces.

Use a lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.
Before assembling both seals and housing
together, wait at least two minutes to let all tri-
chloroethane evaporate. Some may still be
trapped between the toric ring and the housing
ramp.

10. Ensure that both housings are in correct NOTE: Do not slam, bump or drop the seals together.
alignment and are square and concentric. Move High impact can damage the seal face and cause
the parts slowly and carefully toward each leakage.
other.
Ensure seals are

square and concentric.

WET DISC BRAKE BLEEDING Front Wheel Brakes:
PROCEDURE NOTE: The front wheel brakes are equipped with a
NOTE: Rear wheel brakes must be bled before rear diagnostic coupler in brake apply pressure port (2,
tire installation. Figure 5-9) on the brake back plate. A hose with a
mating fitting can be attached and used to direct the
1. Make sure that the hydraulic brake supply
oil into a container during the bleeding process.
(steering circuit) is operating properly.
8. Attach a hose to the diagnostic coupler.
2. If necessary, charge the brake system
accumulators. Refer to Section J3, Brake 9. Slowly depress the brake pedal until the service
Circuit Component Service. brake is partially applied.
3. Make sure that the bleed down valves on brake 10. After the oil runs clear of contaminants and free
accumulator manifold are closed. of bubbles, remove the hose from the
4. Check the hydraulic tank oil level and fill if diagnostic coupler. Release the brake pedal.
necessary. 11. Repeat Steps 8 through 10 for the other front
5. With the wheels securely blocked, start the wheel brake.
engine and allow the accumulators to fill. 12. Shut off the engine and allow the steering
6. Slowly depress the brake pedal until the service accumulators to bleed down. Check the
brake is partially applied. hydraulic tank oil level and fill if necessary.
Rear Wheel Brakes:

7. Crack open the plug in brake apply pressure
port (2, Figure 5-9) on the brake back plate.
Close the plug after the oil runs clear of
contaminants and free of bubbles. Repeat for
the other rear wheel brake.
NOTE: The other brake cooling oil line has a single
hex plug located next to it. This is the brake wear
indicator port. DO NOT use this port for bleeding the
brake.

NOTES

SECTION J7
PARKING BRAKE
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Cleaning and Inspecting New Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-8
PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-9
J07018 5/11 Parking Brake J7-1

NOTES
J7-2 Parking Brake 5/11 J07018

PARKING BRAKE
OPERATION When the directional control lever is in PARK, the
parking brake solenoid valve (SV2) located on the
The truck is equipped with a dry disc type parking brake manifold in the hydraulic brake cabinet is de-
brake assembly mounted on each wheel motor rotor energized, which removes hydraulic pressure from
shaft. The parking brake assemblies are inboard the parking brake assemblies. Internal belleville
mounted and can be accessed through the rear axle springs in the parking brake assemblies act on the
housing hatch. piston to compress the disc pack, preventing rotation
The parking brake is intended to prevent truck of gear (4, Figure 7-1), which is mounted on the
movement after the truck has stopped and the wheel motor rotor shaft.
engine is shut off. The parking brake is not for use When the directional control lever is moved from
during truck loading or dumping operations. Refer to PARK, pressurized oil is supplied to the brake
the Operation and Maintenance Manual for additional assemblies through the now energized parking brake
brake system operation instructions. solenoid valve. Oil pressure applied to the parking
brake piston compresses the belleville springs,
releasing the discs to allow the wheel motor rotor
The parking brake is a spring applied, hydraulically gear to rotate.
released, multiple disc type brake that is actuated by
the placing the directional control lever in PARK. System interlocks prevent application of the parking
brake if the truck is in motion.
FIGURE 7-1. PARKING BRAKE

INSTALLATION
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 brakes require periodic inspection to Removal
determine the amount of wear incurred to ensure that
NOTE: Whenever possible, parking brake repairs
adequate brake torque is available. The following
should be performed when the wheel motor is
inspection should be made at 500 hour intervals.
removed from the truck. If repairs are necessary
Inspection when the wheel motor is installed, a lifting device
must be set up inside the rear axle housing to
1. Securely block the wheels to prevent the truck support the weight of the parking brake assembly
from rolling away. when it is removed from the wheel motor.
to bleed down. Open bleed down valves (1) and The parking brake assembly weighs
(3, Figure 7-2) to bleed down the brake approximately 159 kg (350 lb). Ensure that the
accumulators. lifting device is capable of supporting the weight
3. Open the rear axle housing hatch. Check for of the brake assembly when removed.
signs of oil leakage and damage.
4. Measure the amount of disc wear on both from rolling away.
parking brake assemblies as follows:
a. Insert a depth micrometer through each turn the rest switch ON. Turn the key switch
piston position hole (18, Figure 7-5) and OFF to shut down the engine and allow 90
record the dimensions. seconds for the steering system accumulators
b. Add the three measurements and divide the to bleed down. Open bleed down valves (1) and
total by 3 to determine the average. (3, Figure 7-2) to bleed down the brake
accumulators.
c. If the resulting average of the three
3. Open the rear axle housing access door and
measurements is greater than 24 mm (0.969
remove the wing nuts that retain the duct inside
in.), the parking brake assembly must be
the door. Remove the duct tube and open the
removed and rebuilt.
access covers inside the axle housing. Remove
the cooling ducts as required to set up a lifting
device for brake removal.
4. Disconnect parking brake apply supply hose (7,
Figure 7-1) from the parking brake.
5. Remove capscrews and lockwashers (9). Install
guide studs in two of the mounting holes to
support the parking brake assembly when it is
removed from the wheel motor frame.
6. Slide the parking brake assembly out of the
wheel motor frame and off inner gear (4).
Remove the parking brake assembly from the
rear axle housing.

(Rear Brake)
2. Automatic Apply Valve
(Front Brake)

7. If rotor shaft gear (4, Figure 7-1) is worn, Disassembly
damaged or otherwise requires removal, 1. Match mark parking brake housing (3, Figure 7-
perform the following steps: 5), piston housing (4), and end cap (5).
NOTE: The gear is shrink fit on the splined motor
shaft.
a. Remove capscrew and hardened washer (6,
Figure 7-1) from the shaft. Remove retainer
plate (5). The following procedure is necessary to properly
b. Install a gear puller using the tapped holes relieve the pressure exerted by the belleville
provided in gear (4). springs on the end cap. Failure to follow this
procedure could result in capscrew failure and
c. Apply heat around gear hub area while personal injury during disassembly.
tightening the puller until gear is removed
from shaft. 2. Loosen 12-point capscrews (10) evenly in 27
N·m (20 ft lb) increments. Alternate by
Installation selecting a successive capscrew that is located
approximately 180 degrees from the previously
1. If the rotor shaft gear was removed, install the loosened capscrew.
gear before installing the parking brake on the
wheel motor: Continue loosening capscrews until the spring
a. Thoroughly clean gear (4, Figure 7-1) and pressure is released and the capscrews and
the shaft. Inspect the splines and remove washers can be removed by hand.
any burrs that may interfere with installation. 3. Remove end cap (5). Lift belleville springs (7)
b. Heat the gear to 280°C (536°F). Immediately out of the counterbore of piston (6).
install the gear on the shaft. The gear must 4. Lift the piston/housing assembly off the dowels
be fully seated against the shoulder of the in housing (3).
rotor shaft. 5. Remove springs (1), separator discs (12), and
c. Install retainer plate (5), washer and friction discs (13).
capscrew (6). Tighten the capscrew to 595 - 6. Remove piston (6) from piston housing (4).
670 N·m (440 - 495 ft lb). Remove and discard piston seals (8) and (9).
2. Install two guide studs in the wheel motor frame
to guide the parking brake assembly into Cleaning and Inspection
position. Ensure that the mating surfaces are 1. Clean all parts thoroughly.
clean and free of burrs. 2. Inspect dowel pins (2). If the dowel pins are
3. Lift the parking brake into position for grooved from excessive wear or otherwise
installation. Note the proper orientation damaged, press them out of housing (3).
depending on whether the parking brake is to 3. Check the free height of compression springs
be installed on a left or right wheel motor. (The (1) and test for height under load. Replace the
bleeder screw at the top of the parking brake springs if they are not within approximately 10%
will be tilted toward the front of the truck.) of specification.
4. Slide the parking brake over the guide studs
and the gear on the wheel motor rotor shaft. Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
5. Install capscrews and lockwashers (9) Tighten Height @ 162 N (36.4 lb):. . . . . . 8.89 mm (0.350 in.)
the capscrews evenly to ensure that the parking
brake housing is properly seated on the wheel
motor. Tighten the capscrews to a final torque of
300 N·m (220 ft lb).
6. Connect parking brake supply hose (7) and
remove any lifting equipment.
7. Bleed the air from the parking brake apply line
and housing. Refer to Parking Brake Bleeding
Procedure later in this section.
8. Install all ducts that were removed.

4. Inspect Belleville washers (7) for cracks and e. Note the depth indicator as it moves from
damage. Replace any springs that are 10% to 100% compression of the cone
damaged or significantly worn. height. Record the force that is required to
5. Measure the unsprung total height (cone height deflect the Belleville washer in 10%
+ material thickness) of Belleville washers (7). It increments up to 100% of the unsprung cone
must be greater than or equal to 21.16 mm height as shown in Table 1.
(0.833 in.). Discard any Belleville washers that f. Repeat Steps c through e three times.
do not meet this specification.
g. Average the three recorded force values
6. A load deflection test must now be conducted to from Step f for a respective deflection
determine whether the Belleville washers will be percentage.
reused or discarded. The equipment that is
needed for this test are as follows: h. Compare the average force values with the
"Minimum" values in Table 1. If all of the
• Universal Testing Machine (UTM) - average force values are above or equal to
capacity minimum of 18 144 kgf (40,000 lbf) in the minimum specified values, the Belleville
compression washer is acceptable for use in the parking
• Machined flat plate brake assembly.
• Height stand and depth indicator with i. If any of the average force values are below
minimum range of 25 mm (1 in.) the minimum specified values, the Belleville
a. Place the Belleville washer on a clean, flat washer will not be of sufficient strength to
and leveled testing machine bed. cause the piston to compress and hold the
disc pack. Discard the Belleville washer and
b. Put the machined flat plate on top of the replace it with a new one during assembly.
Belleville washer. Make sure that the plate
7. It is recommended that the separator discs and
will not slip from the Belleville washer when
friction discs be replaced if wear is indicated.
force is applied.
c. Adjust the height stand so that the depth Min. friction disc material (each side):
indicator is at zero. 1.52 mm (0.06 in.)
d. Gradually apply force. Follow all necessary

safety precautions for operating the UTM. 8. Check the piston and piston housing bore for
The Belleville washer will start deflecting due scratches, nicks, pitting and other defects that
to compression as shown in the example in may cause seal leakage. Slight defects may be
Figure 7-3. repaired by polishing.
FIGURE 7-3. BELLEVILLE WASHER DEFLECTION

Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS
Load
Percentage Deflection
Average Minimum
10% 0.94 mm (0.037 in.) 2 285 kgf (5,038 lbf) 1 828 kgf (4,030 lbf)
Assembly 4. Assemble seals (8) and (9) on the piston:

NOTE: New friction discs and separator discs must a. Install the O-ring seal in the bottom of each
be cleaned and inspected to ensure proper parking groove. Make sure that the O-rings are not
brake operation. If new discs are being installed, twisted.
refer to Cleaning and Inspecting New Discs later in b. If available, use an expander to expand the
this section. outside diameter of each seal enough to
1. If dowel pins (2, Figure 7-5) have been allow it to slide onto the piston.
removed, press new dowel pins into the holes in NOTE: If an expander tool is not available, the seals
housing (3) until they are fully seated against may be heated to 204°C (400°F) MAXIMUM. This
the shoulder. will allow ring to be manually expanded until it will fit
2. Install one separator disc (12) over the dowel over piston.
pins. Insert one compression spring (1) over the
c. When each seal is over the groove, resize by
dowel pins. Insert one friction disc (13).
compressing the seal ring. Use a full circle
3. Install second compression spring (1) over the clamp with any sharp edges or grooves
dowel pins. Install one separator disc (12) over covered to prevent damage to the seal
the dowel pins. Insert second friction disc (13). surfaces.
Install remaining separator disc (12) over the
dowel pins. d. Install the quad ring in each seal.
5. Lubricate the piston seals and insert piston (6)
NOTE: The internal teeth of the two friction discs
into piston housing (4).
must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to 6. Install piston/housing assembly over the dowels
enable the completed assembly to be installed in housing (3).
properly. If available, a mating gear as installed on 7. Place belleville springs (7) in the piston
the wheel motor rotor shaft should be used to simplify counterbore as shown in Figure 7-5.
alignment. 8. Place end cap (5) on the assembly and insert
capscrews (10) with hardened washers (11). Do
not tighten the capscrews.

During the manufacture of friction discs, excess
adhesive, which is used to bond the friction material
to the disc, may get onto the inner teeth of the friction
disc and solidify. This adhesive may prevent the
friction disc from properly engaging the parking brake
The following procedure is necessary to properly adapter gear.
compress the belleville springs. Failure to follow
this procedure could result in capscrew failure 1. Inspect the inner teeth of each friction disc. The
and personal injury during assembly. teeth must be free of burrs and excess
adhesive. Refer to Figure 7-4.
9. Select three capscrews that are 120° apart and
mark them. 2. If adhesive is found on the teeth, use a diamond
needle file (half-round, 150 grit) to slowly and
a. Tighten the marked capscrews to 41 N·m carefully remove the excess adhesive from the
(30 ft lb). Snug the remaining capscrews inside of each affected tooth.
after each of the marked capscrews is
3. Thoroughly clean the teeth with an organic-
tightened in the following steps.
based cleaning solvent as detailed previously.
b. Retighten the marked capscrews until the
gap between the end cap and piston housing
is equalized.
c. Retighten the marked capscrews in 27 N·m
(20 ft lb) increments until they are fully
tightened to 122 N·m (90 ft lb).
d. Tighten the remaining capscrews to 122 N·m
(90 ft lb).
10. Install bleeder and O-ring plug (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.
11. Slowly apply pressure and open the bleeder
valve to bleed air from the piston cavity. Close
the bleeder. Apply 2 068 kPa (300 psi) of
hydraulic pressure and hold it for one minute.
FIGURE 7-4. FRICTION DISC INNER TEETH
12. Check for oil leakage. If leakage occurs, the
1. Adhesive
parking brake assembly must be disassembled
2. Excess Adhesive on Inner Tooth
and repaired.
Cleaning and Inspecting New Discs

A rust preventive coating is applied to separator NOTE: If a new wheel motor is installed or adapter
discs and friction discs. This coating must be gear (14, Figure 7-5) is replaced, clean the rust
removed before installing the parking brake. preventive coating from the adapter gear teeth with
an organic-based cleaning solvent as detailed
NOTE: Use a cleaner containing organic-based previously. Do not install the parking brake until the
solvents, such as acetone, methanol or ethanol, to adapter gear is completely dry.
clean the coating from the discs. Water-based
cleaners, such as mild soaps and detergents, do not
adequately remove the rust preventive coating.
1. Spray or coat both sides of the disc with the
cleaner.
2. Use a cloth to quickly wipe away the coating
before the cleaner evaporates.
3. Reapply the cleaner and wipe as necessary.

PARKING BRAKE BLEEDING 4. Start the engine and allow the steering system
PROCEDURE to fully charge (pump unloads). Then move the
directional control lever to NEUTRAL to
1. Securely block the wheels to prevent the truck disengage the parking brake.
from rolling away.
5. Connect a clear plastic hose to bleeder screw
2. Place the directional control lever in PARK and (17, Figure 7-5). Place the other end of hose
turn the rest switch ON. Turn the key switch into a container.
seconds for the steering system accumulators 6. Slowly open the bleeder screw and allow
to bleed down. Open bleed down valves (1) and hydraulic oil to run until it is clear and free of
(3, Figure 7-2) to bleed down the brake bubbles. Close the bleeder screw securely.
accumulators. 7. Repeat Steps 5 and 6 for the other parking
3. Open the rear axle housing access door. Close brake.
the brake accumulator bleed down valves. 8. Shut off the engine. Remove the bleed
equipment and close the rear axle housing
hatch.
FIGURE 7-5. PARKING BRAKE ASSEMBLY

1. Compression Spring 7. Belleville Springs 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Adapter Gear
3. Parking Brake Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap 11. Hardened Washer 17. Bleeder Screw
6. Piston 12. Separator Disc 18. Piston Position Holes

NOTES

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
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECKOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033 Index L1-1

NOTES
L1-2 Index L01033

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
L02034 12/11 Hydraulic System L2-1

NOTES
L2-2 Hydraulic System 12/11 L02034

HYDRAULIC SYSTEM
The following is a general description of the hydraulic HYDRAULIC PUMP MODULE
system. Additional information concerning individual
component description and operation can be found Hydraulic pumps (16) and (18, Figure 2-1) are
under the different system circuits such as the hoist mounted on a modular structure behind the traction
circuit, steering circuit, and hydraulic brake circuit. alternator. The pump module also contains pilot
operated hoist valve (3), which controls operation of
the hoist cylinders during body dumping operations.
Overcenter manifold (10) contains internal valves (8)
and (9), which ensure smooth operation and
maximum service life from the hoist cylinders.
The overcenter manifold also provides quick
disconnect fittings (12) to allow operation of the hoist
circuit by an external hydraulic source or to use the
hoist circuit of the truck to dump the load from a
disabled truck.
FIGURE 2-1. HYDRAULIC PUMP MODULE

1. Hoist Valve Tank Return (To 7. Supply From Hoist Pump & Filter 14. Steering Pump Inlet Port
Brake/Hoist Return Manifold) 8. Counterbalance Valve 15. Unloader Valve
2. Supply to Pilot Valve 9. Needle Valve 16. Steering/Brake Pump
3. Hoist Valve 10. Overcenter Manifold 17. Hoist Pump Inlet Hoses
4. From Pilot Valve 11. Hoist Cylinder Supply Tubes 18. Hoist Pump
5. To Brake/Hoist Return Manifold 12. Hoist Quick Disconnects 19. Pump Driveshaft
6. Work Port Outlet 13. Pump Case Drain Line

HOIST CIRCUIT OPERATION
The hoist, steering and brake circuits share a
common hydraulic tank (7, Figure 2-2). The tank is
located on the left side of the frame in front of the
rear wheels. The service capacity of the tank is 947 L
Relieve pressure before disconnecting hydraulic
(250 gal). Type C-4 hydraulic oil is recommended for
and other lines. Tighten all connections before
use in the hydraulic system. Oil used in the hoist,
starting truck.
steering and brake circuits flows from the bottom of
the tank through 100 mesh wire suction strainers.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by Hydraulic oil from the tank is supplied to a gear type
penetrating the skin and cause serious injury and hoist circuit pump (18, Figure 2-1), rated at 931 l/min
possibly death if proper medical treatment by a (246 gpm) @ 1,900 RPM and 17 200 kPa (2,500
physician familiar with this injury is not received psi). Oil from the pump outlet port is directed to high
immediately. pressure filters (4, Figure 2-2) and then enters hoist
valve (5).
Always maintain complete cleanliness when
The hoist pump and steering/brake pump are driven
opening any hydraulic connection. Ensure that
by driveshaft (6) off the rear of the traction alternator.
all system lines are capped while the component
is removed from the truck. Hoist valve (5) directs oil flow to hoist cylinders (1)
when the operator moves the hoist control lever. The
hoist control lever is connected to the hoist pilot
NOTE: It is highly recommended that any hydraulic valve, located in the hydraulic components cabinet,
oil to be used for filling or adding to the hydraulic by a flexible control cable. If the control lever is in the
system is routed through a 3 micron filter device prior FLOAT position, oil is returned to the hydraulic tank
to use. 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 heat exchanger (1,
Figure 2-5).
Hoist system pressure is limited to a maximum of
17 200 kPa (2,500 psi).

FIGURE 2-2. HOIST CIRCUIT
1. Hoist Cylinders 5. Hoist Valve

2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. Hoist Circuit Filters

STEERING CIRCUIT OPERATION Steering system oil is directed to steering
accumulators (3), which store pressurized oil in the
Hydraulic oil from the tank is supplied to a piston event of loss of pump pressure. Oil is also directed to
type, pressure compensated steering and brake flow amplifier valve (4) for use by the steering control
circuit pump (8, Figure 2-3), rated at 250 l/min (66 unit and steering cylinders (1).
gpm) @ 1,900 RPM @ 17 200 kPa (2,500 psi).
Unloader valve (15, Figure 2-1) maintains system A relatively small volume of oil is supplied from the
pressure between 18 960 kPa (2,750 psi) and 20 860 flow amplifier to the steering control unit, which is
kPa (3,025 psi). mounted on the steering column in the cab. When
the operator moves the steering wheel, oil is routed
Oil from the pump is directed to high pressure filter from the steering control unit back to the flow
(9, Figure 2-3) before entering bleeddown manifold amplifier based on the direction and rate of speed of
(5). The bleeddown manifold provides several rotation of the steering wheel.
functions in the steering, brake, and hoist systems. It
is used to route oil flow to the steering system and The flow amplifier provides a large volume of oil
hydraulic brake system. (determined by input from the steering control unit) to
the steering cylinders to turn the front wheels.
Refer to Section J for information regarding operation
of the brake system.

FIGURE 2-3. STEERING CIRCUIT
1. Steering Cylinders 6. Hydraulic Tank

2. Manifold 7. Shutoff Valve
3. Steering Accumulators 8. Steering/Brake Pump
4. Flow Amplifier Valve 9. High Pressure Filter
5. Bleeddown Manifold 10. Hoist Circuit Pump

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 of each wheel to remove
heat that is generated during application of the
service brakes.
Oil supplied to the rear wheel brakes flows from the
hoist valve to 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
hydraulic tank (12). Oil supplied to the front wheel
brakes is routed from the hoist valve to oil/water heat
exchanger (1) before entering the brake assemblies.
The front brake oil is then returned to the brake/hoist
return oil manifold and then to the hydraulic tank. The
front brake cooling oil is also used to lubricate the
front wheel hub bearings.
The brake cooling circuit pressure is limited by
orificed 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 241 kPa (35
psi). Their opening pressure will be slightly higher as
flow through the manifold increases.
FIGURE 2-4. BRAKE/HOIST RETURN OIL
Refer to Section J for information regarding operation
MANIFOLD
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 to Tank
15. Hoist Return to Tank
16. Front Brake Oil Return to Tank
17. Front Brake Oil Return
18. Front Brake Oil Return

FIGURE 2-5. DISC BRAKE COOLING CIRCUIT
1. Heat Exchanger 7. Hoist Pump
2. Front Brake Cooling Oil Supply From Hoist Valve 8. High Pressure Filters
3. Left Front Brake Cooling Outlet Hose 9. Rear Axle Housing
4. Right Front Brake Cooling Inlet Hose 10. Rear Brake Cooling Supply and Return Lines
5. Right Front Brake Cooling Outlet Hose 11. Brake/Hoist Return Oil Manifold
6. Left Front Brake Cooling Inlet Hose 12. Hydraulic Tank

NOTES

SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HOIST PUMP TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
L03030 12/11 Hydraulic Component Repair L3-1

NOTES
L3-2 Hydraulic Component Repair 12/11 L03030

HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP 3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump
Removal module mounting bracket for removal. Remove
duct support bracket.
NOTE: The hoist pump can be removed without
removing the steering pump from the truck if desired. 4. Close the pump supply shutoff valves.
1. Turn key switch OFF and allow approximately
90 seconds for the accumulators to bleed down.
2. If necessary, drain the hydraulic tank by using
the drain valve located on the rear side of the
tank. Always maintain complete cleanliness when
opening any hydraulic connection. Make sure
NOTE: If oil in the hydraulic tank has not been
that all system lines and components are capped
contaminated, the shutoff valves can be closed and
while the component is removed from the truck.
both pump inlet lines can be drained, eliminating the
need to completely drain the tank.
FIGURE 2-1. HOIST CIRCUIT
1. Hoist Cylinders 5. Hoist Valve

2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. High Pressure Filters

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 that secure the hoist
pump drive flange to the drive shaft.
The hoist pump weighs approximately 140 kg

(310 lb). The hoist and steering pump together
weigh approximately 254 kg (560 lb). Use a
suitable lifting or support device that can handle
the load safely.
FIGURE 3-2. HYDRAULIC PUMP

1. Pump Outlet Hoses 5. Steering/Brake Pump
2. Mounting Capscrews 6. Pump Mount Bracket
3. Hoist Pump 7. Outlet Hose
4. Mounting Capscrews
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

1. Hoist Pump 6. Bearing Plate 11. Steering & Brake Pump 14. Compensator
2. Nut & Washer 7. O-ring 12. Pump Case Return Adjustment Screw
3. Dowel 8. Transition Plate Fitting (Pump Drain) 15. Unloader
4. O-ring 9. Coupling 13. Inlet Port Adjustment Screw
5. Capscrew 10. Capscrew 16. O-ring

7. Attach a suitable lifting or support device to the Installation
hoist pump. Attach a support to the front end of
NOTE: The following assumes the steering pump is
the steering pump to hold it in place during
already in position on the truck.
removal of the hoist pump.
8. Remove four capscrews (2, Figure 3-2) that 1. Install O-ring (16, Figure 3-3) to steering pump
secure the hoist pump to the front support (11). Install coupler (9) to hoist pump.
bracket. Remove the six capscrews that hold
support bracket (6) to the pump module
support. Remove support bracket.
9. Make sure that the lifting and support devices
are in place on both pumps. Loosen (but do not The hoist pump weighs approximately 140 kg
remove) the rear support bracket capscrews (310 lb). The hoist and steering pump together
that retain the steering pump. Lower the pumps, weigh approximately 254 kg (560 lb). Use a
allowing the hoist pump to come down further suitable lifting or support device that can handle
than the steering pump. the load safely.
10. Remove four steering/brake pump mounting 2. Attach a suitable lifting or support device to the
capscrews (4). Slide the hoist pump forward to hoist pump. Move the pump into position in the
disengage the splines of drive coupling (9, truck.
Figure 3-3) from the steering pump. 3. Lubricate the steering pump spline shaft and
11. Move the pump to a clean work area for align it with coupling (9). Install the hoist pump
disassembly. onto the steering pump. Install capscrews (10)
with hardened washers and tighten the
capscrews to standard torque. Raise the pumps
up into position.
4. Attach the front support bracket to the pump
module support structure and to the pump with
capscrews, lockwashers and nuts. Tighten the
capscrews to standard torque.
5. Connect the hoist pump drive flange to the drive
shaft with capscrews, lockwashers and nuts.
Tighten the capscrews to standard torque.
6. Tighten the capscrews for steering pump
support bracket (6, Figure 3-2) to standard
torque.
7. Uncap the inlet and outlet hoses and connect
them to the pumps using new O-rings. Tighten
the capscrews securely.
8. Service the hydraulic tank with C-4 type
hydraulic oil. Refer to the topic Hydraulic Tank
later in this section for filling instructions.
9. Open the three suction line shutoff valves.
Loosen the capscrews (at the pump) on the
suction hoses to bleed any trapped air. Then
loosen the capscrews (at the pump) on the
pressure hoses to bleed any trapped air.
Tighten all capscrews securely.
NOTE: If trapped air is not bled from the steering
pump, possible pump damage and no output may
result.
10. Reinstall the blower duct and support bracket.

Disassembly
NOTE: As parts are removed, lay them out in a group 3. Support the pump by placing it on wood blocks
in the same order in which they are removed. with the input drive shaft pointing down. Mark
1. Thoroughly clean the exterior of the pump each section nearest to the input drive gear to
assembly. If the steering pump is attached, facilitate reassembly.
remove capscrews (10, Figure 3-3) and pull the 4. Remove nuts (17, Figure 3-3). Remove bearing
steering pump free of transition plate (8). plate (20, Figure 3-4) with transition plate (22)
Remove O-ring (16). and O-ring (26). Remove the capscrews that
secure the bearing plate to the transition plate.
2. Remove and inspect coupling (9). Remove and
Remove O-ring (23). Remove the dowels if
discard the internal snap ring, if installed.
damaged or if replacement of the transition
Remove dowels (3) if damaged or if
plate is necessary.
replacement of the bearing plate is necessary.
FIGURE 3-4. HOIST PUMP
1. Drive Gear & Shaft 10. Connector Plate 19. Dowel 28. Snap Ring
2. Seal 11. O-ring 20. Bearing Plate 29. Coupler
3. Idler Gear 12. Bearing Plate 21. Dowel 30. Steel Ring
4. Stud 13. Gear Plate 22. Transition Plate 31. Backup Ring
5. Steel Ball 14. Connector Plate 23. O-ring 32. O-ring
6. Flange 15. Washer 24. (Not Used) 33. Pressure Plate
7. Dowel 16. Nut 25. Coupler 34. Isolation Plate
8. Gear Plate 17. Stud 26. O-ring 35. Plug
9. O-ring 18. Idler Gear 27. Drive Gear (Rear) 36. Snap Ring

5. Remove connector plate (9, Figure 3-5). 7. Remove gear plate (5) and pressure plate (19).
Remove O-ring (8) and steel rings (10) and Remove the steel rings, backup ring, O-ring and
(14). Remove dowels (6) if damaged or if retainer, and isolation plate. Remove O-ring (3)
replacement of the connector plate is and stud O-ring (4).
necessary. 8. Remove bearing plate (2, Figure 3-5). Remove
NOTE: If the connector plate is stuck, tap lightly with O-ring (23) and stud O-rings (1). Remove
a plastic hammer to loosen. dowels (20) if damaged or if replacement of the
bearing plate is necessary.
6. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive 9. Remove coupling (21). Remove snap ring (22)
gear (12) and idler gear (11) and pull straight up if damaged or if replacement is necessary.
and out of the gear plate (5) bore. Remove NOTE: Disassembly of the rear pump section is now
pressure plate (18) from gears. complete. Do not remove the thru studs at this time
because the studs serve as guides for disassembly.
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring & Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation Plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate

10. Remove bearing plate (10, Figure 3-6). If the 12. Unscrew thru studs (12) and remove them.
bearing plate is stuck, tap lightly with a plastic Remove flange (5). If the flange is stuck, tap the
hammer to loosen it. Remove O-rings (9) and flange lightly with a plastic hammer to loosen.
(11). Remove O-ring (8). Remove dowels (6) if
damaged or if replacement of flange (5) or gear
11. Remove steel rings (13), backup ring (14), O-
plate (7) is necessary.
ring and retainer (15), and isolation plate (17).
Remove dowels (16) if damaged or if 13. Remove the steel rings, backup ring, O-ring and
replacement of bearing plate (10) is necessary. retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)
1. Drive Gear & Shaft 8. O-ring 15. O-ring & Retainer

2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Thru Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring

FIGURE 3-7. PREPARATION FOR SEAL
REMOVAL
1. Flange 3. Wooden Blocks
2. Bearings
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.
FIGURE 3-8. SHAFT SEAL REMOVAL
1. Flange 3. Bearings
2. Punch
15. Use a punch and hammer to tap the outboard

shaft seal out of the flange bore. (Refer to
Figure 3-8.) Be careful not to mar, scratch or
damage the seal bore surface or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If
necessary, the bore may be smoothed with
number 400 emery paper (only).

Inspection NOTE: Replacing the bearing in the flange,
connector plates or bearing plate is not
1. Examine the gear bores in both gear plates;
recommended due to close tolerances and special
reference Figure 3-9. During the initial break-in,
tooling that is required for crimping the bearing in
the gears cut into the aluminum gear plates.
place to prevent bearing spin.
The nominal depth of this cut is 0.203 mm
(0.008 in.) and should not exceed 0.381 mm 6. Inspect the flange seal bore for scratches or
(0.015 in.). As the gear teeth cut into the gear gouges which may interfere with shaft seal
plates, metal is rolled against the pressure installation.
plates. Use a knife or sharp pointed scraper to 7. For additional pump and system inspection
remove the metal that was rolled against the refer to the Troubleshooting Guide.
pressure plates. Remove all metal chips that
were broken loose. Assembly
A suitable seal press ring or plug and two small wood
blocks should be used. The following seal installation
procedure uses a vise, but it can be adapted for use
of a press if one is available.
1. Open the vise jaws wide enough to accept the
When removing the rolled up metal, do not combined thickness of the flange, wood blocks
attempt to remove the gear track-in grooves. and press ring.
2. Examine the pressure plates. They should not 2. Place the wood blocks flat against the fixed jaw
show excessive wear on the bronzed side. If of the vise. Place the flange plate against the
deep curved wear marks are visible, replace the blocks in such a position that the bearing
pressure plates. projections are between the blocks and clear of
3. Examine the gears. If excessive wear is visible the vise jaw (see to Figure 3-10).
on the journals, sides, or face of the gears, or at 3. Lubricate the seals with hydraulic oil. Position
the point where the drive gear rotates in the lip inboard shaft seal (3, Figure 3-11) with the
seal, replace the gears. metal face toward the outboard end of the
4. If any of the internal parts show excessive wear, flange.
replace with new parts. Replace all O-rings and
seals.
5. Inspect the bearings. If they are worn beyond
the gray teflon into the bronze material, the
replace the flange connector plates or bearing
plate.
FIGURE 3-10. SHAFT SEAL INSTALLATION

FIGURE 3-9. GEAR BORE INSPECTION 1. Flange 3. Bearing Projection
2. Wood Blocks
1. Gear Track-In 2. Gear Plate

4. Position the press ring over the seal. Make sure 11. With the bronze side up and the milled slot
that the seal stays centered and true with the facing toward the discharge side, slide pressure
bore, and start applying pressure with the vise. plate (2, Figure 3-13) down into the gear bores
Continue pressing the seal until it just clears the until it rests on the backup ring and O-ring. Do
snap ring groove in the bore. not force the plate down the gear bores. If it
5. Install snap ring (2, Figure 3-11) with the snap hangs up on the way down, work it back and
ring opening over weep hole (10). forth until it slides freely into place.
6. Install the outboard seal (metal face out) until it 12. Coat the inside of the gear plate and the gears
just contacts the snap ring. with clean hydraulic oil.
7. Lubricate thru stud threads (14, Figure 3-11)
with hydraulic oil. Thread the studs into flange NOTE: To ensure that the gear pump is correctly
until snug. There are four long studs and four timed during reassembly, place a mark on the end of
short studs. Refe to Figure 3-12 for proper stud the input shaft to indicate the location of the valley
location. between any two gear teeth. Refer to Figure 3-16
8. Lubricate and install O-ring (7). Install dowel which illustrates gear timing.
pins (12) if removed. Install gear plate (13).
Make sure that the recess in the gear plate will 13. With the extension end of the drive gear facing
be toward the connector plate or facing up toward the shaft seals, install the drive gear. Do
when the gear plate is installed. not drop the gear in the bore. Damage to the
9. Install steel rings (5, Figure 3-12). Lubricate and bronze face of the pressure plate could result.
install backup ring (8), O-ring (7) and ring Be careful when pushing the drive gear
retainer (6) as shown in Figure 3-12. extension thru the shaft seals. Install the idler
10. Install isolation plate (9) on the suction side of gear.
the gear plate. The isolation plate has a relief
area milled on one side. Turn that side up or
toward the pressure plate.
FIGURE 3-12. PUMP REASSEMBLY

FIGURE 3-11. SHAFT SEAL INSTALLATION
1. Gear Plate 7. O-ring
1. Outboard Shaft Seal 8. Bearing 2. Drive Gear 8. Backup Ring
2. Snap Ring 9. Bearing 3. Idler Gear 9. Isolation Plate
3. Inboard Shaft Seal 10. Weep Hole 4. Bearing 10. Relief Area
4. Seal, Metal Face 11. Plug 5. Steel Ring 11. Thru Studs
5. Flange 12. Dowel 6. Retainer
6. Steel Ball 13. Gear Plate
7. O-ring 14. Thru Studs

14. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
15. 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.
16. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the inside diameter of
bearings (17) and install connector plate (6).
Install snap ring (8) and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Gear Plate 3. Slot
2. Pressure Plate
FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear & Shaft 7. O-ring 13. O-ring & Retainer
2. Idler Gear 8. Snap Ring 14. Dowel
3. Gear Plate 9. Coupling 15. Isolation Plate
4. Relief 10. Thru Studs 16. Pressure Plate
5. O-ring 11. Steel Ring 17. Bearings
6. Connector Plate 12. Backup Ring

17. Lubricate O-ring (3, Figure 3-15) and install it in 19. Lubricate the inside diameter of bearings (26).
bearing plate (7). Lubricate O-rings (4) and Install O-rings (8) and (9) and dowel (25) if
install them over studs (12). Replace dowel (2) removed. Install gear plate (10). Make sure that
if removed. Install bearing plate (7). the relief in the gear plate is toward bearing
plate (7).
18. Repeat Steps 9, 10 and 11 for installation of the
steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
FIGURE 3-15. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not Used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring

20. 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.
FIGURE 3-17. CHECKING PUMP DRIVE SHAFT

FIGURE 3-16. PUMP GEAR TIMING ROTATION
1. Wrench 3. Pump
2. Input Shaft
21. Repeat Steps 14 and 15 for installation of the

remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate. 26. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
22. Lubricate and install O-ring (24, Figure 3-15) in
Tighten the nuts to 332 ± 7 N·m (245 ± 5 ft lb).
connector plate (11). Install dowel (23) if
removed. Lubricate the inside diameter of the 27. Use a 45 cm (18 inch) adjustable wrench to
bearing in connector plate (11). Install check the pump drive shaft rotation. The drive
connector plate (11) with flat washers and nuts. shaft will be tight but should turn freely with a
maximum torque of 15 N·m (10 ft lb) after the
23. Install dowel (22) if removed. Lubricate and
initial surge. See Figure 3-17.
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to the transition 28. If the shaft will not turn properly, disassemble
plate and install capscrews (14). Tighten the the pump and examine the parts for burrs or
capscrews to standard torque. foreign material that may be causing buildup or
interference between parts.
24. Lubricate O-ring (21) and position it on bearing
plate (15). Install the assembled bearing plate 29. When the input shaft turns properly, install the
and transition plate to connector plate (11) and remaining hardened washers and nuts. Tighten
secure it with nuts (20). Tighten the nuts to the nuts to 332 ± 7 N·m (245 ± 5 ft lb).
standard torque. 30. Install a new O-ring on the steering pump flange
25. Install coupling (19). and install the steering pump onto transition
plate (16, Figure 3-15). Install the capscrews
and tighten them to standard torque.
A snap ring may have been installed previously

inside coupling (19). This snap ring is not
necessary 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.

HOIST PUMP TROUBLESHOOTING GUIDE
ACTION
1. Sandblasted band around pressure Abrasive wear caused by fine 1. Was clean oil used?
plate bores particles not visible to the eye
2. Was filter element change period
(such as dirt)
2. Angle groove on face of pressure correct?
plate 3. Were correct filter elements used?
3. Lube groove enlarged and edges
4. Hoist cylinder rod wiper and seals
rounded
in good condition?
4. Dull area on shaft at root of tooth 5. Cylinder rods dented or scored?
5. Dull finish on shaft in bearing area 6. Was system flushed properly after
6. Sandblasted gear bore in housing previous failure?
1. Scored pressure plates. Abrasive wear caused by 1. Was system flushed properly after
coarse metal particles visible previous failure?
2. Scored shafts
to the eye
2. Contaminants generated elsewhere
3. Scored gear bore
in hydraulic system?
3. Contaminants generated by
wearing pump components?
1. Any external damage to pump Incorrect installation 1. Did shaft bottom in mating part?
2. Damage on rear of drive gear and 2. Any interference between pump
rear pressure plate only and machine?
1. Eroded pump housing Aeration-cavitation caused by 1. Tank oil level correct?
restricted oil flow to pump
2. Eroded pressure plates 2. Oil viscosity as recommended?
inlet or aerated Oil
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 Lack of oil 1. Was oil level correct?
2. Heavy wear on end of gear 2. Any leaks in piping inside tank?
1. Housing scored heavily Damage caused by metal 1. Metal object left in system during
2. Inlet peened and battered object initial assembly or previous repair?
2. Metal object generated by another
3. Foreign object caught in gear teeth
failure in system?
1. Pressure plate black Excessive heat 1. Metal object left in system during
initial assembly or previous repair?
2. O-rings and seals brittle
2. Was relief valve setting too low?
3. Gear and journals black
3. Was oil viscosity correct?
4. Was oil level correct?
1. Broken shaft Over-pressure 1. Relief valve setting correct?
2. Broken housing or flange 2. Did relief valve function?

HYDRAULIC TANK
If a component in the hydraulic system fails,

perform an oil analysis before replacing any
component. If foreign particles are evident, the
system must be flushed. Refer to Hydraulic
System Flushing instructions.
Removal
1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 947 L
(250 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3-micron
filtering system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
Be careful to avoid contact with hot oil if the

truck has been operating. Avoid spillage and
contamination.
3. Drain the hydraulic tank by using drain valve (1,
Figure 3-18) on the rear side of the tank.
4. Disconnect the hydraulic lines. Plug all lines to
prevent possible contamination to the system.
Close both suction line shutoff valves. Tag each
line at removal for proper identification during
installation.
The weight of the hydraulic tank is approximately

590 kg (1,300 lb). Use a suitable lifting device that
can handle the load safely.
FIGURE 3-18. HYDRAULIC TANK INSTALLATION
5. Attach a suitable lifting device to the hydraulic
tank. 1. Drain Valve 6. Lockwasher
2. Cap 7. Large Washer
6. Remove two capscrews (5), lockwashers (6), 3. Capscrew 8. Rubber Mount
large washers (7) and rubber mounts (8). 4. Lockwasher 9. Breather Filters
7. Remove capscrews (3), lockwashers (4) and 5. Capscrew
both caps (2) at the top of the hydraulic tank.
8. Move the hydraulic tank to a clean work area for
disassembly or repair, if necessary.

Installation HYDRAULIC TANK BREATHERS
1. Lift the hydraulic tank into position. Two breather filters (9, Figure 3-18) located on top of
2. Install both caps (2, Figure 3-18), lockwashers the hydraulic tank allow air to flow in and out of the
(4) and capscrews (3) at the top of the hydraulic tank. Replace the filters at the interval that is
tank. Tighten to 622 ± 62 N·m (459 ± 45 ft lb). specified on the lubrication chart.
3. Install two rubber mounts (8), large washers Keep the area around the breather filters clean and
(7), lockwashers (6) and capscrews (5) at the free of debris. If there is any indication that the
rear mount. Tighten to 800 ± 80 N·m (590 ± 59 breather filters are oil-soaked, replace the filters as
ft lb). soon as possible and check for proper oil level in the
4. Uncap the hydraulic lines and attach them to hydraulic tank. Once the breather filters become oil-
the proper connections. soaked, they will plug very quickly.
5. Replace the breather filters (9), if required.
6. Fill the hydraulic tank. Refer to “Hydraulic Tank
Service” in Section P2, Lubrication and Service.
7. Bleed all air from the hydraulic lines.
Plugged breather filters can cause pressure
8. Open both suction line shutoff valves. Loosen
buildup inside the hydraulic tank and can cause
the capscrews (at the pump) on the suction
the service brakes to drag.
hoses to bleed any trapped air. Then loosen the
capscrews (at the pump) on the pressure hoses
to bleed any trapped air. Tighten all capscrews
securely.
If trapped air is not bled from the steering pump,

possible pump damage and no output may
result.

HYDRAULIC TANK STRAINERS Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
Removal
particles and varnish build up (if oil has been
1. Turn the key switch OFF and allow at least 90 overheated). The quantity and size of any particles
seconds for the steering accumulators to bleed may be an indication of excessive wear of
down. components in the hydraulic system.
NOTE: Be prepared to contain approximately 947 L 1. Clean the strainers from the inside out with
(250 gal) of hydraulic oil. If the oil is to be reused, fresh cleaning solvent.
clean containers must be used with a 3-micron 2. Inspect the strainers for cracks and wear.
filtering system available for refill. Replace the strainers if necessary.
2. Drain the hydraulic tank by using the drain valve 3. Clean any sediment from the bottom of the
located on the rear side of the tank. hydraulic tank.
3. Disconnect pump suction hoses. (5, Figure 3-
19). Installation
4. Remove capscrews and lockwashers (3) that 1. Install suction strainers and secure them in
secure cover (2) to the hydraulic tank. Remove place with capscrews and lockwashers. Tighten
and discard the gasket. the capscrews to standard torque.
5. Remove the capscrews and lockwashers that 2. Using a new cover gasket, move cover (2,
secure the suction strainers. Remove the Figure 3-19) into position and install capscrews
suction strainers. and lockwashers (3). Tighten the capscrews to
standard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank. Refer to Filling
Instructions on the previous page.
5. Open both suction line shutoff valves (4).
Loosen the capscrews (at the pump) on the
suction hoses to bleed any trapped air. Then
loosen the capscrews (at the pump) on the
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.
FIGURE 3-19. STRAINER REMOVAL

1. Hydraulic Tank 4. Shutoff Valve
2. Cover 5. Pump Suction Hoses
3. Capscrews &
Lockwashers

SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Bleed Down Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Steering Accumulator Bleed Down 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-9
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
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
High Altitude 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
L04054 12/11 Steering Circuit L4-1

NOTES
L4-2 Steering Circuit 12/11 L04054

STEERING CIRCUIT
STEERING CIRCUIT OPERATION
Pump (8, Figure 4-1) supplies oil to bleeddown System pressure is regulated between 19 000 kPa
manifold (5) after passing through high pressure filter (2,750 psi) and 20 900 kPa (3,025 psi) by an
(9). This oil supply is then distributed to the brake unloader valve located on the bottom of the steering
system and steering system. pump case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS

1. Steering Cylinders 4. Flow Amplifier Valve 7. Shutoff Valve 10. Hoist Circuit Pump
2. Manifold 5. Bleeddown Manifold 8. Steering/Brake Pump
3. Steering Accumulators 6. Hydraulic Tank 9. High Pressure Filter

Oil pressure from the bleed down manifold is routed COMPONENT DESCRIPTION
back to the steering/brake pump and sensed by the
“ACC” port on the unloader valve located on the bot-
tom of the steering/brake pump case. The unloader
valve regulates the system pressure between 23 063
kPa (3,345 psi) and 24 132 kPa (3,500 psi). Steering
system pressure switch (7, Figure 4-3) on the bleed
down manifold activates a warning light on the over-
head dash panel if steering system pressure drops
below 15 900 kPa (2,300 psi).
There is also a 517 kPa (75 psi) pressure sensor (23)
to confirm hydraulic pressure is fully relieved at
bleeddown cycle completion.
Two nitrogen precharged steering accumulators (3,
Figure 4-1) are mounted on the left frame rail behind
the front tire. They provide an oil supply that is suffi-
cient to allow the operator to steer the truck off the FIGURE 4-2. STEERING CONTROL UNIT
haul road and park in a safe area if a loss of steering
circuit oil occurs. Steering accumulator bleed down “T”: Tank Port “R”: Right Steer Port
solenoid (6, Figure 4-3) on the bleed down manifold “L”: Left Steer Port “LS”: Load Sense Port
is electrically activated to bleed the pressurized “P”: Pressure (Supply)
hydraulic oil from inside the accumulators back to the Port 1. Valve Assembly
hydraulic tank whenever the key switch is turned to
the OFF position. Approximately 90 seconds is
required for the accumulator to bleed down fully.
The bleed down manifold and steering accumulators Steering Control Unit
supply oil to flow amplifier (4, Figure 4-1). The flow
amplifier directs oil flow to the appropriate ports on The steering control unit (Figure 4-2) is mounted
the steering cylinders as determined by inputs from inside the cab and is directly coupled to the lower
steering control unit (1, Figure 4-2) as the operator end of the steering column.
steers the truck. Operation of the steering control unit is both manual
Oil entering the steering control unit is blocked until and hydraulic in effect. This component incorporates
the steering wheel is turned in a desired direction. a hydraulic control valve. Steering effort applied to
The steering control unit then directs oil to the flow the steering wheel by the operator actuates the
amplifier, which in turn provides a high volume of oil valve, which in turn directs hydraulic oil through the
to steering cylinders (1, Figure 4-1). Hydraulic oil at flow amplifier valve to the steering cylinders to
the opposite ends of the steering cylinders flows provide the operator with power steering.
back through the flow amplifier and bleed down man-
ifold to hydraulic tank (6).
Oil flow to the brake apply system flows through a
check valve, preventing 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 components.

Bleeddown Manifold
Bleeddown manifold (5, Figure 4-1) is located on the
outside of the left hand frame rail just behind the
accumulators.
The bleeddown manifold receives oil from the
steering/brake pump through a high pressure filter
and directs oil to the accumulators, brake circuit, flow
amplifier, auto lube system hydraulic pump, and the
optional radiator shutters, if installed. Oil supply for
the steering control unit and steering cylinders is
supplied via the flow amplifier. The manifold also
provides hoist circuit control when the body is raised.
The bleed down manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the steering accumulators, flow ampli-
fier, brake circuit, and the automatic lubrication sys-
tem pump. The manifold also provides hoist circuit
control when the body is raised.
Relief valve (4, Figure 4-4) limits the hydraulic supply
pressure to the steering and brake circuits to 27 500
kPa (4,000 psi). Relief valve (3) provides maximum
pressure protection of 4 100 kPa (600 psi) for the oil
returning to the hydraulic tank.
NOTE: The relief valves, steering accumulator bleed
down solenoid, and hoist up limit solenoid are factory
preset and cannot be individually rebuilt.
FIGURE 4-3. BLEED DOWN MANIFOLD
Steering Accumulator Bleed Down Solenoid
1. To Hoist Valve, Power Up
Each time the key switch is turned OFF with the truck 2. To Hoist Valve, Power Down
stopped, steering accumulator bleed down solenoid 3. Komtrax Pressure Sensor (Port TP1)
(6, Figure 4-3 and 2, Figure 4-4) is energized. When 4. Test Port (TP2)
the solenoid is energized, all hydraulic steering 5. To Brake System
pressure (including the accumulators) is bled back to 6. Steering Accumulator Bleed Down Solenoid
the hydraulic tank. Brake pressure, however, will not 7. Steering System Pressure Switch
bleed down due to internal check valves in the brake 8. Supply To Flow Amplifier
manifold and bleed down manifold. 9. Return From Flow Amplifier
10. To Front Steering Accumulator
After approximately 90 seconds, the solenoid will de-
11. To Rear Steering Accumulator
energize to close the return port to the tank. By this
12. Relief Valve, 4 100 kPa (600 psi)
time, all the oil in the accumulators should be
13. Relief Valve, 27 500 kPa (4,000 psi)
returned to the tank. At startup, the steering circuit
14. Auto Lube Pump Supply Port
and brake circuit will be charged. Steering system
15. Hoist Up Limit Solenoid Valve
pressure switch (7, Figure 4-3) will activate the low
16. Return From Hoist Pilot Valve
steering pressure warning light and buzzer until
17. Hoist Pilot Valve, Power Down
steering pressure reaches 15 900 kPa (2,300 psi).
18. Hoist Pilot Valve, Power Up
If steering pressure falls below 15 900 kPa (2,300 19. Return to Tank
psi) during operation, the low steering pressure 20. Feedback Pressure to Unloader Valve
warning light will illuminate until pressure returns to 21. Supply From Pump
normal. 22. Test Port (TP3)
23. Pressure Sensor (Bleeddown)
24. Supply Port (Quick Disconnect)
25. Return Port (Quick Disconnect)

FIGURE 4-4. BLEEDDOWN MANIFOLD
1. Pressure Switch (Bleed Down) 10. Steering System Pressure Switch
2. Steering Accumulator Bleeddown Solenoid 11. Test Port (TP2)
3. Relief Valve - 4 100 kPa (600 psi) 12. Check Valve
4. Relief Valve - 27 500 kPa (4,000 psi) 13. Check Valve
5. Pilot Operated Check Valve 14. Check Valve
6. Hoist Up Limit Solenoid 15. Test Port (TP3)
7. Pilot Operated Check Valve 16. Check Valve
8. Inlet Check Valve 17. Check Valve
9. Komtrax Steering Pressure Test Port (TP1)

Relief Valves Low Precharge Warning Switch
Relief valve (3, Figure 4-4), located in the bleeddown Pressure switches, located in the top of each
manifold, limits the hydraulic supply pressure to the accumulator, monitor the nitrogen pressure and are
steering and brake circuits to 27 500 kPa (4,000 psi). used to activate the accumulator precharge warning
light if the nitrogen pressure drops below 7 600 kPa
Relief valve (2) provides maximum pressure
(1,100 psi).
protection of 4 100 kPa (600 psi) for the oil returning
to the hydraulic tank. The switches monitor nitrogen pressure when the
key switch is turned ON before the engine is started.
If nitrogen pressure is too low, the warning lamp
Hoist Up Limit Solenoid turns on. A latching circuit prevents the warning lamp
from turning off when the engine is started and
Hoist up limit solenoid (4) is a 3-way valve that is steering system pressure compresses the nitrogen
activated by the hoist limit switch when the hoist remaining in the accumulator.
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
Do not operate the truck with less than 7 600 kPa
by power down pilot pressure line (19) to allow oil in
(1,100 psi) of nitrogen precharge in the
the raise port to bypass hoist up limit solenoid (24)
accumulator. Low nitrogen pressure may not
for the initial power down operation while the
provide an adequate supply of steering system
solenoid is activated by the hoist limit switch.
oil in some emergency conditions. If the low
Refer to Section D3, 24VDC Electrical System precharge warning light remains on, check the
Components, for more information about the hoist accumulator precharge pressure and recharge if
limit switches. necessary.
Steering Accumulators High Pressure Filter

The two steering accumulators (3, Figure 4-1) are High pressure filter (9, Figure 4-1) filters oil for the
bladder type accumulators with a capacity of 62 liters steering and brake circuits.
(16.5 gallons) each. The accumulators are charged
If the filter element becomes restricted, a warning
to 9 700 kPa (1,400 psi) with pure dry nitrogen using
indicator is activated at 241 kPa (35 psi) differential,
the charging valve located on the top end.
and oil will bypass the element at 345 kPa (50 psi)
Oil entering the accumulators compresses the differential.
nitrogen in the bladder. The nitrogen pressure
Refer to Section L9 for further information regarding
increases directly with steering circuit pressure.
hydraulic system filters.
When steering circuit pressure reaches 20 900 kPa
(3,025 psi), 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 Quick Disconnect Ports
manifold, that will be available for steering the truck. Ports on the bleeddown manifold allow service
When system pressure drops to 19 000 kPa (2,750 personnel to connect an external hydraulic supply to
psi), the pump output will again increase to refill the allow operation of the truck steering and service
accumulators and increase the steering system brake systems if the steering/brake pump or engine
pressure. The accumulators also provide oil for a is not operational.
limited period of time to be used in case the pump
becomes inoperative. The external supply is connected to port (24, Figure
4-3) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.

FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet (Pump) 17. Auto Lube Pump Supply

2. Steering Pressure Test Port (TP2) 18. Hoist Pilot Return
3. Steering Accumulator 19. Hoist Pilot Power Down
4. APU Port 20. Hoist Pilot Power Up
5. Pressure Feedback (to Steering Pump) 21. Tank Return Port
6. Steering Pressure Switch 22. Hoist Power Up
7. (Not used) 23. Hoist Power Down
8. Radiator Shutters (If installed) 24. Hoist Up Limit Solenoid
9. Spare Pressure Port 25. Relief Valve, 27,500 kPa (4000 psi)
10. Brake Circuit Supply 26. Cavity Plug
11. Steering Accumulator 27. Steering Accumulator Bleeddown Solenoid
12. Steering Circuit Supply to Flow Amplifier 28. Relief Valve, 4100 kPa (600 psi)
13. Quick Disconnect, Supply Port 29. Pilot Operated Check Valve
14. Steering Circuit Return From Flow Amplifier 30. Pilot Operated Check Valve
15. Quick Disconnect, Return Port 31. Test Port (TP3)
16. Spare Return Port

Flow Amplifier
Flow amplifier (4, Figure 4-1), located on the left The flow amplifier uses the amount of flow from the
frame rail in front of the accumulators, is used in the steering control unit to determine a proportional
steering circuit to provide the high volume of oil amount of flow to send from the bleeddown manifold
required for the steering cylinders. to the steering cylinders.
FIGURE 4-6. FLOW AMPLIFIER VALVE

FLOW AMPLIFIER SYSTEM OPERATION No Steer
Refer to Figures 4-7 through 4-10 for oil flow paths (Refer to Figure 4-7)
during the following conditions: High pressure oil from the steering pump and
• Neutral steering accumulators is available through the
bleeddown manifold to the “HP” port on the flow
• Steering Left
amplifier.
• Steering Right
Upon entering the priority valve, the oil goes past the
• External shock load 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, the oil 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 3 500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area “A”, resulting
in high pressure at “PP” but only 3 500 kPa (500 psi)
at the amplifier spool and steering control unit.

FIGURE 4-7. FLOW AMPLIFIER - NO STEER

Steering Left
(Refer to Figure 4-8)
When the operator turns the steering wheel to the This combined oil going to the center area “Q” of the
left, the steering control unit is opened to allow oil directional valve passes out port “CL” of the flow
coming in port “P” to pass to the gerotor section of amplifier and travels to the steering cylinders to steer
the control unit to turn the rotor. Oil in the other side the front wheels to the left. As the cylinders move, oil
of the gerotor flows through other passages in the is forced to return out the opposite ends, enter port
control unit valve and out steering control unit port “CR” of the flow amplifier, pass through the
“L”. This oil enters port “L” of the flow amplifier and directional valve to area “M”, pass through return
goes to a closed area “B” in the directional valve. check valve “N”, and exit port “HT” to the hydraulic
reservoir.
As pressure in this area builds, it also passes into the
spool through orifice “C” to the spring area on the At the steering control unit, when the operator turned
end of the directional valve. The pressure then the steering wheel, supply oil from port “P” was also
moves the spool compressing the springs on the delivered through the control unit valve to port “LS”.
opposite end. This movement allows the oil entering This oil enters the flow amplifier through its “LS” port
area “B” to pass through the directional valve to area and builds pressure in the spring area of the priority
“D” of the amplifier valve through sleeve “E” holes to valve. This additional force on the spring end of the
a passage between sleeve “E” and valve “F”, through priority valve causes area “A” to open and allow the
hole “G” in sleeve “E”, where it initially is blocked by necessary flow and pressure to pass through the
the valve body. amplifier valve to operate the steering cylinders.
As pressure builds up in this area, oil also flows from The flow amplifier valve includes a relief valve in the
area “D”, around the outside of sleeve “E”, around priority valve spring area that is used to control
pin “H”, through orifice “J” to build pressure on the maximum steering working pressure to 19 000 kPa
end of the amplifier valve, and opens hole “G” just (2,750 psi), even though supply pressure coming in
enough to allow the flow of oil coming from the to port “HP” is higher. When 19 000 kPa (2,750 psi) is
steering control unit to pass to the control area of the obtained, the relief valve prevents the “LS” pressure
directional valve. from increasing, thereby allowing the priority valve to
compress the spring enough to close off area “A”
At the same time, the movement of sleeve “E”
when 19 000 kPa (2,750 psi) is present.
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
proportion as 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”.

FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER

Steering Right
There are only a few differences between steering The oil enters the flow amplifier assembly at port “R”
left and steering right. When the operator turns the and shifts the directional valve the opposite direction.
steering wheel right, oil is supplied out ports “R” and The oil flows through the amplifier valve in exactly
“LS” of the steering control unit. the same way. 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 to the right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steering left.

FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER

No Steer, External Shock Load
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port
directional valve remains centered by its springs, “CL”. This low pressure permits oil that is escaping
thus closing the passages to ports “CL” and “CR”. through the “CR” port relief valve to flow through the
This creates a hydraulic lock on the steering check valve portion of the shock and suction relief
cylinders to prevent their movement. valve connected to port “CL”. The oil then flows to the
low pressure ends of the cylinders to keep the
If the tires hit an obstruction that causes a large
cylinders full of oil and prevent cavitation. A shock
shock load, forcing the wheels to the left, increased
load in the opposite direction merely reverses the
pressure will occur in the ends of the cylinders
above procedure.
connected to port “CR”. The shock and suction relief
valve inside the flow amplifier at port “CR” will open
at its adjusted setting of 21 400 kPa (3,100 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.

FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD

STEERING PUMP Normal Operation
The steering/brake pump is mounted on the rear of Driveshaft (35, Figure 4-11) runs through the
the hoist system pump. The drive shaft mates with an centerline of pump housing (37) and valve plate (48).
internally splined coupling inside the hoist pump Cylinder barrel (45) is splined to the drive shaft.
when the pump is bolted in place. Ball bearing (33) supports the outboard end of the
The steering pump is a pressure compensated piston driveshaft, and bushing type bearing (47) supports
type pump with an unloader valve. The pressure the inboard end. The pump cylinder barrel is carried
compensator is adjusted to 22 900 kPa (3,325 psi). in a polymerous (journal type) bearing (41).
The pump-mounted unloader valve maintains system The valve plate has two crescent shaped ports (inlet
pressure between 19 000 kPa (2,750 psi) and 20 900 and outlet). Pumping pistons (44) in the cylinder
kPa (3,025 psi). barrel are held against swashblock (28) by shoe
Oil flow from the pump is routed through a high retainer (17). The shoe retainer is held in position by
pressure filter, then to the bleeddown manifold, fulcrum ball (40), which is forced outward by retainer
where the flow is directed to the steering circuit springs (13). The springs act against pump cylinder
(accumulators, flow amplifier, etc.) and to the brake barrel (45), forcing it against the valve plate while
apply system components located in the hydraulic also forcing the piston shoes against the swashblock.
brake cabinet behind the cab. The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped
saddle bearings (21). The cradle is swiveled by
control piston (14).
High Altitude Operation

The steering pump on later model trucks
incorporates adjustable stroke control device (25,
Figure 4-11). If the truck is operating at high altitude
locations of 3 050 meters (10,000 feet) or more
above sea level, it may be necessary to adjust the
pump stroke to reduce oil flow to eliminate pump
cavitation problems.

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 Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal FIGURE 4-11. STEERING PUMP
53. Cap

PRINCIPLE OF OPERATION
Full Pump Volume
Control piston (1, Figure 4-12) controls the angle of
swashblock (4). When the control piston moves to
the full right position, the pump is at maximum
pumping capacity.
The driveshaft turns splined housing (2), which
contains 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.
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
FIGURE 4-12. PUMP AT FULL VOLUME
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 control piston
(1) is near the center of its travel. Swashblock (4) is FIGURE 4-13. PUMP AT HALF VOLUME
not angled as steep as before. 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 control
piston (1) centers swashblock (4). The swashblock
angle is now zero and the swashblock face is now
parallel to cylinder face. Therefore, no inward or
outward motion of pump pistons (3) exists as the
piston 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
crescents in the valve plate and, subsequently, no
delivery from pump ports.
FIGURE 4-14. PUMP IN NEUTRAL POSITION

Steering Pump
Figure 4-15 shows the steering pump and the
location of the pressure control adjustments and
stroke (flow) adjuster.
Stroke adjuster (3, Figure 4-15) is set at the factory to
provide maximum pump flow so adjustment is not
normally required. If the truck is operated at high
altitude locations of 3 050 meters (10,000 feet) or
more above sea level, 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
occur, consult your Komatsu service representative
for adjustment procedures.
Figure 4-16 shows the schematic of the pump and

the pressure control valves. FIGURE 4-15. PUMP ASSEMBLY
1. Outlet Port 5. Compensator
2. Case Drain Pressure Adjuster
3. Stroke Adjuster 6. 4-Way Valve
4. Unloader Valve 7. GPA Test Port
Pressure Adjuster 8. GP2 Test Port
9. “ACC” Port
FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. “ACC” Port 5. Case Drain 8. GPA Test Port

NOTES

SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
SPLINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05029 Steering Control Unit L5-1

NOTES
L5-2 Steering Control Unit L05029

STEERING CONTROL UNIT
REMOVAL

lines. Tighten all connections before 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 type of injury is not received immediately.
1. Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down. Turn the
steering wheel to ensure that no oil remains
under pressure.
2. Remove the capscrews and lockwashers that
secure the access cover on the front side of the
operator's cab. Remove the access cover.
NOTE: Clean the steering control unit and FIGURE 5-2. STEERING CONTROL UNIT
surrounding area to help avoid contaminating the 1. Brake Valve 5. "T" Port Hose
hydraulic oil when any lines are opened. 2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose
3. Tag all hydraulic lines for proper identification
during installation. Disconnect the hydraulic
lines (see Figure 5-2) at the steering control
unit. Plug all hoses.
4. Remove four mounting capscrews (10, Figure
5-1), flat washers and lockwashers. Remove
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 the splines on the steering
column shaft. Inspect for damage and
excessive wear.
FIGURE 5-1. STEERING CONTROL UNIT 2. Use an outside micrometer or dial caliper to
1. Steering Wheel 7. Steering Control Unit measure the outside diameter of the male
2. Button Horn 8. Bracket L.H. splines on the steering column shaft.
3. Steering Column 9. Bracket R.H. • Minimum diameter: 24.13 mm (0.950 in.)
4. Capscrew 10. Capscrew 3. If the splines are worn more than minimum
5. Flat Washer 11. Lockwasher diameter specification, replace the steering
6. Lockwasher column. Refer to Section N.

4. Tighten all capscrews to the standard torque.
Unplug and attach the hydraulic lines to their
proper ports on the steering control unit. Refer
to Figure 5-2.
Serious personal injury to the operator or to 5. Start the engine and check for proper steering
anyone positioned near the front wheels may function and any leaks.
occur if a truck is operated with the hydraulic 6. Install the access cover and secure it with the
steering lines improperly installed. Improperly capscrews and lockwashers.
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. DISASSEMBLY
After servicing the steering control unit, check NOTE: The steering control unit is a precision unit
the hydraulic steering lines for correct hook-up manufactured to close tolerances. Therefore,
before starting the engine. complete cleanliness is essential when handling the
valve assembly. Work in a clean area and use lint
INSTALLATION free wiping materials or dry compressed air. Clean
1. Lubricate the splines of the steering column type C-4 hydraulic oil should be used during
shaft with a molybdenum disulphide or multi- reassembly to ensure initial lubrication.
purpose NLGI grease. 1. Allow the oil to drain from the valve ports.
2. Move the steering control unit into position and 2. Match mark the gear wheel set and end cover
align it with the steering column shaft splines. to ensure proper relocation during reassembly.
Secure the steering control unit in place using Refer to Figure 5-4.
four mounting capscrews (10, Figure 5-1), flat
washers and lockwashers.
3. Check for proper steering wheel rotation.
Ensure that the wheel does not bind and returns
to neutral after rotating 1/4 turn left and right. If
necessary, adjust the steering unit and/or
steering column to realign the steering column
and steering control unit.
FIGURE 5-4. MARKING VALVE COMPONENTS

1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover
FIGURE 5-3. VALVE PORT IDENTIFICATION
1. Steering Control "L" - Left Steering 3. Remove the end cover capscrews and
Valve "R" - Right Steering washers. Remove capscrew with rolled pin (3,
"T" - Return to Tank "LS" - Load Sensing Figure 5-4). Mark the hole location of the
"P" - Supply from Pump capscrew with rolled pin on the end cover to
facilitate reassembly.

4. Remove end cover (4) and O-ring (2, Figure 5- 10. Remove O-ring (5), kin ring (6) and bearing
5). assembly (7).
11. Remove ring (8) and pin (9) and carefully push
the inner spool out of the outer sleeve.
12. Press neutral position springs (10) out of their
slot in the inner spool.
13. Remove dust seal (2, Figure 5-6) using a
screwdriver. Be careful not to scratch or
damage the dust seal bore.
FIGURE 5-5. END COVER REMOVAL

1. Gear Wheel Set 2. O-Ring
5. Remove the outer gear of gear wheel set (1)

and the O-ring between the gear set and
distribution plate.
FIGURE 5-6. DUST SEAL REMOVAL
6. Lift the inner gear off the cardan shaft.
1. Screwdriver 3. Housing
7. Remove cardan shaft (11, Figure 5-7),
2. Dust Seal
distribution plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With the valve housing positioned with the
spool and sleeve vertical, carefully lift the spool CLEANING AND INSPECTION
assembly out of the housing bore.
1. Clean all parts carefully with fresh cleaning
solvent.
2. Inspect all parts carefully and make any
replacements necessary.
If housing is not vertical when spool and sleeve NOTE: All O-rings, seals and neutral position springs
are removed, pin (9) may slip out of position and should be replaced. Before reassembly, thoroughly
trap spools inside housing bore. lubricate all parts with clean type C-4 hydraulic oil.

FIGURE 5-7. STEERING CONTROL VALVE
1. Dust Seal 7. Bearing Assembly 12. Spacer 18. O-ring

2. Housing & Spools 8. Ring 13. Tube 19. End Cover
3. Ball 9. Cross Pin 14. O- ring 20. Washers
4. Threaded Bushing 10. Neutral Position 15. Distribution Plate 21. Rolled Pin
5. O-ring Springs 16. Gear Wheel Set 22. Capscrew With Pin
6. Kin Ring 11. Cardan Shaft 17. O-ring 23. Capscrews

ASSEMBLY
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used because, 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 upon 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
Figure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the screwdriver.
3. Push two curved neutral position springs in FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
between one side of the screwdriver blade and 1. Slots 3. Spool
a flat spring. Repeat for the opposite side. 2. Hole 4. Sleeve
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 cross pin (9, Figure 5-7).
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION

6. With neutral position springs (7, Figure 5-10) 9. Position the steering control unit with the
centered in spool and sleeve, install ring (3), housing horizontal. Slowly guide the (lubricated)
rear bearing race (4), thrust bearing (5) and spool and sleeve with fitted parts into the bore
front bearing race (6) in that order. The chamfer using light turning movements. Refer to Figure
on the rear bearing must be facing away from 5-11.
the bearing.
FIGURE 5-11. SPOOL INSTALLATION
FIGURE 5-10. BEARING INSTALLATION 1. Housing 2. Spool Assembly

1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs
chamfer)
7. Place dust seal (1, Figure 5-7) in position. Using The cross pin must remain horizontal when the
a flat iron block over the seal, tap it into the spool and sleeve are pushed into the bore to
housing. prevent the pin from dropping out of the spool.
8. Position the O-ring and kin ring on the spool.

10. Install the check ball in the hole shown in Figure 12. Install distribution plate (15, Figure 5-7) so that
5-12. Install and lightly tighten the threaded the plate holes match the corresponding holes
bushing. in the housing.
11. Lubricate O-ring (3) with Vaseline and install it in 13. Guide cardan shaft (11) down into the bore with
the housing groove. the slot in the cardan shaft aligned with cross
pin (9).
14. Position the inner gear wheel onto the cardan
shaft. It may be necessary to rotate the gear
slightly to find the matching splines on the
cardan shaft. Splines are machined to ensure
proper alignment of the cardan shaft and inner
gear wheel.
15. Lubricate O-rings (17) and (18) on both sides of
the outer gear wheel with Vaseline and install
them.
16. Align the outer gear wheel bolt holes with the
tapped holes in the housing and the match
marks.
17. Align cover (19), using the match marks as a
reference. Install capscrews (23) and washers
(20).
18. Install capscrew with pin (22) into the proper
hole.
FIGURE 5-12. CHECK BALL INSTALLATION 19. Install the end cover. Install and tighten the
capscrews with washers hand-tight in a criss-
1. Check Ball Hole 3. O-ring cross pattern.
2. Check Ball 4. Housing

NOTES

SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-23
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-23
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-24
Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-26
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-27
Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-31
L06033 10/11 Steering Circuit Component Repair L6-1

NOTES
L6-2 Steering Circuit Component Repair 10/11 L06033

STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE 5. Remove the protective cover from the bleed
down manifold.
Removal 6. Disconnect the electrical leads from solenoids
(6, Figure 50-2) and (15), pressure switch (7),
and pressure sensors (3) and (23).
7. Disconnect, identify and plug each hydraulic
line from the bleed down manifold.
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid escaping under
pressure can have sufficient force to enter a
person's body by penetrating the skin and cause The bleed down manifold weighs approximately
serious injury and possibly death if proper 170 kg (375 lb). Use a suitable lifting device that
medical treatment by a physician familiar with has sufficient capacity to handle the load safely.
this type of injury is not received immediately. 8. Remove the mounting capscrews and the bleed
NOTE: It may not be necessary to remove the bleed down manifold. Clean the exterior of the
down manifold from the truck for component manifold before removing any components from
replacement. If the problem area has been isolated, the manifold.
remove the inoperative component and replace it.
1. Park the truck on a hard level surface. Turn the
key switch OFF and allow at least 90 seconds
for the steering accumulators to depressurize
completely. Turn the steering wheel in both
directions to ensure that no oil remains under
pressure. Chock the wheels
2. Open brake accumulator bleed down valves (1,
Figure 50-1) on brake manifold (2) in the
hydraulic brake cabinet to depressurize the
brake accumulators.
3. To verify that the brake accumulators are
depressurized, press the brake lock switch (key
switch ON, engine off) and apply the service
brake pedal. The service brake status light
should not come on.
4. Close the brake accumulator bleed down valves
by rotating them clockwise. FIGURE 50-1. BRAKE MANIFOLD
1. Accumulator Bleed Down Valves
2. Brake Manifold

Installation
1. Position the bleed down manifold on the truck.
Install and tighten the mounting capscrews to
the standard torque.
2. Unplug the hydraulic lines. Install new O-rings
at the flange fittings and attach the hoses to the
proper ports (See Figure 50-2). Tighten the
connections securely.
3. Attach the electrical leads to solenoids (6,
Figure 50-2) and (15), pressure switch (7), and
pressure sensors (3) and (23). If the check
valves or relief valves were removed, install
new O-ring seals before installing them in the
bleed down manifold.
4. Start the engine. Check the steering system
and brake system for proper operation and
leaks.
5. Install the protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset the relief valves or repair defective
relief valves. Replace them as a unit. The check
valves are also replaced only as units.

2. To Hoist Valve, Power Down
3. Komtrax Pressure Sensor (Port TP1)
4. Test Port (TP2)
5. To Brake System
6. Steering Accumulator Bleed Down Solenoid
7. Steering Pressure Switch
8. Supply To Flow Amplifier
9. Return From Flow Amplifier
12. Relief Valve, 4 100 kPa (600 psi)
13. Relief Valve, 27 500 kPa (4,000 psi)
14. Auto Lube 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. Pressure Sensor (Bleeddown)
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port

FLOW AMPLIFIER Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
Do not loosen or disconnect any hydraulic line or remove foreign material and debris from around the
component connection until engine is stopped exterior of the valve before disassembly. Clean
and the key switch has been off for at least 90 solvent and type C-4 hydraulic oil should be used to
seconds. ensure cleanliness and initial lubrication.
Hydraulic fluid escaping under pressure can 1. Remove counterpressure valve plug (38, Figure
have sufficient force to enter a person's body by 6-3) and O-ring (4). Remove counterpressure
penetrating the skin and cause serious injury and valve (39).
possibly death if proper medical treatment by a 2. Remove relief valve plug (20) and seal (5). Use
physician familiar with this type of injury is not an 8 mm hex allen head wrench to remove relief
received immediately. valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
Removal screw (11) and lockwasher (12) from end cover
1. Perform normal truck shutdown procedures. (15). Use a 13 mm hex head allen wrench to
Turn key switch OFF and allow 90 seconds for remove screws (13) and lockwashers (14).
the accumulators to bleed down. Remove end cover (15).
2. Disconnect, plug, identify, and tag each 4. Remove spring stop (22) and spring (30).
hydraulic line. Remove spring stop (23) and springs (28) and
3. Support the flow amplifier valve and remove the (29). Remove O-rings (1) and (2) from end
mounting capscrews. Remove the valve. The cover (15).
weight of the valve is 29 kg (64 lb). 5. Remove spring control (24) and main spool
4. Move the valve to a clean work area for (37). Remove priority valve spool (41). Remove
disassembly. spring control (24), springs (28) and (29), and
spring stop (23) from housing (40).
6. Remove amplifier spool assembly (25) and set
it aside for further disassembly, if required (see
Installation Figure 6-5).
1. Support the flow amplifier and move it into 7. Remove shock and suction valve (21) and set it
position. aside for further disassembly, if required.
2. Install the mounting capscrews and tighten 8. Use a 13 mm hex head allen wrench to remove
them to the standard torque. screw (11) and lockwasher (12) from end cover
3. Unplug the hydraulic lines and connect them at (16). Use a 13 mm hex head allen wrench to
their proper locations. Tighten the fittings remove screws (13) and lockwashers (14).
securely. Use new O-rings on the flange fittings. Remove end cover (16).
9. Remove O-rings (1), (2) and (3). Remove
spring (17).
10. Remove shock and suction valve (42) and set it
aside for further disassembly, if required.
11. Remove orifice screw (27), orifice screw (33),
and check valve (34).

1. O-rings
2. O-rings
3. O-rings
4. O-ring
5. Seal
6. Seal (Steel)
7. O-ring
8. O-ring
9. O-ring
10. Pins
11. Screw
12. Lockwasher
13. Capscrews
14. Lockwashers
15. End Cover
16. End Cover
17. Spring
18. Spring
19. Relief Valve Assembly*
20. Plug
21. Shock/Suction Valve*
22. Spring Stop

23. Spring Stop
24. Spring Control
25. Amplifier Spool Assembly*
26. Name Plate
27. Orifice Screw
28. Spring
29. Spring
30. Spring
31. Orifice Screw
32. Orifice Plug
33. Orifice Screw
34. Check Valve*
35. Plug
36. Washer
37. Main Spool**
38. Plug
39. Counterpressure Valve*
40. Housing**
41. Spool**
42. Shock/Suction Valve*
* Serviced as a complete assembly

** Not serviced separately
FIGURE 6-3. FLOW AMPLIFIER VALVE

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 that are necessary.
Assembly
1. Use clean type C-4 hydraulic oil to thoroughly
lubricate each internal part before installation.
2. Reassemble the amplifier spool assembly in
FIGURE 6-4. SHOCK & SUCTION VALVE
reverse order. Refer to Steps 13 and 12 in the
ASSEMBLY
Disassembly procedure.
1. O-Ring 3. O-Ring 3. Install orifice screw (27, Figure 6-3) finger-tight.
2. Pilot Section 4. Install check valve (34) and tighten it to 1 N·m
(8 in. lb).
NOTE: The flow amplifier valve is equipped with two 5. Install orifice screw (33) and tighten it to 1 N·m
identical shock and suction valves which are only (8 in. lb).
serviced as complete valve assemblies. Only O-rings 6. Install steel seal (6), relief valve assembly (19),
(7, Figure 6-4) and (8) are replaceable. Check valve seal (5), and plug (20). Tighten the plug to 3
(34) and counterpressure valve (39) are also N·m (25 in. lb).
serviced only as assemblies.
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
spring (17).
11. Install spring control (24), springs (28) and (29),
and spring stop (23).
12. Lubricate O-rings (1), (2) and (3) with molycote
grease and install them on end covers (15) and
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY (16). Install end covers (15) and (16),
capscrews (13) and lockwashers (44). Tighten
1. Check Valve 7. Retaining Ring
the capscrews to 3 N·m (25 in. lb). Install
2. O-Ring 8. Inner Spool
screws (11) and lockwashers (12). Tighten
3. Spool 9. Spring
screws to 8 N·m (71 in. lb).
4. Pin 10. Plug
5. Pin 11. Orifice Plug 13. To prevent contamination, fit plastic plugs to
6. Retaining Ring each open valve port.
NOTE: Disassembly of the amplifier spool assembly

is only necessary if O-ring (2, Figure 6-5), spring (9)
or orifice plug (11) require replacement. Otherwise,
replace the amplifier spool assembly as a complete
unit. Refer to Steps 12 and 13.

STEERING CYLINDERS
Figure 6-6 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and
installation instructions.
applying pressure.
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.
FIGURE 6-6. STEERING CYLINDER MOUNTING
1. Steering Cylinder 7. Locknut 13. Bearing Retainer

2. Tie Rod 8. Washer 14. Capscrew
3. Capscrew 9. Locknut 15. Washer
4. Spacer 10. Retainer 16. Pin
5. Tie Rod End 11. Bearing 17. Frame
6. Capscrew 12. Spindle Arm 18. Spherical Bearing Seal

FIGURE 6-7. STEERING CYLINDER ASSEMBLY
1. Housing 4. Piston Bearing 7. Backup Ring 10. Rod Structure
2. Locknut 5. Piston Seal Assembly 8. Gland 11. Rod Wiper
3. Piston 6. O-Ring 9. Capscrew 12. Rod Seal
13. Bearing
Disassembly Assembly
1. Remove capscrews (9, Figure 6-7) and pull rod 1. Install new bearing (13, Figure 6-7), rod seal
(10) and gland (8) out of cylinder housing (1). (12), rod wiper (11), backup ring (7) and O-ring
2. Remove locknut (2) and piston (3). Remove (6) in gland (8).
piston bearing (4) and piston seal (5) from the 2. Push rod (10) through the top of the gland.
piston. Slowly advance the rod over the rod seal and
3. Pull rod (10) free of gland (8). Remove O-ring rod wiper.
(6) and backup ring (7). Remove rod seal (12) 3. Install piston assembly (3) on the rod. Secure
and rod wiper (11). Remove bearing (13). the piston to rod with locknut (2). Tighten the
4. Inspect the cylinder housing, gland, piston and locknut to 3 390 N·m (2,500 ft lb).
rod for signs of pitting, scoring and excessive 4. Carefully install the rod and gland assembly into
wear. Clean all parts with fresh cleaning solvent cylinder (1). Make sure that the backup ring and
and lubricate with clean Type C-4 hydraulic oil. O-ring are not damaged during installation of
the gland.
Piston Seal & Bearing Installation 5. Install capscrews (9). Tighten the capscrews
1. Install new piston seal assembly (5, Figure 6-7) evenly to 420 N·m (310 ft lb).
on piston (3) as follows:
Testing
a. Heat the piston seal in boiling water for 3 to 4
minutes. After the cylinder is assembled, perform the following
b. Remove the seal from the water and tests to verify that performance is within acceptable
assemble it on the piston. Do not take limits.
longer than five seconds to complete 1. Piston leakage must not exceed 1.6 cm3/min.
because the seal will take a permanent set.
(1.0 in3/min.) at 17 250 kPa (2,500 psi), port to
Piston bearing (4) may be used to position
port.
the seal in the groove. Apply pressure evenly
to avoid cocking the seal. 2. Rod seal leakage must not exceed one drop of
oil in eight cycles of operation.
c. If the seal is loose on the piston, a belt type
wrench or similar tool can be used to 3. Piston break-away force should not exceed 690
compress the outside diameter of the seal kPa (100 psi).
until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.

STEERING AND BRAKE PUMP
Removal 1. Perform the normal truck shutdown procedure.
NOTE: Clean the steering pump and surrounding Turn key switch OFF and allow 90 seconds for
area carefully to help avoid contamination of the accumulators to bleed down. Turn the
hydraulic oil when lines are opened. steering wheel to ensure that no oil remains
under pressure.
NOTE: As an alternative to draining the hydraulic oil,
a vacuum can be placed on the hydraulic tank to hold
the oil in the tank.
lines. Tighten all connections before applying
2. Drain the hydraulic tank by using the drain
pressure.
located on the bottom side of the tank.
Hydraulic fluid escaping under pressure can NOTE: Be prepared to contain approximately 947
have sufficient force to enter a person's body by liters (250 gallons) of hydraulic oil. If the oil is to be
penetrating the skin and cause serious injury and reused, clean containers must be used with a 3
possibly death if proper medical treatment by a micron filtering system available for refill.
physician familiar with this injury is not received
immediately.
3. Disconnect supply hose (2, Figure 50-8) and
steering filter hose (4) at steering/brake pump
(1). Disconnect case drain hose (7) and
unloader feedback hose (3) from the fittings on
the pump housing. Plug all hoses and ports to
prevent oil contamination.
4. If used, turn off vacuum pump kit (XB0887) after
all hydraulic lines have been plugged.
The steering pump weighs approximately 113 kg

(250 lb). Use a suitable lifting device that has
sufficient capacity to handle the load safely.
5. Support steering/brake pump (1) and the rear

section of hoist pump (9). Remove two
capscrews (5) and spacers (6) from the pump
FIGURE 6-8. STEERING PUMP REMOVAL mount bracket. Remove four pump mounting
1. Steering/Brake Pump 6. Spacer capscrews (8).
2. Supply Hose 7. Case Drain Hose 6. Move the steering/brake pump rearward to
3. Unloader Feedback Hose 8. Pump Mounting disengage the drive coupler splines from the
4. Steering Filter Hose Capscrews hoist pump. Remove the steering/brake pump.
5. Capscrew 9. Hoist Pump
7. Clean the exterior of the pump. Move the pump
to a clean work area for disassembly.

Installation 12. With the body down and the engine stopped, fill
the hydraulic tank with clean C-4 hydraulic oil
1. Install a new O-ring on the pump mounting
(as specified on the truck Lubrication Chart) to
flange.
the upper sight glass level.
2. Ensure that the steering pump splined coupler
13. With suction line shutoff valve open, loosen the
is in place inside the hoist pump before steering
suction (inlet) hose capscrews at the pump to
pump installation.
bleed any trapped air. Retighten the capscrews
to the standard torque.
The steering pump weighs approximately 113 kg

(250 lb). Use a suitable lifting device capable of If trapped air is not bled from steering pump,
handling the load safely. possible pump damage and no output may
3. Move steering/brake pump (1, Figure 50-8) into result.
position. Engage the steering/brake pump shaft
with the hoist pump spline coupler.
14. If required, top off the oil in the hydraulic tank to
4. Install two spacers (6) and capscrews (5). Do the level of the upper sight glass.
not tighten the capscrews at this time.
15. In the hydraulic brake cabinet, open both brake
5. Align the capscrew holes and install four pump accumulator needle valves completely to allow
mounting capscrews (8). Tighten the capscrews the steering pump to start under a reduced
to the standard torque. Now tighten capscrews load.
(5) to the standard torque. 16. Move the hoist control lever to the FLOAT
6. If the hydraulic tank is full of oil, install vacuum position.
pump kit (XB0887) on the hydraulic tank to 17. Start the truck engine and operate at low idle for
prevent the loss of oil when reconnecting two minutes.
hydraulic lines.
7. Remove all plugs from the hoses and ports.
Install hoses (2), (3) and (4) on the steering/
brake pump with new O-rings. Tighten the
capscrews securely. Do not connect case drain Do not allow the engine to run with the needle
hose (7) at this time (see Step 8). valves in the open position for longer than this
recommendation. Excessive hydraulic system
8. Remove the case drain fitting from the top of heating will occur.
the pump housing. Add clean C-4 hydraulic oil
to the pump through the opening until the pump DO NOT start any hydraulic pump for the first
housing is full. This may require 2 to 3 liters (2 time after an oil change or pump replacement
to 3 qt.) of oil. with the truck dump body raised. The oil level in
9. Install the case drain fitting and tighten it to the the hydraulic tank may be below the level of the
standard torque. Connect case drain hose (7) to pump(s), causing extreme pump wear during this
the fitting. initial pump startup.
10. If used, turn off vacuum pump kit (XB0887) and
remove the vacuum pump from the hydraulic 18. Turn off the engine. Fully close both brake
tank. accumulator needle valves.
11. Replace the hydraulic filter elements. Refer to 19. Verify that the oil level in the hydraulic tank is at
Section L9, Hydraulic System Filters. 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
the instructions for filling/adding oil in Section
L3, Hydraulic System Component Repair.
Use only Komatsu filter elements, or elements 20. Start the engine and check for proper pump
that meet the Komatsu hydraulic filtration operation. If necessary, refer to Steering Circuit
specification of Beta 12 = 200. Checkout Procedure in Section L10, or the
Troubleshooting Chart at the end of this section.

Disassembly
When disassembling or assembling the pump, Stroke adjuster assembly (items 12, 13, 14, 15
choose a work area where no traces of dust, and 16, Figure 6-9) must be removed before
sand or other abrasive particles which could further disassembly of the control piston.
damage the unit are in the air. Do not work near 8. Without disturbing jam nut (16, Figure 6-9),
welding, sand blasting, grinding benches, etc. unscrew gland (15) and remove the stroke
Place all parts on a clean surface. To clean parts adjuster as a complete assembly.
which have been disassembled, it is important 9. Back out capscrews (1, Figure 6-11), then
that clean solvents are used. All tools and remove cap (4).
gauges should be clean before working with
these units and new, clean, threadless rags 10. Remove bias control spring (1, Figure 6-10).
should be used to handle and dry parts.
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
1. Drain off excess hydraulic oil from the pump fit in the pump housing.
inlet and discharge ports. It may be necessary 11. Support valve plate (11) from an overhead hoist.
to loosen four valve plate capscrews (8, Figure (Lifting lug holes are provided.) Remove four
6-11) in order to pull back on the valve plate and capscrews (8) from the valve plate.
allow fluid to seep out of the case. 12. Remove valve plate (11) from the pump housing
2. Thoroughly clean and dry the outside surface of by tapping it away from the housing with a
the pump housing. mallet until the valve plate pilot diameter is
NOTE: Depending upon what part or parts are to be disengaged from the case by 6 mm (0.25 in).
inspected, it may not be necessary to completely 13. With the weight of the valve plate still
disassemble all components. suspended from the overhead hoist, slide te
valve plate back until it disengages from the
Control Piston Group driveshaft. Set the valve plate aside. Be careful
3. Remove two large plugs (24, Figure 6-9) with not to damage the wear face of the valve plate.
O-rings (25) from both sides of the pump. 14. To further disassemble the control piston
4. Control piston (11, Figure 6-10) must be in the assembly, move control piston (11, Figure 6-10)
“neutral” position. Control link pin (16) should be into sleeve (4) until stop pin (8) contacts the
centered in the plug opening. sleeve. Use a large mallet to drive the piston
5. Use snap ring pliers to remove retaining rings and sleeve assembly outward from the valve
(14) from both sides of the pin. Remove control plate.
link washers (15). 15. When all sleeve seals (5), (6), and (7, Figure 6-
6. For handling purposes, insert a 1/4” - 20 UNC 10) are clear of the valve plate, re-extend the
capscrew into the threaded end of control link control piston. While tipping the assembly
pin (16). enough to clear the hole, pull the assembly from
7. Use a brass rod and hammer to tap on the end the valve plate.
opposite the capscrew to remove control link 16. Remove pin (18) from the control piston by
pin (16). pressing or tapping it out through the hole on
the opposite side. Stop pin (8) can be removed
and control piston (11) can be slipped out of
sleeve (4).
compensator block (10).
18. Remove capscrews (7, Figure 6-11) and cover
plate (9).

FIGURE 6-9. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Snap Ring 10. O-ring 17. Pin 24. Plug
4. Retainer Ring 11. Plate 18. O-ring 25. O-ring
5. Lifting Eyes 12. O-ring 19. Pin 26. Seal
6. Name Plate 13. Stem 20. O-ring
7. Drive Screw 14. O-ring 21. Housing

FIGURE 6-10. PUMP, ROTATING GROUP
1. Spring 8. Stop Pin 15. Washer 22. Roll Pin
2. Seal 9. Backup Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Backup Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-ring 14. Retainer Ring 21. O-ring 28. Spring

Rotating Group Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-9).
Use a mallet on the tail shaft to tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from the pump
The rotating group weighs approximately 14 kg housing. Use a mallet to tap saddle (20, Figure
(30 lbs). Be careful not to damage the cylinder 6-10) out from the inside of the pump housing.
wear face or cylinder wear plate face, bearing Saddle bearings (24) can then be easily
diameters or piston shoes. Assistance from removed. Saddle O-ring (21) may also be
others and use of proper lifting techniques is removed at this time.
strongly recommended to prevent personal
injury as well.
19. To remove the rotating group, firmly grasp
cylinder barrel (10, Figure 6-10) and pull the Inspection
assembly outward until the cylinder spline
disengages from the driveshaft spline about
63.5 mm (2.5 in.). Then rotate the cylinder
barrel one or two revolutions to break any
contact between piston/shoe assemblies (13)
and the wear face of swashblock (25). Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
20. Slide the rotating group off the driveshaft and
could result in serious personal injury.
out of the pump housing and place it on a clean,
protective surface with piston shoes facing 1. Clean all parts thoroughly.
upward. 2. Replace all seals and O-rings with new parts.
21. Mark each piston, its cylinder bore and location 3. Check all locating pins for damage and all
in shoe retainer for ease of inspection and springs for cracking and signs of fatigue.
assembly.
22. Piston/shoe assemblies can be removed Control Piston Group
individually or as a group by pulling upward on 4. Control piston (11, Figure 6-10) must slide
shoe retainer (27). smoothly in sleeve (4).
23. Remove fulcrum ball (12). 5. The linkage to the cradle should operate
24. If shoe retainer springs (28) are removed, mark smoothly but not loosely (with slop). Check the
which spring came from which bore. Each piston and bore in the sleeve for signs of
spring must be returned to its particular bore scratching and galling. Polish with a fine emery,
upon assembly. if needed.
25. Remove two pins (17, Figure 6-9) and pull Valve Plate Group
cylinder bearing (26, Figure 6-10) straight out of
6. Closely examine the mating faces of valve plate
the pump housing.
(10, Figure 6-11) and cylinder barrel (10, Figure
Swashblock Group 6-10) for flatness, scratches and grooves. If the
faces are not flat and smooth, the cylinder side
26. Remove two swashblock retaining pins (19,
will “lift off” from the alve plate, resulting in
Figure 6-9). Tilt the bottom of swashblock (25,
delivery loss and damage to the pump. Replace
Figure 6-10) outward and remove the
if necessary.
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
further disassembly which will make their
removal easier.

Rotating Group
A good piston/shoe fit will have no end play,
7. Check all pump piston assemblies (13, Figure
but the shoe may rotate and pivot on the
6-10) for smooth action in their bores.
piston ball. Inspect each shoe face for nicks
8. Check the piston walls and bores for scratches and scratches.
or other signs of excessive wear. (The pistons
b. Measure the shoe thickness between
should not have more than a few thousandths
retainer (27, Figure 6-10) and the cradle. All
of an inch of clearance). Replace if necessary.
shoes must have equal thickness within
9. The piston shoes must pivot smoothly, but the 0.003 mm (0.0001 in.). If even one piston/
end play must not exceed 0.076 mm (0.003 in.). shoe assembly (13) is out of specification, all
Check end play as follows: piston/shoe assemblies must be replaced.
a. Place the square end of the piston on a c. Inspect cylinder bearing (26) and the
bench and hold it down firmly. Pull on the matching cylinder barrel bearing mating
end of the shoe with your other hand and surface for galling, pitting and roughness.
note the end play. Replace if necessary.
FIGURE 6-11. PUMP, REAR HOUSING
1. Capscrew 5. Seal (red) 9. O-ring

2. O-ring 6. Capscrew 10. Valve Plate
3. Plug 7. Capscrew 11. Gasket
4. End Cap 8. Cover Plate 12. Bearing

Swashblock Group 11. Compare saddle bearing (24) thickness in the
wear area to the thickness in a non-wear area.
10. Inspect swashblock (25, Figure 6-10) for
Replace the saddle bearings if the difference is
scratches, grooves, cracks and uneven surface.
greater than 0.102 mm (0.004 in.).
Replace if necessary.
12. Check the mating surface of the swashblock for
NOTE: The wear face is coated with a gray colored,
cracks and excessive wear. Replace if
epoxy-based, dry film lubricant for break-in purposes.
necessary.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath 13. Swashblock movement in the saddle and
the coating is not scored or “picked-up”. saddle bearing must be smooth.
FIGURE 6-12. UNLOADER & COMPENSATOR CONTROLS
1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)

2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Control Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring

Driveshaft Group Assembly
14. Remove shaft seal (26, Figure 6-9). NOTE: The procedures for assembling the pump are
15. Check shaft bearing (2) for galling, pitting, basically the reverse order of the disassembly
binding and roughness. Replace if necessary. procedures.
16. Check the shaft and its splines for wear. 1. During assembly, install new gaskets, seals,
Replace parts as necessary. and O-rings.
2. Apply a thin film of clean grease or hydraulic oil
Compensator Block and Unloader Module
to the sealing components to ease the
17. Remove screws (17, Figure 6-12) and separate assembly procedure. If a new rotating group is
unloader module (18) from compensator block used, lubricate it thoroughly with clean hydraulic
(10). oil. Apply oil generously to all wear surfaces.
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs Swashblock Group
and orifices (9) and (15). Clean the block in 3. Press or tap roll pin (22, Figure 6-10) into pump
solvent and inspect all passages and orifices for housing (18, Figure 6-9).
obstructions. 4. Use an arbor press to press new shaft seal (26)
19. Remove the valve from unloader module (18). into saddle (20, Figure 6-10). Install O-ring (21)
Remove the plugs and clean the block into the groove in the saddle.
passages. If the valve is inoperative, replace 5. Press four roll pins (23) into saddle (20) until
entire unloader module. they bottom. Then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Stroke Adjuster Assembly
20. Measure and record dimension “A” of the stroke
adjuster assembly as shown in Figure 6-13.
21. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2). Be careful not to damage the saddle bearing
22. Inspect the parts for damage and excessive surfaces while installing the saddle into the
wear. pump housing.
23. Install new O-ring (2) on stem (1) and 6. Use a long brass bar and a mallet (or an arbor
reassemble it to gland (3). Adjust the stem-to- press) to install the saddle and bearing
gland distance to dimension “A” recorded in assembly into the pump housing. Tap or press
Step 21. Tighten jam nut (4). only on the area of the saddle that is exposed
between the saddle bearings. Do not tap on
the bearing surfaces. The saddle is fully
seated when a distinct metallic sound is heard
when installing the saddle into the pump
housing.
7. Fasten control link (17, Figure 6-10) to
swashblock (25) using link pin (16) and two
retaining rings (14).
8. Ensure that both dowel pins (19) are pressed
into swashblock (25).
9. Insert the swashblock into the pump housing
until it engages in the saddle bearing. Allow the
swashblock to settle to its lowest natural
position.
10. Retain the swashblock by installing two
FIGURE 6-13. STROKE ADJUSTER ASSEMBLY retaining pins (19, Figure 6-9) and O-rings (20).
Once pinned, ensure that the swashblock
1. Stem 3. Gland
strokes smoothly in the saddle by pulling firmly
2. O-ring 4. Jam Nut
on the free end of the control link.

Driveshaft Group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 6-10) will face toward the shaft
end of the pump.
11. Insert cylinder bearing (26) straight into the The assembled rotating group weighs
pump housing. Ensure that the bearing is approximately 14 kg (30 lb). Assistance from
positioned so that bearing retainer pins (17, others and use of proper lifting techniques is
Figure 6-9) can be inserted in the case and into strongly recommended to prevent personal
the bearing. injury.
12. Install O-rings (18) on pins (17). Install the pins. 22. The rotating group can now be carefully
installed over the end of the driveshaft and into
13. An arbor press is required to install shaft
the pump housing.
bearing (2, Figure 6-9) onto driveshaft (1).
Press only on the inner race of the bearing. 23. When installing the rotating group, support the
Press the bearing until it contacts the shoulder weight of cylinder barrel (10, Figure 6-10) as the
on the driveshaft. cylinder spline is passed over the end of the
driveshaft to avoid scratching or damage.
14. Use a long - 153 mm (6 in.) - sleeve with an
inside diameter that is slightly larger than the 24. Push the cylinder barrel forward until the
retaining ring inside diameter to press retaining cylinder spline reaches the driveshaft spline.
ring (4) toward the bearing until it seats in the Rotate the cylinder slightly to engage the shaft
groove. splines.
15. Place seal retainer (22) over seal (26) inside 25. Continue to slide cylinder barrel forward until it
pump housing (21). Lubricate the shaft seal with encounters the cylinder bearing (26). Lifting the
clean hydraulic oil. driveshaft slightly helps cylinder barrel and
cylinder bearing engagement. Continue
16. Install the entire driveshaft assembly through
pushing cylinder forward until the piston shoes
the front of the pump housing. A mallet will be
contact swashblock (25).
required to install the driveshaft through the
shaft seal. 26. At this point, the back of the cylinder barrel
should be located approximately 6 mm (0.25
17. Once the driveshaft assembly is fully seated in
in.) inside the back of the pump housing.
the pump housing, install snap ring (3).
Rotating Group Control Piston Group

27. Install seal (2, Figure 6-10) and piston ring (3)
18. The mating surfaces should be greased. Place
into their respective grooves on control piston
the cylinder assembly on a clean work bench
(11).
with the valve plate side down.
28. Insert the control piston assembly into sleeve
19. Assemble the rotating group by inserting shoe
(4).
retainer springs (28, Figure 6-10) into the same
spring bores in cylinder barrel (10) that they 29. While supporting the control piston, press or slip
came out of. in pin (8) and secure it with cotter or roll pin
(18).
20. Slide fulcrum ball (12) over the nose of cylinder
barrel (10). NOTE: The order of piston sleeve seal installation
21. Place shoe retainer (27) over the fulcrum ball starts at the widest end of the sleeve.
and align the holes in the retainer with the 30. Install backup ring (1, Figure 6-14), O-ring (2)
corresponding holes (marked during and back-up ring (3) in rearmost groove on the
disassembly) in the cylinder barrel. Once piston sleeve. Install O-ring (4) and backup ring
aligned, insert piston/shoe assemblies (13) into (5) in the remaining groove.
their corresponding holes. NOTE: Ensure that the grooves in sleeve (4, Figure
6-10) are at the 12 o’clock and 6 o’clock positions
when inserted into the valve plate.
31. Insert the piston and sleeve assembly into valve
plate (10, Figure 6-11).

During this next step, be careful to prevent the
washer and retaining ring from falling into the
pump housing.
40. Install second control link washer (15) and
control link retaining ring (14) onto the pin.
Remove the capscrew from the pin.
NOTE: The valve plate is a slight press fit into the
pump housing. Ensure that the pilot diameter on the
valve plate is aligned with the mating diameter on the
FIGURE 6-14. O-RING LOCATION ON PISTON pump housing before assembly.
SLEEVE
41. Insert four capscrews (7, Figure 6-11) and
1. Backup Ring 4. O-ring alternately tighten them until the valve plate is
2. O-ring 5. Backup Ring drawn up to the pump housing. Tighten the
3. Backup Ring capscrews evenly to 330 N·m (244 ft lb).
42. Clean end cap (4) and ensure the seal groove is
32. Install O-ring (10) in the rear of the valve plate. clean and free of any flaws.
Use four capscrews (7) to fasten cover plate (9)
over the opening in the valve plate. 43. Lightly lubricate new seal (5) with clean hydrau-
lic oil and install the seal onto the end cap.
33. Pull the free end of control link (17, Figure 6-10)
Refer to Figure 6-14 for the correct orientation
toward the rear of the pump housing until the
of the seal. DO NOT use any tools to install the
open hole in the link lines up with the open ports
seal. Damage to the seal may occur and oil
on the sides of the pump case.
leakage may result.
34. Install stroke adjuster assembly (Figure 6-13) to
hold the swashblock in place. NOTE: The previous seal was an O-ring with a back-
up ring. The current seal is a lip seal (red) without a
Valve Plate Group back-up ring.
35. Ensure that driveshaft bearing (12, Figure 6-11)
is in place. Using assembly grease to hold the
desired position, place valve plate gasket (12)
in position on valve plate (11).
36. Support the valve plate assembly from an
overhead hoist (lifting lug holes are provided) in
preparation for mating to the pump housing.
37. Assemble one control link retainer ring (14,
Figure 6-10) and one control link washer (15)
onto the threaded hole side of control link pin
(16). Then thread a 1/4” - 20NC capscrew into
the pin to ease holding.
38. Carefully maneuver the valve plate assembly
(supported by overhead hoist) over the
driveshaft and into the pump housing so that
the slot on control piston (11) engages control
link (17).
39. With the hole in the control piston lined up with
the hole in the link, carefully insert control link FIGURE 6-15. SEAL INSTALLATION
pin (16). 1. End Cap 2. Seal

44. Insert bias control piston springs (1, Figure 6- 47. Install two cap screws (1, Figure 6-11) in diago-
10) into control piston (11). nally opposite holes of the end cap. Progres-
sively tighten the cap screws until the end cap
45. Lightly lubricate the piston outer seal with clean
flange is seated against the pump housing.
hydraulic oil. Position the seal ring (2, Figure 5-
Spring pressure will increase as the cap screws
16) gap on top so that it is visible.
are tightened. Install the remaining cap screws.
46. Place end cap (1) over the end of control piston Progressively tighten all cap screws to 187 N·m
(3). Beginning at the seal ring edge opposite the (138 ft lb).
gap, use end cap movement and your fingers to 48. Install cover plate (8) with new O-ring (9) and
compress and push seal ring (2) into the end capscrews (6).
cap. Slip the end cap over the control piston
49. Install O-rings (2), (3) and (4, Figure 6-12) in
until spring pressure is felt. Do not use exces-
their proper locations on the top of the valve
sive force. The piston seal ring is easily broken.
plate. Install block (10) to the valve plate with
NOTE: A small amount of vaseline may be used to socket head capscrews (12). Tighten the
hold the gap above its groove and aid this step. capscrews to 21 N·m (183 in. lb).
Apply the vaseline 180° from the gap on the hidden 50. Install 4-way valve (11) and compensator valve
(far) side of the seal ring. (16).
51. Install orifice (9) and plug (7) with new O-ring (8)
in the side of the compensator block as shown
in Figure 6-12. Install orifice (15), plug (7) and
O-ring (8) in the top of the block.
52. Install the remaining plugs with new O-rings.
53. Install unloader module (18) on the
compensator block with new O-rings (19) and
socket head capscrews (17). Tighten the
capscrews to 10 N·m (88 in. lb).
54. Install plugs (9) and (24, Figure 6-9) and O-rings
(10) and (25) in the pump housing.
55. Measure the pump rotation torque. The rotation
torque should be approximately 20 N·m (15 ft
lb).
FIGURE 6-16. SEAL INSTALLATION

1. End Cap 3. Control Piston
2. Seal Ring 4. Spring

STEERING ACCUMULATORS 2. Secure the accumulator to mounting bracket (7)
using mounting clamps (4), capscrews,
Removal lockwashers and nuts. Tighten the capscrews to
1. Ensure that the key switch has been OFF for at the standard torque.
least 90 seconds to allow the accumulator oil to 3. Connect the electrical wiring to nitrogen
drain back to tank. Turn the steering wheel to precharge pressure switch (10). Reconnect oil
ensure that all pressurized oil is released. line (8) to the bottom of the accumulator.
2. Remove cover (1, Figure 6-15). Disconnect the 4. Precharge both accumulators with pure dry
electrical wiring from nitrogen precharge nitrogen. Refer to the Steering Accumulator
pressure switch (10). Charging Procedure in this section.
3. Remove the charging valve guard and loosen 5. Check charging valve (9), pre-charge switch
the small hex on charging valve (9) three (10) and check valve assembly (11) for leaks
complete turns. Depress the valve core until all using a soap solution.
nitrogen pressure has been relieved.
Ensure that 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 a protective face mask when
discharging nitrogen gas.
4. Remove oil line (8) from the bottom of the
accumulator that is being serviced. Plug the
hoses and cover the opening in the accumulator
to prevent possible contamination of the
system. Do not use a screw-in type plug.
The accumulator weighs approximately 172 kg

(380 lb). Use a suitable lifting device with
adequate capacity to handle the load safely.
5. Attach a lifting device to the accumulator.
6. Loosen the capscrews and remove mounting
clamp (4).
7. Raise the accumulator until it is clear of
mounting bracket (7). Move the accumulator to
a clean work area for disassembly.
FIGURE 6-17. STEERING ACCUMULATORS
1. Cover 6. Bleeddown Manifold
Installation 2. Front Steering Valve
Accumulator 7. Mounting Bracket
1. Lift the accumulator into position it on mounting 3. Rear Steering 8. Oil Line
bracket (7, Figure 6-15). The accumulator Accumulator 9. Charging Valve
should be positioned to allow access to 4. Mounting Clamp 10. Nitrogen Precharge
charging valve (9). 5. Flow Amplifier Valve Pressure Switch
11. Check Valve

Disassembly Cleaning and Inspection
1. After the accumulator has been removed from 1. Clean all metal parts with a cleaning agent.
the equipment, the accumulator body should be 2. All seals and soft parts should be wiped clean.
secured in a vise, preferably a chain vise. If a 3. Inflate the bladder to normal size. Wash the
standard jaw vise is used, brass inserts should bladder with a soap solution. If the bladder
be used to protect the hydraulic port assembly causes bubbles in the soap solution, discard the
from damage. Clamp on wrench flats only when bladder. After testing, deflate the bladder
using a jaw vise to prevent the accumulator immediately.
from turning.
4. Inspect the hydraulic port assembly for
2. Remove bleed plug (12, Figure 6-17) on the damage. Check the poppet plunger to see that
hydraulic port assembly. Usie a spanner wrench it spins freely and functions properly.
to remove locking ring (10) from the hydraulic
5. Check the anti-extrusion ring and soft seals for
port assembly. Use an adjustable wrench on the
damage and wear. Replace all worn or
flats located on the port assembly to prevent the
damaged seals with original equipment seals.
port assembly from rotating.
6. After the shell has been cleaned with a cleaning
3. Remove spacer (9), then push the hydraulic
agent, check the inside and outside of the shell.
port assembly into the shell.
Special attention should be given to the area
4. Insert your hand into the accumulator shell and where the gas valve and hydraulic assembly
remove O-ring backup (8), O-ring (7), and metal pass through the shell. Any nicks or damage in
backup washer (6). Separate anti-extrusion ring this area could destroy the accumulator bladder
(3) from the hydraulic port. Fold the anti- or damage new seals. If this area is pitted,
extrusion ring and remove it from the shell consult your Komatsu Service Manager.
(Figure 6-15).
5. Remove the hydraulic port from the
accumulator shell.
6. To prevent the bladder valve stem from twisting,
secure it with an appropriate wrench applied to DO NOT repair the housing by welding,
the valve stem flats. Remove gas valve machining or plating to salvage a worn area.
manifold (14, Figure 6-17). Then remove nut (5) These procedures may weaken the housing and
while still holding the bladder valve stem. result in serious injury to personnel when
7. Fold the bladder and pull it out of the pressurized.
accumulator shell. A slight twisting motion while
pulling on the bladder reduces the effort
required (Figure 6-16). If the bladder is slippery,
hold it with a cloth.
FIGURE 6-18. ANTI-EXTRUSION RING REMOVAL FIGURE 6-19. BLADDER REMOVAL

Assembly
NOTE: Assemble the accumulator(s) in a dust and 4. Install the gas valve on the bladder.
lint free area. Maintain complete cleanliness during 5. Insert the bladder pull rod into the valve stem
assembly to prevent possible contamination. opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
Use only nitrogen that meets or exceeds CGA stem.
(Compressed Gas Association) specification G-10.1 6. With one hand, pull the bladder pull rod while
for type 1, grade F. The nitrogen should be 99.9% feeding the bladder into the shell with the other
pure. Use only nitrogen cylinders with standard CGA hand. Slight twisting of the bladder will assist in
number 580 connections with the appropriate high this insertion.
pressure regulator.
7. Once the bladder valve stem has been pulled
1. After shell (4, Figure 6-18) has been cleaned through the valve stem opening in the shell,
and inspected, place the accumulator shell in a install valve stem nut (5) by hand. Remove the
vise or on a table. bladder pull rod.
2. Thoroughly spray the inside of the accumulator 8. Use a wrench to hold the bladder valve stem on
shell with 3.1 L (106 oz.) of clean C-4 hydraulic the flats, then tighten nut (5) securely.
oil to lubricate and cushion the bladder. Ensure 9. If removed, install pressure switch (15) into
that the entire internal surface of the shell is valve assembly (11). Tighten the switch to 41 ±
lubricated. 5 N·m (30 ± 4 ft lb). Then install valve assembly
3. With all gas completely exhausted from the (11) onto gas valve manifold (14) and tighten it
bladder, collapse the bladder and fold it to 18 ± 4 N·m (13 ± 3 ft lb).
longitudinally in a compact roll.
FIGURE 6-20. ACCUMULATOR ASSEMBLY
1. Bladder Assembly 7. O-ring 13. Warning Plate

2. Hydraulic Port Assembly 8. O-ring Backup 14. Gas Valve Manifold
3. Anti-Extrusion Ring 9. Spacer 15. Pressure Switch
4. Shell 10. Locking Ring 16. O-ring
5. Nut 11. Valve Assembly
6. Metal Backup Washer 12. Bleed Plug

10. If removed, install the charging valve onto gas 19. Install O-ring back-up (8) over the hydraulic port
manifold (14). Then tighten small hex nut (4, assembly. Push it into the shell fluid port until it
Figure 6-19) to 5 N·m (45 in. lb). bottoms out against the O-ring.
If a new charging valve was installed, the valve 20. Insert spacer (9) with the smaller diameter of
stem must be seated as follows: the shoulder facing the accumulator shell.
21. Install locking ring (10) on the hydraulic port
a. Tighten small hex swivel nut (4, Figure 6-19)
assembly and tighten it securely. This will
to 14 N·m (10 ft lb).
squeeze the O-ring into position. Use an
b. Loosen the small hex swivel nut. appropriate wrench on the flats on the port
assembly to ensure that the unit does not turn.
c. Retighten the small hex swivel nut to 14 N·m
(10 ft lb). 22. Install bleed plug (12) into the hydraulic port
assembly.
d. Loosen the small hex swivel nut again.
23. Verify that all warning labels are attached to the
e. Finally, tighten small hex swivel nut to 5 N·m shell and that they are legible. Install new labels
(45 in. lb). as required.
11. Install charging valve cap (1) finger-tight. Install 24. Precharge the accumulator to 690 - 827 kPa
the charging valve cover,. Tighten the (100 - 120 psi). Refer to Steering Accumulator
capscrews to 40 N·m (25 ft lb). Charging Procedure.
12. Install new O-ring (16, Figure 6-17) on gas valve 25. After precharging is completed, install a plastic
manifold (14). Hold the bladder valve stem with cover over the hydraulic port to prevent
a wrench and install gas valve manifold (14) contamination. Do not use a screw-in type
securely. plug.
13. While holding hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay the complete assembly
inside the shell.
14. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has Always store bladder accumulators with 690 -
cleared the fluid port opening, place the anti- 827 kPa (100 - 120 psi) nitrogen precharge
extrusion ring on the hydraulic port assembly pressure. This amount of pressure fully expands
with the steel collar facing toward the shell fluid the bladder and holds oil against the inner walls
port. for lubrication and rust prevention. Do not
15. Pull the threaded end of the port assembly exceed 827 kPa (120 psi). Storing accumulators
through the shell fluid port until it seats solidly with too much pressure is not safe due to
into position on the shell fluid port opening. possible leakage.
16. Connect the nitrogen charging kit to the
Refer to Accumulator Storage Procedures in this
charging valve. With the hydraulic port
section for more information about properly
assembly firmly in place, slowly pressurize the
storing bladder accumulators.
bladder using dry nitrogen and a sufficient
pressure of approximately 275 - 345 kPa (40 -
50 psi) to hold the port assembly in place so
that both of your hands are free to continue with
the assembly.
17. Install metal O-ring backup washer (6) over the
hydraulic port assembly. Push it into the shell
fluid port to bottom it out on the anti-extrusion
ring.
18. Install O-ring (7) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against metal O-ring backup
washer (6). Ensure that the O-ring does not
twist.

Leak Testing
Leak testing entails checking for internal and external
leaks at high pressure. A source of 24 130 kPa
(3,500 psi) hydraulic pressure and nitrogen pressure
of 9 653 kPa (1,400 psi) will be required. A small
water tank will be necessary for a portion of the test.
1. Remove charging valve guard (5, Figure 6-18)
and charging valve cap (6).
2. Close the bleed valve.
3. Attach a gauging assembly to the charging
valve and tighten the swivel nut finger-tight.
4. Hold valve body (6, Figure 6-19) with one
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
open the poppet inside the gas valve.
FIGURE 6-21. GAS END COMPONENTS 5. Slowly charge the accumulator to 690 kPa (100
1. Gas Manifold Valve 6. Cap psi). After 690 kPa (100 psi) is obtained, the
2. O-ring 7. Flat Gasket charging rate can be increased until the
3. Capscrew 8. Charging Valve accumulator is fully charged at 9 653 kPa
4. Lockwasher Assembly (1,400 psi).
5. Guard 9. Pressure Switch 6. Tighten swivel nut (4) finger-tight to close the
internal poppet.
7. Submerge the accumulator assembly under
water and observe it for 20 minutes. No leakage
(bubbles) is permitted. If leakage is present,
proceed to Step 14.
8. Hold charging valve (6) with a wrench and
remove the swivel nut assembly.
9. Install valve cap (1) on the charging valve
finger-tight and install the gas valve guard.
10. Connect a hydraulic power supply to the oil port
on the accumulator. Ensure that bleed plug (12,
Figure 6-18) is installed.
11. Pressurize the accumulator with oil to 24 130
kPa (3,500 psi). This may take 23 to 30 liters (6
to 8 gallons) of oil. No external oil leakage is
permitted.
12. Slowly relieve oil pressure and remove the
hydraulic power supply. Install a plastic cover
over the hydraulic port to prevent
contamination.
FIGURE 6-22. CHARGING VALVE 13. If any gas or oil leakage was present, discharge
all nitrogen gas using the charging equipment
1. Valve Cap 6. Valve Body
and repair as necessary. If there were no leaks
2. Seal 7. O-ring
of any kind, use the nitrogen charging
3. Valve Core 8. Valve Stem
equipment and adjust the nitrogen precharge
4. Swivel Nut 9. O-ring
pressure to 690 - 827 kPa (100 - 120 psi).
5. Rubber Washer
14. Verify that all warning and caution labels are
attached and legible. Install new labels as
required.

Charging Procedure 1. With the engine off and key switch in the OFF
position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
Do not loosen or disconnect any hydraulic line or 2. Open the needle valves in the brake cabinet to
component until the engine is stopped and the release hydraulic pressure from the brake
key switch has been OFF for at least 90 seconds. accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
Pure dry nitrogen is the only gas approved for system. Remove bleeder plugs (12, Figure 6-
use in the steering accumulator. The accidental 17) in the steering accumulator stems to vent
charging of oxygen or any other gas in this any residual pressure.
compartment may cause an explosion. Ensure
NOTE: If a new or rebuilt accumulator (or any
that pure dry nitrogen gas is being used to
bladder accumulator with all nitrogen discharged) is
charge the accumulator.
being precharged while installed on the truck and still
connected to the hydraulic system, the oil side of the
Before charging or discharging nitrogen gas in
accumulator must be vented to allow proper bladder
the accumulator, carefully read and understand
expansion. Trapped air or oil on the hydraulic side of
the warning labels and instructions regarding the
the bladder will prevent the proper precharge
charging valve.
pressure from being obtained for safe operation.
Only precharge accumulators to 9653 kPa (1400 3. Remove charging valve guard (5, Figure 6-18)
psi) while installed on the truck. Never handle an and charging valve cap (6).
accumulator with lifting equipment if the nitrogen 4. Turn the gas valve "T" handle all the way out
precharge pressure is over 827 kPa (120 psi). (counterclockwise) before attaching the
Always set the precharge to 690 - 827 kPa (100 - charging assembly to the accumulator gas
120 psi) before removing or installing the valve.
accumulators. 5. Close the bleed valve.
6. Attach the swivel nut to the gas valve finger-
Ensure that the nitrogen supply is shut off before tight. Do not to loop or twist the hose.
attaching the charging manifold to the nitrogen
7. Hold valve body (6, Figure 6-19) with one
container.
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
NOTE: If one accumulator is low on nitrogen, it is open the poppet inside the gas valve.
recommended that both accumulators be checked 8. Set the regulator for 172 kPa (25 psi), then
and charged at the same time. Correct precharge slightly open the nitrogen container. Slowly fill
pressure is the most important factor in prolonging the accumulator. The fill rate time for this
accumulator life. accumulator is approximately four minutes.
NOTE: Use only nitrogen that meets or exceeds

CGA (Compressed Gas Association) specification G-
10.1 for type 1, grade F. The nitrogen should be
If the precharge is not filled slowly, the bladder
99.9% pure. Use only nitrogen cylinders with
may suffer permanent damage. A "starburst"
standard CGA number 580 connections with the
rupture in the lower end of the bladder is
appropriate high pressure regulator.
characteristic of precharging too rapidly.

9. When 172 kPa (25 psi) of precharge pressure is Temperature variation can affect the precharge
obtained, close the nitrogen valve. Set the pressure of an accumulator. As the temperature
regulator for the operating precharge pressure increases, the precharge pressure increases.
based on the current ambient temperature. Conversely, decreasing temperature will decrease
Refer to Table 1. Then, open the nitrogen the precharge pressure. In order to ensure the
container and fill the accumulator. accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
10. Let the precharge set for 15 minutes. This will
allow the gas temperature to stabilize. If the A temperature variation factor is determined by the
desired precharge is exceeded, close the ambient temperature when charging the accumulator
nitrogen container valve and slowly open the on a truck that has been shut down for one hour.
bleed valve until the correct precharge pressure Refer to Table 1 for charging pressures in different
is obtained. Refer to Table 1. ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10°C (50°F), charge the accumulator to 9 294 kPa
(1,348 psi).
Do not reduce the precharge by depressing the
valve core with a foreign object. High pressure
TABLE 1. Relationship Between Charging
may rupture the rubber valve seat.
Pressure and Ambient Temperature
11. Turn the top hex to close the internal poppet.
Tighten the hex nut to 7 - 11 N·m (5 - 8 ft lb). Ambient Charging Pressure
12. Hold the gas valve stationary and loosen the Temperature ± 70 kPa (10 psi)
swivel nut to remove the assembly. Use a -23°C (-10°F) and below 8 232 kPa (1,194 psi)
common leak reactant to check for nitrogen
leaks. -17°C (0°F) 8 412 kPa (1,220 psi)
13. Install the gas valve cap finger-tight. The gas -12°C (10°F) 8 584 kPa (1,245 psi)
valve cap serves as a secondary seal.
14. Install the charging valve guard. -7°C (20°F) 8 763 kPa (1,271 psi)
-1°C (30°F) 8 943 kPa (1,297 psi)
4°C (40°F) 9 122 kPa (1,323 psi)
10°C (50°F) 9 294 kPa (1,348 psi)
16°C (60°F) 9 473 kPa (1,374 psi)
21°C (70°F) 9 653 kPa (1,400 psi)
27°C (80°F) 9 832 kPa (1,426 psi)
32°C (90°F) 10 011 kPa (1,452 psi)
38°C (100°F) 10 184 kPa (1,477 psi)
43°C (110°F) 10 363 kPa (1,503 psi)
49°C (120°F) 10 542 kPa (1,529 psi)
NOTE: A precharge pressure below 8 232 kPa (1194

psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7 584 ± 310 kPa (1,100 ±
45 psi).

Precharge Maintenance
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
If the low steering accumulator precharge not leak. Replace all faulty or leaking seals,
warning light is illuminated when the key switch valves, etc. Failure to repair leaking nitrogen
is turned ON, do not attempt to start the truck. seals may result in a failed accumulator bladder
Permanent bladder damage may result. Check or low performance from the accumulator.
the precharge pressure and adjust if necessary. NOTE: If precharge pressure continues to decline
frequently between precharge maintenance intervals,
1. When starting the truck, turn the key switch to and if all nitrogen sealing areas are free of leaks,
the RUN position and wait to confirm that the then the accumulator bladder most likely has a small
low accumulator precharge warning light does hole in it and must be replaced.
not stay illuminated after the system check is
complete. If the warning light stays illuminated,
4. Check all heat shields and exhaust blankets, as
do not start the truck. Notify maintenance
provided, during every precharge maintenance
personnel immediately.
interval to ensure that they are in place and
2. Check the accumulator precharge pressure good condition.
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and NOTE: If the truck is equipped with cold weather
can extrude into the gas stem and become bladder accumulators, the precharge pressure must
punctured. This condition is known as "pick be checked every 100 hours because the nitrogen
out". One such cycle is sufficient to destroy a permeates this bladder material at a much greater
bladder. rate than the standard bladder material.

Accumulator Storage Procedures Installing A Bladder Accumulator From Storage
1. Refer to the Charging Procedure earlier in this
chapter to install the pressure gauges on the
accumulator and to check the precharge
pressure.
Always store bladder accumulators with 690 - a. If the precharge pressure is 172 - 690 kPa
827 kPa (100 - 120 psi) nitrogen precharge (25 - 100 psi), set the regulator to 690 kPa
pressure. This amount of pressure fully expands (100 psi) and slowly charge the accumulator
the bladder and holds oil against the inner walls to 690 kPa (100 psi). Disconnect the
for lubrication and rust prevention. Do not pressure gauges from the accumulator and
exceed 827 kPa (120 psi). Storing accumulators install the accumulator on the truck. Refer to
with too much pressure is not safe due to Charging Procedure in this section to fully
possible leakage. charge accumulator to the correct operating
precharge pressure.
Only precharge accumulators to 9 653 kPa (1,400
psi) while installed on the truck. Never handle an b. If the precharge pressure is less than 172
accumulator with lifting equipment if the nitrogen kPa (25 psi), slowly drain off any nitrogen
precharge pressure is over 827 kPa (120 psi). precharge and proceed to Step 2.
Always set the precharge to 690 - 827 kPa (100 - 2. Remove the gauges from the accumulator.
120 psi) before removing or installing the 3. Lay the accumulator on a suitable work bench
accumulators. so that the hydraulic port is higher than the
1. If the accumulator was just rebuilt, ensure that other end of the accumulator. Remove the
there is approximately 3.1 L (106 oz.) of clean plastic dust cap from the hydraulic port.
C-4 hydraulic oil inside the accumulator before 4. Pour approximately 3.1 L (106 oz.) of clean C-4
adding 690 kPa (100 psi) of nitrogen precharge hydraulic oil into the accumulator through the
pressure. hydraulic port. Allow time for the oil to run down
2. Bladder accumulators should always be stored the inside of the accumulator to reach the other
with 690 - 827 kPa (100 - 120 psi) of nitrogen end.
precharge pressure, which fully expands the 5. Lay the accumulator flat on the work bench (or
bladder and holds a film of oil against the inner floor) and slowly rotate the accumulator two
walls for lubrication and rust prevention. complete revolutions. This will thoroughly coat
3. The hydraulic port should always be covered the accumulator walls with a film of oil
with a plastic plug to prevent contamination. Do necessary for bladder lubrication during
not use a screw-in type plug. precharging.
4. Always store the accumulator in an upright 6. Stand the accumulator upright. Install the
position. pressure gauges and refer to the Charging
Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
Bladder Storage Procedures plastic dust cap over the hydraulic port.
The shelf life of bladders under normal storage 7. Install the accumulator on the truck.
conditions is one year. Normal storage conditions 8. Precharge the accumulator to the correct
consist of the bladder being heat sealed in a black operating precharge pressure. Refer to Table 1.
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.

TROUBLESHOOTING CHART
ACTION
STEERING CIRCUIT
1. Overloaded steering axle 1. Reduce axle loading.
2. Malfunctioning relief valve preventing 2. Check system pressure. Adjust
Slow steering, hard
adequate system pressure build-up or replace relief valve.
steering or loss of power
3. Worn or malfunctioning pump 3. Replace pump.
assist
4. Restricted high pressure filter or suction 4. Replace filter element or clean
strainer strainer.
1. A small rate of extension may be
1. Rod end of cylinder slowly extends
normal on a closed center system.
Drift - truck veers slowly in without turning the steering wheel
2. Inspect and replace linkage if
one direction.
necessary. Check alignment or toe-
2. Worn or damaged steering linkage
in of the front wheels.
1. Air in system due to low oil level, pump 1. Correct oil supply problem or
cavitation, leaking fitting, pinched hoses bleed air.
2. Loose cylinder piston 2. Repair or replace steering
cylinder.
3. Broken centering springs (spool valve, 3. Repair or replace steering control
Wander - truck will not stay
steering valve) unit.
in straight line
4. Worn mechanical linkage 4. Repair or replace.
5. Bent linkage or cylinder rod 5. Repair or replace defective
components.
6. Severe wear in steering control unit 6. Repair or replace steering control
unit.
1. Leakage of steering cylinder piston 1. Repair or replace steering
Slip - a slow movement of
seals cylinder.
steering wheel fails to steer
front wheels
2. Worn steering control unit meter 2. Replace steering control unit.
1. Low oil level 1. Service hydraulic tank and check
for leakage.
Spongy or soft steering
2. Air in hydraulic system. Probably air
trapped in cylinders or lines. 2. Bleed air from system.
1. Air in system due to low oil level, 1. Correct condition and add oil as
cavitating pump, leaky fittings, pinched necessary.
Erratic steering hose, etc.
2. Repair or replace steering
2. Loose steering cylinder piston cylinder.
1. Splines of steering column/steering
1. Repair or replace steering
control unit coupling may be disengaged
column or coupling.
or damaged
Free wheeling - steering
wheel turns freely with no 2. Repair as required:
2. No flow to steering control unit:
back pressure - front a. Add oil and check for leakage.
a. Low oil level
wheels do not steer b. Replace hose.
b. Ruptured hose
c. Repair or replace steering
c. Broken steering control unit gerotor
control unit.
drive pin

ACTION
1. Check for loose fitting bearings at
1. Broken or worn linkage between anchor points in steering linkage
Excessive free play at steering cylinder and steered wheels between cylinder and steered
steered wheels wheels.
2. Leaky steering cylinder seals 2. Repair or replace steering
cylinder.
1. Binding or misalignment in steering 1. Align column to steering control
column or splined coupling and steering unit.
control unit 2. Remove restriction in the lines or
2. High back pressure in tank can cause circuit. Check for obstruction or
Binding or poor centering of slow return to center - should not exceed pinched lines.
steered wheels 2 068 kPa (300 psi) 3. Clean steering control unit and
filter the oil. If another component
3. Large particles can cause binding has malfunctioned (generating
between the spool and sleeve in the contaminating materials), flush the
steering control unit entire hydraulic system.
1. Large particles in meter section 1. Clean the steering control unit.
2. Check hydraulic system
Steering control unit locks
2. Insufficient hydraulic power pressure.
up
3. Repair or replace steering control
3. Severe wear and/or broken pin unit.
1. Lines connected to wrong ports 1. Check line routing and
Steering wheel oscillates or
connections.
turns by itself
2. Parts assembled wrong; steering 2. Reassemble correctly and re-
control unit improperly timed time control valve.
Steered wheels turn in
opposite direction when 1. Inspect and correct line
1. Lines connected to wrong cylinder ports
operator turns steering connections.
wheel
STEERING PUMP
1. Bleed air from pump and/or
1. Air trapped inside steering pump
steering system.
2. Inspect hoist and steering pump;
2. Broken pump drive shaft
replace drive shaft.
No pump output 3. Check for external leaks or
3. Excessive circuit leakage
internal system pressure loss.
4. Check hydraulic tank oil level.
4. No oil to pump inlet
Ensure that pump inlet shutoff valve
is open.

ACTION
1. Low pump pressure 1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves. Replace as necessary.
2. Internal pump wear 2. Repair or replace steering pump.
Low pump output
3. Restricted inlet 3. Ensure that shutoff valve is open.
Check suction hose. Clean tank
strainers.
4. Insufficient oil supply 4. Check hydraulic tank oil level.
Ensure that shutoff valve is open.
5. High pressure filter restricted 5. Replace filter element.
1. Check unloader valve operation
1. Defective pressure control
Loss of pressure
2. Repair or replace pump.
2. Internal steering pump wear
3. Inspect brake system and check
3. Excessive leakage in brake system
pressures.
1. Check unloader valve operation
Excessive or high peak 1. Defective or improperly adjusted
pressure pressure control(s)
1. Low compensator or unloader valve 1. Check pressure and adjust
setting pressure controls.
2. Fluid too cold or viscosity too high 2. Warm oil before starting or install
proper viscosity oil.
3. Air leak at pump inlet 3. Inspect inlet hose, connections
Noise or squeal
and shutoff valve.
4. Insufficient inlet oil supply 4. Check hydraulic tank level. Clean
suction strainer. Ensure that shutoff
valve is open.
5. Internal pump damage 5. Repair or replace pump.
1. Pressure compensator adjusted 1. Adjust pressure compensator or
incorrectly or defective repair if necessary.Check unloader
pressure settings.
Erratic pump (load/unload) 2. Excessive internal leakage in steering 2. Measure component leakage
cycle circuit rates and replace defective
components.
3. Unloader valve pilot seat damaged 3. Replace unloader valve module.
1. Excessive system pressure 1. Adjust system pressures.
Excessive heat 2. Low hydraulic fluid level 2. Service hydraulic tank.
3. Worn steering or hoist pump 3. Repair or replace pump(s).

ACTION
FLOW AMPLIFIER
1. Disassemble valve and check
1. Stuck amplifier spool
amplifier spool for damage or
obstruction.
2. Disassemble valve and check
Slow or hard steer 2. Obstruction in orifice, directional spool
directional spool and orifices for
damage or obstruction.
3. Check and correct relief valve
3. Incorrect relief valve pressure setting
setting.
1. Leaking shock and suction relief valve 1. Disassemble valve, check and
Free wheeling clean shock and suction valves.
(no end stop) Replace valves if necessary.
2. Pressure setting of shock valve too low 2. Adjust pressure settings
Inability to steer 1. Repair or replace steering control
1. Defective steering control unit
(no pressure build-up) unit.
1. Air in “LS” line 1. Bleed air from “LS” line.
2. Priority valve spring compression weak 2. Disassemble flow amplifier.

Resistance when initially
Replace priority valve spring.
turning steering wheel
3. Obstruction in orifice in “LS” or “PP” 3. Disassemble flow amplifier.
port Inspect and clean orifice.

SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
BASIC 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Work Ports (Rear) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Tank Ports (Front) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .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
L07029 3/08 Hoist Circuit L7-1

NOTES
L7-2 Hoist Circuit 3/08 L07029

HOIST CIRCUIT
BASIC OPERATION Hydraulic oil from the hoist filters is directed to the
hoist valve (7), mounted above the pumps The hoist
The following information describes the basic hoist
valve directs oil to the body hoist cylinders (10) for
system circuit as shown in Figure 7-1. Detailed com-
raising and lowering of the dump body. Hoist valve
ponent operation is outlined under the individual
functions are controlled by the operator through the
component descriptions.
lever connected to the hoist pilot valve (4) located in
Hydraulic fluid is supplied by a tank (1) located on the hydraulic components cabinet. A hoist limit sole-
the left frame rail. Hydraulic oil is routed to a tandem noid (5) located in the bleeddown manifold shifts the
gear type pump (2). A second pump, coupled to the hoist valve out of POWER UP before the hoist cylin-
rear of the hoist pump, supplies oil for the steering ders extend to their maximum physical limit.
and brake systems. The pumps are driven by an
When the hoist valve is in the HOLD or FLOAT posi-
accessory drive at the end of the traction alternator.
tion, hoist circuit oil flows to the front (8) and rear (9)
Hoist pump output is directed to a pair of high pres- service brakes, cooling the wet disc brakes during
sure filters (3) mounted to the inboard side of the truck operation.
fuel tank.
Hydraulic hoses deteriorate with age

and use. Prevent possible malfunctions
by inspecting all hoses periodically.
Replace any hose showing wear, dam-
age or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank 6. Pilot Operated Check Valve 11. Quick Disconnect
2. Hoist Pump 7. Hoist Valve 12. Overcenter Manifold
3. High Pressure Filter 8. Brake Cooling Oil Supply (Front) 13. Check Valve
4. Hoist Pilot Valve 9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve
5. Hoist Limit Solenoid 10. Hoist Cylinder 15. Bleeddown Manifold

COMPONENT DESCRIPTION The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve as the
Hydraulic Tank operator moves the hoist control lever while raising
The hydraulic tank supplies hydraulic oil for the hoist, and lowering the dump body.
steering and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
tank’s service capacity is approximately 947 liters
(250 gallons). Type C-4 hydraulic oil is recom-
mended 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
931 l/m (246 gpm) at 1,900 rpm and 17 235 kPa
(2,500 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system FIGURE 7-2. HOIST VALVE
and brake apply system.
Hoist pressure is limited to 17 235 kPa (2,500 psi) by
internal relief valves located in the hoist control valve 1. Inlet Section 4. Inlet Section
inlet sections. 2. Work Ports Spool 5. Inlet Port
Section 6. Outlet Port
High Pressure Filters 3. Tank Ports Spool 7. Spool Section Cover
Section 8. Separator Plate
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 Inlet Sections
valve which permits oil flow if the filter element Each of the front and rear inlet sections of the hoist
becomes excessively restricted. Flow restriction valve contains of the following components:
through the filter element is sensed by an indicator
switch. This switch will turn on a red warning light in • Flow control valve and main relief valve
the cab to indicate that filter service is required. The • Secondary Low pressure relief valve
indicator light will illuminate when the restriction
• Anti-void check valve
reaches approximately 241 kPa (35 psi). Actual filter
bypass will result when the filter element restriction • Load check valve
reaches approximately 345 kPa (50 psi). The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
Hoist Valve
cooling circuit unless the body is being raised or low-
The hoist valve (Figure 7-2) is mounted on a modular ered. The relief portion of the valve is direct-acting
assembly containing the hoist valve, overcenter man- and has the capacity to limit the working pressure at
ifold, and both hydraulic pumps. This assembly is full pump flow.
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 secondary low pressure relief is located between Tank Ports (Front) Spool Section
the low pressure core and the outlet to the brake
The primary low pressure valves are located in the
cooling circuit. It provides for pressure relief if pres-
front spool section of the hoist valve. These valves
sure spikes occur in the low pressure passage area.
maintain back pressure on the low pressure passage
The load check allows free flow from the inlet to the and direct the hoist cylinder return oil back to the
high pressure core and prevents flow from the high hydraulic tank.
pressure core to the inlet.
Hoist Pilot Valve
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre- The hoist pilot valve (1, Figure 7-3) is mounted in the
vents flow from the high pressure core to the low hydraulic components cabinet behind the operator’s
pressure core. cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
Work Ports (Rear) Spool Section operator through a lever mounted on the console
between the operator and passenger seat. A cable
The rear spool section of the hoist valve consists of
connects the cab mounted lever to the hoist pilot
the following components:
valve in the hydraulic components cabinet.
• Pilot ports
When the operator moves the lever, the pilot valve
• Main spools spool moves and directs pilot flow to the appropriate
• Work ports pilot port on the hoist valve. The pilot flow causes the
main spool to direct oil flow to the hoist cylinders.
• Check poppets
The hoist pilot valve is equipped with a one way load
The pilot ports are located in the spool section cover. check valve which allows free flow from the center
These ports provide connections for a pilot line to the passage to bridge core and prevents reverse flow.
hoist pilot valve. Each work port has a corresponding The valve also contains power down relief valve (2),
pilot port. which is used to limit the power down pressure to
The work ports provide for a line connection between 10 400 kPa (1,500 psi).
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.
FIGURE 7-3. HOIST PILOT VALVE
1. Hoist Pilot Valve 5. To Hoist Valve
2. Relief Valve (Base End)
3. Supply Port 6. Return to Tank
4. To Hoist Valve
(Rod End)

Bleeddown Manifold Overcenter Manifold
The pilot valve/hoist valve hydraulic circuit is routed The overcenter manifold (4, Figure 7-4), located on
through the bleeddown manifold, located on the left the pump module at the rear of hoist valve (1), con-
frame rail. The hoist up limit solenoid and pilot oper- tains counterbalance valve (2). This valve controls
ated check valve described below are contained in the pressure of the cushion of oil in the annulus area
the manifold. Refer to Section L4 for additional infor- of the hoist cylinder when the body approaches the
mation about these components. maximum dump angle. The valve limits the maximum
pressure build-up by relieving pressure in excess of
Hoist Up Limit Solenoid 20 400 kPa (3,000 psi), preventing possible seal
The hoist up limit solenoid (5, Figure 7-1), located on damage.
the bottom of the bleeddown manifold, is used in the Quick disconnect fittings (5), mounted on the bottom
hydraulic circuit to prevent maximum hoist cylinder of the manifold, allow dumping of the load in a dis-
extension. abled truck by connecting jumper hoses to the
The solenoid valve is a 3-way valve, and is controlled hydraulic system of an operational truck.
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 the tank, and
close the “raise” pilot line to the hoist valve, stopping
further oil flow to the hoist cylinders.
Refer to Section D3, 24VDC Electrical System Com-
ponents, for the 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 bypass the hoist up limit solenoid for initial
power down operation while the solenoid is activated
FIGURE 7-4. PUMP MODULE
by the hoist limit switch.
1. Hoist Valve 5. Quick Disconnects
2. Counterbalance Valve 6. Steering/Brake Pump
3. Needle Valve 7. Hoist Pump
4. Overcenter Valve

HOIST CIRCUIT OPERATION
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 Pressure builds to approximately 414 kPa (60 psi) on
Frame the pilot of flow control valve (2), causing the valve to
compress the spring and open, which allows the oil
Figure 7-5 shows the position of the hoist pilot valve
to flow the through hoist valve port (23) to the service
when the truck body is resting on the frame. How-
brakes for brake disc cooling and eventually back to
ever, the hoist valve internal valves and spools will
the tank. Between hoist valve port (23) and the
be in the position shown in Figure 7-7.
brakes or heat exchanger, the cooling supply tee’s to
Oil from the hoist pump enters the inlet sections of orificed regulator valves. If supply pressure attempts
the hoist valve in port (11), passes through check to increase above 240 kPa (35 psi), the regulator
valve (18), and stops at the closed high pressure valve opens and dumps to the tank.
passage (19) at the two main spools (7) and (8) as
Oil also flows out of hoist valve port (12) to port (12)
shown in Figure 7-5.
on the pilot valve, through the hoist pilot valve spool,
and out through 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.

FIGURE 7-5. FLOAT POSITION
1. Hoist Relief Valve (2,500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1,500 psi) 24. Overcenter Manifold

Power Up Operation No pressure is present on the top of spool (7). Cylin-
(Figure 7-6) der return pressure passes through the check-poppet
in the bottom of spool (7) to build pressure under the
The hoist pilot valve spool is moved to the power up
spool, which moves the spool upward, compressing
position when the operator moves the lever rearward
the top spring. This movement allows the returning
in the cab. The pilot supply oil coming in port (12) is
cylinder oil to flow into the low pressure passage (20)
prevented from returning to the tank and, instead, is
to the primary low pressure relief valve (22). Approxi-
directed out port (14) through hoist limit solenoid (13)
mately 179 kPa (26 psi) causes this valve to open,
in the bleeddown manifold and into port (14) of the
allowing the oil to flow out port (10) to the tank.
hoist valve.
If the load passing over the tail of the body during
From there it goes to the top of the head end spool
dumping attempts to cause the body to raise faster
(8), builds pressure on the end of the spool, causes
than the oil being supplied by the pump, the oil
the spool to move down compressing the bottom
returning from the annulus area of the hoist cylinders
spring, and connects the high pressure passage (19)
passing through the counterbalance valve manifold
to head end port (9). Working oil flow in the high
controls how fast the hoist cylinders can extend due
pressure passage is now allowed to flow through
to the external force of the load. The speed is con-
spool (8) and out port (9) to extend the hoist cylin-
trolled by counterbalance valve.
ders.
During the normal raise process, the raise pilot pres-
Even though a small amount of oil flows through the
sure supplied to the counterbalance valve (24) will
check poppet in the top of spool (8), raise pilot pres-
open the cylinder return ports fully any time raise
sure at ports (14) increases to slightly higher pres-
pressure is above 4 600 kPa (666 psi). As the load
sure than the required hoist cylinder pressure. As a
shifts toward the tail of the body, the raise pressure
result, the pilot supply pressure in ports (12) also
decreases. As it drops below 4 600 kPa (666 psi), the
increases causing back pressure to occur in the
valve starts restricting oil flow, causing a back pres-
spring area of the flow control valve (2). This over-
sure to the annulus area. If raise pressure were to
comes the pilot pressure on the other end of the flow
drop to 0, return pressure would increase to 20 400
control valve causing it to close and direct the incom-
kPa (3,000 psi) maximum.
ing pump oil through the head end spool (8) to the
hoist cylinders to extend them. At this time, oil flow to When the operator releases the hoist control lever,
the brake cooling circuit is stopped. the valves change to the HOLD position. If the body
raises to the position that activates the hoist limit
If at any time the resistance to the flow of the pump
switch, located above the right rear suspension,
oil coming into the inlet section causes the pressure
before the operator releases the lever, hoist limit
to increase to 17 235 kPa (2,500 psi), the pilot pres-
solenoid (13) is energized. The solenoid valve closes
sure against hoist relief valve (1) causes it to open
raise pilot port (14) on the hoist and releases the
and allow flow to exit out port (23) to the brake cool-
hoist pilot valve raise pilot pressure at port (14) to the
ing circuit and to return to the tank.
tank, allowing head end spool (8) to center and shut
As the hoist cylinders extend, oil in the annulus area off the supply of oil to the hoist cylinders. This pre-
of all three stages must exit sequentially from the cyl- vents maximum extension of the hoist cylinders.
inders. Initially, 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 bleed-
down manifold and to the tank.

FIGURE 7-6. POWER UP POSITION

Hold Operation
(Figure 7-7)
The pilot valve spool is positioned to allow the pilot Both pilot ports (14) and (15) in the pilot valve are
supply oil entering port (12) to return to the tank closed by the pilot valve spool. In this condition, pres-
through port (10). Pilot supply pressure in ports (12) sure is equalized on each end of each main spool (7)
then decreases to no pressure, allowing flow control and (8), allowing the springs to center the spools and
valve (2) to open and route the incoming pump oil to close all ports to trap the oil in the cylinders and hold
the brake cooling circuit through port (23) and back the body in its current position.
to the tank.

FIGURE 7-7. HOLD POSITION

Power Down Operation
(Figure 7-8)
When the operator moves the hoist control lever to As oil attempts to return from the head end of the
lower the body, the hoist pilot valve is positioned to hoist cylinders, it initially encounters closed head end
direct the pilot supply oil in ports (12) through ports spool (8). Pressure increases on the bottom end of
(15) to the top of rod end spool (7). the spool, causing it to move upward. This allows the
returning oil to go into the low pressure passage (20),
Pilot pressure increases to move the spool down,
build up 179 kPa (26 psi) to open primary low pres-
compressing the bottom spring. Movement of the
sure relief (3), and exit the hoist valve through port
spool connects high pressure passage (19) to the rod
(10) to the tank.
end (annulus area) of the hoist cylinders. At the
same time, flow control valve (2) is forced to close as As the body descends and the hoist up limit solenoid
pilot pressure increases, thus directing the incoming is no longer activated, the pilot operated check valve
pump oil to the hoist cylinders through spool (7) and is no longer necessary.
the 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 up limit solenoid activated,
therefore closing raise port (14) on the hoist valve.
Power down pilot pressure in ports (15) pushes open
pilot operated check valve (21), located in the bleed-
down manifold, so the pilot pressure in ports (14) is
open to the tank through the pilot valve spool.

FIGURE 7-8. POWER DOWN POSITION

Float Operation
(Figure 7-9)
When the operator releases the lever as the body The 179 kPa (26 psi) in the low pressure passage
travels down, the hoist pilot valve spool returns to the causes oil to flow to the rod end of the cylinders to
FLOAT position. In this position, all ports (10, 12, 14, keep them full of oil as they retract. When the body
& 15) are common with each other. Therefore, the reaches the frame and there is no more oil flow from
pilot supply oil is returning to tank with no pressure the cylinders, the main spools center themselves and
build-up, thus allowing flow control valve (2) to close the cylinder ports and the high and low pres-
remain open to allow the pump oil to flow through sure passages.
hoist valve port (23) to the brake cooling circuit and
eventually return to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14) and (15) in the pilot valve, there is no pres-
sure on the top of either main spool. The oil returning
from the head end of the hoist cylinders builds pres-
sure on the bottom of the head end spool (8) exactly
like in POWER DOWN, allowing the returning oil to
transfer to low pressure passage (20). The back
pressure in the low pressure passage, created by pri-
mary low pressure relief valve (22), causes pressure
under rod end spool (7) to move the spool upward.
This connects the low pressure passage to the rod
end of the hoist cylinders.

FIGURE 7-9. FLOAT POSITION

NOTES

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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
L08032 12/11 Hoist Circuit Component Repair L8-1

HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-16
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Assembly - Quill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21
Assembly -Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22
OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
L8-2 Hoist Circuit Component Repair 12/11 L08032

HOIST CIRCUIT COMPONENT REPAIR
NOTE: Sometimes it is necessary to dump a load
from the body of a truck when the hoist system is 1. Make sure that there is adequate overhead
inoperable. Refer to Section A3, General Safety and clearance and raise the truck body. Secure the
Operating Instructions - Disabled Truck Dumping body in the raised position with the body-up
Procedure. retention cable. Refer to Section A3, Gerneral
Safety and Operating Instructions - Securing
HOIST VALVE The Dump Body.
2. Shut down the machine. Refer to Section A3,
Removal
Gerneral Safety and Operating Instructions -
Normal Engine Shutdown Procedure.
3. Slowly move the hoist lever to the LOWER
position to allow the body to lower against the
body-up retention cable and relieve hoist
Relieve all pressure before disconnecting
cylinder pressure.
hydraulic lines. Hydraulic oil escaping under
pressure can have sufficient force to enter a 4. Thoroughly clean the exterior of the hoist valve.
person's body by penetrating the skin and cause 5. Mark, disconnect and plug all hydraulic lines
serious injury and possibly death if proper and ports to help prevent contamination.
medical treatment by a physician familiar with 6. Remove the capscrews and lockwashers that
this type of injury is not received immediately. secure hoist valve (5, Figure 8-1).
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
3. Overcenter Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
FIGURE 8-1. HOIST VALVE & PIPING

3. Connect the pilot supply lines. Tighten the
fittings securely.
4. Start the engine. Raise the body and remove
the body-up retention sling. Lower and raise the
The hoist valve weighs approximately 193 kg body to check for proper operation and leaks.
(425 lb). Use a suitable lifting device that can 5. Check the hydraulic tank oil level. Refer to
handle the load safely. Section P2, Lubrication and Service - Hydraulic
7. Attach a lifting device to the hoist valve and Tank Service.
remove the valve from the truck. Move the hoist
valve to a clean work area for disassembly. O-Ring Replacement
NOTE: It is not necessary to remove the individual
Installation
valve sections to accomplish repairs unless
1. Attach a suitable lifting device to the hoist valve. emergency field repair is required to replace the O-
Move the hoist valve into position and secure it rings between sections to prevent leakage.
in place with capscrews, nuts and lockwashers. Loosening and retightening the main valve tie rod nut
Tighten the capscrews to the standard torque. could cause distortion, resulting in binding or
NOTE: The hoist valve must be positioned with severely sticking plungers, poppet and spools.
separator plate (8, Figure 8-2) toward the front of the
To replace the O-rings between the valve sections:
truck.
1. Remove 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
sections.
2. Inspect the machined sealing surfaces for
scratches and nicks. If scratches or nicks are
found, remove them by lapping on a smooth flat
steel surface with fine lapping compound.
3. Lubricate the new O-rings lightly with
multipurpose grease. Replace the O-rings
between the sections. Stack the sections
together, making sure that the O-rings between
the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing. See Figure 8-3.
FIGURE 8-2. HOIST VALVE ASSEMBLY

1. Inlet Section (Rear) 4. Inlet Section (Front)
2. Spool Section 5. Nuts and Washers
(Work Ports) 6. Tie Rods
3. Spool Section 7. Tube
(Tank Ports) 8. Separator Plate
2. Using new O-rings at the flange fittings, connect FIGURE 8-3. TIE ROD INSTALLATION
the hydraulic lines. Tighten the flange
capscrews to the standard torque. Refer to
Figure 8-1 for hydraulic line location.

5. Use a torque wrench to tighten the nuts in the INLET SECTION
pattern shown in Figure 8-4. Tighten the tie rod
nuts evenly in the following sequence: Disassembly
a. First, tighten the nuts to 20 N·m (15 ft lb) in 1. Match mark or identify each part when removed
order 1, 4, 2, 3. in respect to its location or mating bore to aid in
reassembly.
b. Next, tighten the nuts to 43 N·m (32 ft lb) in
2. Disconnect external tube (7, Figure 8-2) at the
order 1, 4, 2, 3.
cover end. Remove capscrews (14, Figure 8-5),
c. Finally, tighten the nuts to 142 N·m (105 ft and cover (13). Remove springs (12), check
lb) in order 1, 4, 2, 3. valves (11), and O-rings (10).
NOTE: The inlet section is shown removed from the
main valve body for clarity.
3. Remove capscrews (1, Figure 8-5) and cover
(2). Remove springs (3) and (5) and flow
control/main relief valve (4). Remove sleeve (6),
low pressure relief valve (7), and O-rings (8).
NOTE: If removal of the restrictor poppet in cover (2)
is required, refer to Step 4 and Figure 8-6.
FIGURE 8-4. TIGHTENING SEQUENCE
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Capscrew 5. Spring 8. O-Rings 12. Springs
2. Inlet Cover 6. Sleeve 9. Inlet Valve Body 13. Cover
3. Spring (Orange) 7. Secondary Low 10. O-Rings 14. Capscrews
4. Flow Control & Main Pressure Relief Valve 11. Check Valves
Relief Valve

4. Remove sleeve (9, Figure 8-6), backup ring (8), Assembly
O-ring (7), backup ring (6). Remove backup ring 1. Coat all parts, including the housing bores, with
(5), O-ring (4), backup ring (3) and restrictor clean, type C-4 hydraulic oil. Lightly lubricate
poppet (2). the O-rings with a multipurpose grease.
5. Repeat Steps 1 through 4 for the opposite inlet 2. If restrictor poppet (2, Figure 8-6) was removed,
section if disassembly is required. 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 and
tighten capscrews (14) to 81 N·m (60 ft lb).
5. Install low pressure relief valve (7) in sleeve (6),
then install the assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3) and (5). Install cover (2). Install and tighten
capscrews (1) to 81 N·m (60 ft lb). Connect the
external tube and tighten the nuts to 34 N·m (25
ft lb).
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

(Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve FIGURE 8-7. POPPET AND BALL
5. Backup Ring 1. Poppet
2. Steel Ball
Cleaning and Inspection 3. O-Ring
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks and 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 and excessive wear.
4. Inspect the poppets in their respective bore for
proper fit. Poppets should move freely through
a complete revolution without binding.
5. Inspect the fit and movement between the
sleeve and low pressure relief valve.

REAR SPOOL SECTION (Work Ports) 7. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
Disassembly Remove poppet (21) and spool end (15).
NOTE: It is not necessary to remove inlet sections NOTE: Pay special attention to poppets (12), (21)
(1) or (4, Figure 8-2) to accomplish disassembly of and (22, Figure 8-9) during removal to ensure proper
spool section (2) or (3). location during reassembly. Poppets may be
1. Match mark or identify each part when removed identified with a colored dot (red, green or white). If
in respect to its location or respect to its mating the poppets are not color coded, use the table below
bore to aid reassembly. and the specified drill bit to measure the orifice
2. Remove capscrews and lift spool section cover diameter for proper identification.
(1, Figure 8-9) from the housing.
3. Remove poppet (1, Figure 8-7) from spool POPPET ORIFICE
cover. Remove and discard O-ring (3). COLOR DIAMETER DRILL SIZE
NOTE: The poppet (1) contains a small steel ball. Do Red 3.556 mm (.140 in.) #28
not misplace. Green 2.362 mm (.093 in.) #42
4. Remove and discard O-rings (4) and (5, Figure White 1.600 mm (.063 in.) #52
8-8).
5. Remove restrictor poppet (1). Remove and
8. Repeat Step 7 to disassemble the opposite end
discard O-ring (2) and backup ring (3), if used.
of spool (20). Note that there is no plug or
Note the position of the restrictor when removed
restrictor poppet in the opposite end and the
to ensure correct reassembly.
spring is blue.
6. Remove spool assembly (20, Figure 8-9). Note
9. Remove spool assembly (14). At the top end of
the color of the lower spring (blue) to ensure
the spool, remove plug (3). Remove spring seat
proper location during reassembly. Also note
(2) and spring (11). Remove poppet (12) and
the “V” groove on the top end of the spool.
spool end (15).
10. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
11. Remove cover (19) and O-rings (4), (5) and
(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 and distortion.
Inspect the poppet seating surfaces for nicks
and excessive wear. All seats must be sharp
and free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
4. Inspect all poppets in their respective bore for
FIGURE 8-8. RESTRICTOR POPPET REMOVAL proper fit. Poppets should move freely through
1. Restrictor Poppet 4. O-Ring a complete revolution without binding.
2. O-Ring * 5. O-Ring
3. Backup Ring *
*Note: Items 2 and 3 not used on all valves.

FIGURE 8-9. WORK PORTS SPOOL SECTION ASEMBLY
1. Spool Cover 9. Restrictor Poppet 17. O-Ring
2. Spring Seat 10. O-Ring 18. Poppet
3. Plug 11. Spring 19. Spool Cover
4. O-Ring 12. Restrictor Poppet (Red) 20. Spool Assembly
5. O-Ring 13. Spool Housing 21. Restrictor Poppet (Green)
6. Poppet 14. Spool Assembly 22. Restrictor Poppet (White)
7. Ball 15. Spool End
8. O-Ring 16. Spring (Blue)

Assembly
1. Lubricate O-rings (4), (5) and (10, Figure 8-9)
with clean hydraulic oil. Install the O-rings in the
spool housing. Install poppet (18). Install cover
(19) and secure it in place with capscrews.
Tighten the capscrews to 81 N·m (60 ft lb).
2. Install spring (11) in spool (20). Install spring
seat (2). Apply Loctite to the threads of spool
end (15). Install the spool end and tighten it to
34 N·m (25 ft lb). Install green poppet (21).
Apply Dri-loc #204 to the threads of plug (3).
Install and tighten the plug to 20 N·m (15 ft lb).
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 the spring, spring seat, and spool end.
Ensure that spring (16) is blue. A poppet and
plug are not installed in the lower end. FIGURE 8-10. SPOOL INSTALLATION
4. Lubricate the spool assembly and carefully 1. “V” Groove 3. Work Ports Spool
install it in the spool housing as shown in Figure 2. Spool Assembly Section
8-10. Make sure that “V” groove (1) in spool
assembly (2) is positioned up as noted.
5. Install spring (11, Figure 8-9) in the top 8. If used, install O-ring (2, Figure 8-8) and backup
(grooved) end of remaining spool (14). Install ring (3) on restrictor poppet (1). Install the
spring seat (2). Apply Loctite to the threads of poppet in the spool housing as shown in Figure
spool end (15). Install spool end and tighten to 8-9.
34 N·m (25 ft lb). Install red poppet (12). Apply 9. Install new O-rings (4), (5) and (10).
Dri-loc #204 to the threads of plug (3). Install
10. Install a new O-ring (and backup ring if used) on
and tighten the plug to 20 N·m (15 ft lb).
poppet (6, Figure 8-9). Make sure that small
6. Repeat Step 5 for the bottom end of spool (14). steel ball (7) is installed in the poppet. Install the
Install spring (16) which is blue in color, spring poppet in cover (1).
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and 11. With new O-rings (4, 5 and 10) installed,
tighten to 34 N·m (25 ft lb). Install white poppet position cover (1) over the spool housing. Install
(22). Apply Dri-loc #204 to the threads of plug and tighten the capscrews to 81 N·m (60 ft lb).
(3). Install and tighten the plug to 20 N·m (15 ft NOTE: The cover must be positioned according to
lb). the match marks that were made during disassembly.
7. Lubricate the assembled spool and install it in Do not reverse the cover position.
the spool housing as shown in Figure 8-10.
Make sure that “V” groove (1) in spool assembly
(2) is positioned up as noted.
NOTE: Spools (14) and (20, Figure 8-9) are
physically interchangeable. Ensure that spool (14) is
installed toward the base port of the spool housing.

FRONT SPOOL SECTION (Tank Ports) Assembly
1. Lubricate spools (7, Figure 8-11) with clean
Disassembly hydraulic oil and reinstall them in their original
NOTE: It is not necessary to remove inlet sections bores. Install springs (8).
(1) or (4, Figure 8-2) to accomplish spool section 2. Lubricate O-rings (5) and (6) with clean
disassembly and repair. hydraulic oil. Install the O-rings in the bottom of
1. Match mark or identify each spool in respect to the spool housing. Install bottom cover (9) and
its mating bore when removed. secure it in place with capscrews. Tighten the
capscrews to 81 N·m (60 ft lb).
2. Remove the capscrews and lift spool section
cover (4, Figure 8-11) from the housing. 3. Lubricate O-rings (5) and (6) and install them in
the top of the spool housing. Install top cover (4)
3. Remove and discard O-rings (5) and (6).
and secure it in place with capscrews. Tighten
4. Remove the capscrews and bottom cover (9) the capscrews to 81 N·m (60 ft lb).
from the spool housing. Remove and discard
4. If removed, install plugs (2) with new O-rings
the O-rings.
(3).
5. Remove springs (8). Push spools (7) out of the
housing bores.

1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect the springs for breaks and distortion.
3. Inspect the housing bores and surfaces of the
spools for nicks, scoring and excessive wear.

FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY
1. Spool Housing 4. Spool Cover 7. Spool

2. Plug 5. O-Ring 8. Spring
3. O-Ring 6. O-Ring 9. Spool Cover

HOIST PILOT VALVE Installation
1. Place hoist pilot valve (1, Figure 8-12) into
Removal position on the mounting bracket. Secure the
1. Place the hoist control lever in the LOWER valve in place with mounting hardware (2).
position. Ensure that the body is in the full down
2. Position hydraulic lines (3) over the valve ports
position and resting on the frame. Release the
and assemble the fittings. Tighten the hydraulic
hoist control lever to return the hoist valve spool
line connections securely.
to the FLOAT position.
3. Place the hoist control lever in the spring-
2. Disconnect hydraulic lines (3, Figure 8-12) at
centered position. Adjust the pilot valve spool
hoist pilot valve (1) located in the hydraulic
until the centerline of the cable attachment hole
components cabinet at the rear of the cab.
extends 29.5 mm (1.16 in.) from the face of the
Remove capscrews (5).
valve body.
3. Loosen and unthread jam nut (8). Unthread
4. Align the control cable eye with the pilot valve
sleeve (9) until cotter pin (6) and pin (10) are
spool hole and insert pin (10). Secure the pin in
exposed.
place with cotter pin (6).
4. Remove the cotter pin and pin.
5. Thread sleeve (9) upward until contact is made
5. Remove hoist pilot valve mounting hardware with the valve body. Move flange (4) into
(2), and remove the valve from the cabinet. position and secure it in place with capscrews
Refer to the hoist pilot valve disassembly (5).
procedure for repair instructions.
6. Thread jam nut (8) against the sleeve. Tighten
the jam nut securely.
7. Start the engine and check for proper hoist
operation and leaks.
FIGURE 8-12. HOIST PILOT VALVE & PIPING

(Located in Hydraulic Brake Cabinet)
1. Hoist Pilot Valve 5. Capscrew 9. Sleeve
2. Mounting Hardware 6. Cotter Pin 10. Pin
3. Hydraulic Tubes 7. Control Cable
4. Flange 8. Jam Nut

Disassembly 2. Remove machine screw (15, Figure 8-13), seal
1. Thoroughly clean the exterior of the valve. plate (16), wiper (13) and O-ring (12).
Match mark the components to ensure proper 3. Remove snap ring (1), capscrews (6), cap (24),
reassembly. 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 spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from the spool.
5. Insert a rod in the cross holes of detent pin (3)
and unscrew it from spool (14). Slight pressure
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 8-14) from spool
housing (1).
8. Match mark the inlet and outlet housings in
relation to the spool housing to ensure correct
location during reassembly.
9. Remove nuts (8) and (10, Figure 8-13) 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.
FIGURE 8-13. HOIST PILOT VALVE

1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer FIGURE 8-14. RELIEF VALVE
10. Nut 24. Cap 1. Spool Housing 5. To Hoist Valve
11. O-Ring 25. Seal Retainer 2. Relief Valve (Base End)
12. O-Ring 26. Wiper 3. Supply Port 6. Return to Tank
13. Wiper 27. O-Ring 4. To Hoist Valve
14. Spool (Rod End)

Cleaning and Inspection 5. Install the tie rods. Install and tighten the tie rod
1. Clean all parts, including the housings, in nuts to the torques shown in Figure 8-16.
solvent and blow dry with compressed air. 6. Install new O-ring (27, Figure 8-13) and wiper
2. Inspect the seal counter bores. They must be (26). Install seal retainer (25).
free of nicks and grooves. 7. Install spacer (5), spring seats (19), and spring
3. Examine springs for breaks or distortion. (4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
4. Inspect spool (14, Figure 8-13). The spool must
detent spring. Tighten the detent pin to 10 N·m
be free of longitudinal score marks, nicks or
(88 in. lb). Install spring (20). Carefully install
grooves.
the spool into the spool housing.
5. Test spool (14) in spool housing for fit. The
8. Apply grease to the cross holes of the detent
spool must fit and rotate freely through a
pin (3) to hold balls (21) and (2).
complete revolution without binding.
9. Slide detent sleeve (22) into cap (24) and place
NOTE: Spool housing (17), spool (14), inlet housing it over a punch. Use the punch to depress ball
(18) and outlet housing (7) are not serviced (21) and insert balls (2) in detent pin cross
separately. If any of these parts require replacement, holes.
the entire control valve must be replaced.
10. While holding down ball (21), slide detent
Assembly sleeve (22) and cap (24) as an assembly over
detent pin (3). Continue to insert detent sleeve
1. Thoroughly coat all parts, including the housing
(22) until it contacts spring seat (19).
bores, with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed, 11. Secure cap (24) in place with capscrews (6).
perform Steps 3 through 5 for reassembly. Tighten capscrews (6) to 7 N·m (62 in. lb).
Install spacer (23) and snap ring (1).
3. Install check poppet (2, Figure 8-15) and spring
(3) in spool housing (1). 12. Install new O-ring (12) and wiper (13). Install
4. Install new O-ring (4) in spool housing. Place seal plate (16) and machine screws (15).
the inlet and outlet housings on the spool 13. Using new O-rings, install relief valve (2, Figure
housing. 8-14) in the spool housing.
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY FIGURE 8-16. TIE ROD NUT TORQUE
1. Spool Housing 4. O-Ring 1. Nut 4. Tie Rod
2. Check Poppet 5. Outlet Housing 2. Tie Rod 5. Outlet Housing
3. Spring 3. Nut

HOIST CYLINDERS
Removal

lines. Tighten all connections securely before
applying pressure.

penetrating the skin and cause serious injury and
physician familiar with this type of injury is not
received immediately.
1. Ensure that the engine and key switch have
been OFF for at least 90 seconds to allow the
accumulator to bleed down. Ensure that the
park brake is applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove the capscrew and lockwashers from
the clamps that secure the hydraulic hoses to FIGURE 8-17. HOIST CYLINDER UPPER MOUNT
the hoist cylinder. Cap and plug all lines and
1. Mounting Bracket 4. Shoulder Bolt
ports to prevent excessive spillage and
2. Spacer 5. Flat Washer
contamination. Secure the cylinder to the frame
3. Pin 6. Nut
to prevent movement.
5. Carefully lower the cylinder until it lies against

the inside dual tire. Attach a suitable lifting
device to the upper cylinder mounting eye.
The hoist cylinder weighs approximately 1 135 kg
6. Install a retaining strap or chain to prevent the
(2,500 lb). Some means of support is necessary
cylinder from extending while handling.
to prevent it from falling or causing injury when
removing it from the truck. Use a suitable lifting 7. At the lower mount, straighten the locking plate
device that can handle the load safely. tabs to allow removal of the capscrews.
Remove all capscrews (1, Figure 8-18), locking
plate (2) and retaining plate (3).
4. At the hoist cylinder upper mounting bracket, 8. Carefully remove the cylinder from the frame
remove nut (6, Figure 8-17), flat washer (5) and pivot by pulling it outward. Move the cylinder to
shoulder bolt (4). Use a brass drift and hammer a clean area for disassembly.
to drive pivot pin (1) from the bore of the
mounting bracket. NOTE: Do not lose spacer (6, Figure 8-18) between
the cylinder bearing and frame.
NOTE: The pivot pins may be retained with a
9. Clean the exterior of the cylinder thoroughly.
capscrew and locknut as originally shipped from the
factory. Upgrading to the current shoulder bolt
NOTE: Do not lose two spacers (2) between the
cylinder bearing and mounting bracket.

Installation 8. Reconnect the lubrication lines for the upper
and lower hoist cylinder bearings.
9. Start the engine. Raise and lower the body
several times to bleed air from the cylinder.
Check for proper operation and leaks.
Install a retaining strap or chain to prevent the 10. Check the hydraulic tank oil level. Refer to
cylinder from extending during handling. The Section P2, Lubrication and Service - Hydraulic
hoist cylinder weighs approximately 1 135 kg Tank Service.
(2,500 lb). Use a suitable lifting device that can
handle the load safely.
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be
positioned with the air bleed vent plug on top,
toward the front of the truck. Install spacer (6,
Figure 8-18). Align the bearing eye with the
pivot point and push the cylinder into place.
2. Install retaining plate (3), locking plate (2) and
capscrews. Tighten the capscrews to 298 N·m
(220 ft lb). Bend the locking plate tabs over the
capscrew flats.
3. Align the top hoist cylinder bearing eye and one
spacer with the bore of the upper mounting
bracket. Refer to Figure 8-17.
4. Align the bolt hole in pivot pin (1, Figure 8-17)
with the hole in the mounting bracket. Install the
pivot pin through the first spacer, then align the
second spacer with the bore on the other side of
bearing (3). Finish installing the pin through the
second spacer.
5. Install shoulder bolt (4) through each pin.
NOTE: Do not use a flat washer under the head of
the shoulder bolt. This will ensure that the shoulder
bolt does not run out of threads when tightening.
6. Install flat washer (5) and nut (6) onto the
threaded end of each shoulder bolt. Tighten the
nuts to 339 N·m (250 ft lb).
If self-locking nut (PC3201) is being used,
tighten the nut and flat washer securely against
the shoulder of the bolt.
NOTE: If the original capscrew/locknut configuration FIGURE 8-18. HOIST CYLINDER LOWER MOUNT
lb). Upgrading to the current shoulder bolt 1. Capscrew 4. Retaining Ring
configuration is recommended. 2. Locking Plate 5. Bearing
7. Install new O-rings in the grooves on the hose 3. Retainer 6. Spacer
flange connections. Lubricate the O-rings with
clean hydraulic oil. Position the flanges over the
hoist cylinder ports and install the flange
clamps. Secure the clamps with capscrews and
lockwashers. Tighten the capscrews to the
standard torque.

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
FIGURE 8-19. HOIST CYLINDER ASSEMBLY

Disassembly
1. Clean the exterior of the cylinder thoroughly. NOTE: As internal parts are exposed during
2. If removal of the hoist cylinder eye bearings is disassembly, protect machined surfaces from
necessary, remove retainer ring (4, Figure 8-18) scratches or nicks.
and press out bearing (5). 9. Rotate the cylinder housing 180 degrees.
3. Mount the hoist cylinder in a fixture which will Remove the retainer bar that was installed in
allow it to be rotated 180 degrees. Step 6.
4. Position the cylinder with the mounting eye on 10. Fabricate a round disc - 318 mm (12.5 in.)
cover (10, Figure 8-19) at the top. Remove diameter x 10 mm (0.38 in.) thick with a 14 mm
capscrews (11) and lockwashers the retain the (0.56 in.) hole in the center. Align the disc over
cover to housing (4). second stage cylinder (2) and first stage
5. Install two threaded capscrews - 22 mm (0.88 cylinder (3) at the bottom of the cylinder
in.) diameter x 229 mm (9 in.) length - into the housing.
two threaded holes in cover (10). Screw the 11. Insert a threaded rod - 13 mm (0.50 in.)
capscrews in evenly until the cover can be diameter x 1350 mm (53 in.) - through the top
removed. Lift the cover straight up until quill and through the hole in the round disc. Thread a
assembly (22) is clear. Remove O-ring (12) and nut onto the bottom end of the threaded rod
backup ring (23). below the disc.
6. Remove capscrews (7) and plate (5) that 12. Screw a lifting eye into the top end of the rod.
secure rod bearing retainer (6) to rod (1). Attach it to a lifting device, then lift the second
Remove seal (8). and first stage cylinders out of the housing.
7. Fabricate a retainer bar using a 6 x 25 x 460 13. Remove the lifting tools from the second and
mm (1/4" x 1" x 18") steel flat. Drill holes in the first stage cylinder assembly.
bar to align with a pair of tapped holes spaced
180 degrees apart in the housing. Attach the 14. Slide second stage cylinder (2) down inside first
bar to the housing using capscrews (11). stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when 15. Remove the second stage cylinder from the first
the housing is inverted. stage cylinder by sliding it out the top.
8. Rotate the cylinder assembly 180 degrees to 16. Remove all old bearings, O-rings, and seals
position the lower mounting eye at the top. from the hoist cylinder parts.
Hook a lifting device to the eye on rod (1) and
lift the rod and third stage cylinder assembly out
of the cylinder housing. Remove cushioin (25).

NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Inspect all parts for damage and excessive
wear.
3. If the cylinder bores or plated surfaces are
excessively worn or grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. Quill (2, Figure 8-20) should be checked for
tightness if it has not previously been tack
welded.
a. Check the tightness of the quill by using
special tool SS1143 (Figure 8-20) and
applying a tightening torque of 1 356 N·m
(1,000 ft lb).
b. If the quill moves, remove the quill and clean
the threads in the cover assembly and quill.
FIGURE 8-20. QUILL INSTALLATION
c. To install the quill, perform the Quill
Installation procedure on the next page.
5. When a cylinder assembly is dismantled, check 1. Cap Assembly
capscrews (7, Figure 8-19) carefully for 2. Quill Assembly
distress. Replace the capscrews if in doubt.
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.

Assembly - Quill
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. Check plugs (3, Figure 8-21) and the check
balls (4) in the quill during any cylinder repair to
ensure that the plugs are tight and the ball seats
are not damaged. Refer to Installation of Check
Balls and Plugs in Quill on the next page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC®
Primer T (Komatsu part number TL8753) or
equivalent. Allow the primer to dry 3 to 5
minutes.
4. Apply Loctite® Sealant #277 (Komatsu part
number VJ6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use tightening tool SS1143
(Figure 8-19) to tighten the quill to 1 356 N·m
(1,000 ft lb). Allow the parts to cure for two
hours before exposing the threaded areas to oil.
NOTE: If LOCQUIC Primer T was not used, the cure
time will require 24 hours instead of two hours.
6. Tack weld the quill in two places as shown in
Figure 8-21.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force
of at least 2 712 N·m (2,000 ft lb) after the tack
welds are ground off.
FIGURE 8-21. PLUG & CHECK BALL
INSTALLATION
1. Cap Assembly 3. Plug

2. Quill Assembly 4. Check Ball

Installation Of Check Balls And Plugs In Quill 1. Use the newer plugs. Ensure that the threads in
the quill tube and on the plugs are clean, dry
Check balls (4, Figure 8-21) in the side of quill
and free of oil and solvent.
assembly (2) are held in place with threaded
plugs (3). 2. Spray the mating threads of both plugs (3,
Figure 8-21) and quill assembly (2) with
If a plug is missing and the check ball is not
LOCQUIC® Primer T (Komatsu part number
found in the cylinder, the opposite side hoist
TL8753) or equivalent. Allow the primer to dry 3
cylinder and the plumbing leading to the hoist
to 5 minutes.
valve should be examined for damage. The
hoist valve itself should also be checked to see 3. Apply Loctite® Sealant #277 (Komatsu part
whether the ball or plug has caused internal number VJ6863) or equivalent to mating
damage to the spool. Peening of the necked threads of both plugs and quill assembly.
down sections of the spool may result. Spool 4. Place check balls (4) in the quill tube and install
sticking may also occur. plugs (3) with the concave side facing the ball.
Refer to Figure 8-21 for tool SS1158, which can Use tool SS1158 to tighten the plugs to 95 N·m
be fabricated for installing and removing the (70 ft lb). Allow the parts to cure for two hours
check ball plugs. before exposing the threaded areas to oil.
Check the plugs during any cylinder repair to NOTE: If LOCQUIC Primer T was not used, the cure
ensure that they are tight. If they move, remove time will require 24 hours instead of two hours.
the plugs and check whether the ball seat in the 5. Stake the plug threads in two places (between
quill is deformed. the holes, as shown in Figure 8-21) to prevent
loosening of the plug.
• If deformation of the ball seat has occurred, the
quill should be replaced. If removal of the plug is necessary in a later
• If the ball seat area is not deformed, measure rebuild, it will be necessary to carefully drill out
the plug thickness as shown in Figure 8-21: the stake marks and destroy the plug. A new
plug should be installed and staked as
Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) previously detailed.
Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)
FIGURE 8-22. SS1158 PLUG INSTALLATION & REMOVAL TOOL

Assembly - Cylinder 11. Align piston rod bearing retainer (6) over the
1. Install seals (15, Figure 8-19) and bearing (14) guide bolts and lower it over the end of rod (1).
on the second stage cylinder. Install bearings Remove the guide bolts.
(19) and buffer seal (18), rod seal (20) and rod 12. Check capscrews (1, Figure 8-23) carefully for
wiper (21) on the first stage cylinder. Lubricate distress. Replace the capscrews if in doubt.
with clean Type C-4 hydraulic oil.
13. Lubricate capscrews (1) with a lithium-based
NOTE: Seal installation ring (PC2709) will ease grease. Install capscrews and plate (2). Tighten
assembly of the first and second stages, but it is not the capscrews to 780 N·m (575 ft lb).
required.
14. Install O-ring (12, Figure 8-19) and backup ring
Lubricate seal installation ring (PC2709) with (23) on cover (10). Align and lower the cover
clean Type C-4 hydraulic oil or petroleum jelly onto housing (4). Lubricate capscrews (11) and
and install it in the snap ring groove inside first install them with the lockwashers. Tighten the
stage cylinder (3). The seal installation ring capscrews to 678 N·m (500 ft lb).
allows the seals on the second stage to glide 15. Install hoist cylinder eye bearing (5, Figure 8-
over the snap ring groove without being 17) and retainer rings (4), if removed.
damaged.
2. Align and slide second stage cylinder (2) inside
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (9) on
the inside of the first stage cylinder.
3. Mount housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19),
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install the lifting tool that was used during
disassembly in the second and first stage
cylinder assembly.
5. Install bearings (13) and (24) on first stage
cylinder (3). Lift and align this assembly over
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install the retainer bar that was used during
disassembly to hold the second and first stage
cylinder in place when the housing is rotated.
Rotate the housing 180 degrees to position the
lower mounting eye at the top.
FIGURE 8-23. 3rd STAGE PISTON
7. Install bearings (19), buffer seal (18), rod seal 1. 12 Pt. Capscrew 3. Piston
(20) and rod wiper (21) in second stage cylinder 2. Plate
(2).
8. Attach a lifting device to the eye of rod (1) and Testing
align it over housing (4). Install cushion (25) on
After the cylinder is assembled, perform the following
the rod with the chamfered corner toward the
tests to verify performance is within acceptable limits.
rod eye. Lower the rod into the housing.
Lubricate the rod with hydraulic oil. 1. With the rod fully extended, piston leakage
9. Rotate the housing 180 degrees to position the must not exceed 1.64 cm3/min. (1.0 in3/min.) at
cover end at the top. Remove the retainer bar 17 250 kPa (2,500 psi), port to port.
that was installed in Step 6. Install bearings (17) 2. With the rod fully retracted, piston leakage must
and seal (16) on rod bearing retainer (6). not exceed 3.28 cm3/min. (2.0 in3/min.) at
10. Thread two guide bolts - 100 mm (4 in.) long - in 17 250 kPa (2,500 psi), port to port.
the end of rod (1). Install seal (8) on the end of 3. Rod seal leakage must not exceed one drop of
the rod. oil in eight cycles of operation.

OVERCENTER VALVE MANIFOLD
The overcenter valve manifold is located at 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
placement of the O-rings and backup rings on the
needle valve, counterbalance valve and the cavity
plug.
For information on how the overcenter valve
functions, see Hoist Circuit Operation in this section.
For adjustment of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this section. FIGURE 8-24. CAVITY PLUG
1. O-Rings 2. Backup-Rings
FIGURE 8-25. NEEDLE VALVE

FIGURE 8-26. COUNTERBALANCE VALVE


NOTES

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
L09008 Hydraulic System Filters L9-1

NOTES
L9-2 Hydraulic System Filters L09008

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
circuit components.
Indicator switch (5) is designed to alert the operator
to a filter restriction before actual bypass occurs. The
switch contacts close at 240 kPa (35 psi) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 345 kPa (50 psi).
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 P2, Lubrication and Service, for
recommended normal filter element replacement
interval. 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

FIGURE 9-1. HOIST CIRCUIT FILTER
and lines. Tighten all connections before
applying starting the machine. 1. O-Ring 8. Set Screw
2. Pressure Tap 9. Filter Element
Hydraulic fluid escaping under pressure can 3. Filter Head 10. Bowl
have sufficient force to enter a person's body by 4. O-Ring 11. Drain Plug
penetrating the skin and cause serious injury and 5. Indicator Switch 12. O-Ring
possibly death if proper medical treatment by a 6. O-Ring 13. Bottom Plug
physician familiar with this injury is not received 7. Backup Ring
immediately.

Removal - Hoist Circuit Filter Installation - Hoist Circuit Filter
1. With the key switch OFF, allow at least 90 1. Install new element (9). Install new O-ring (6)
seconds for the accumulators to bleed down. and backup ring (7).
2. Remove drain plug (11, Figure 9-1). Remove 2. Install bowl (10) on filter head (3) and tighten.
bottom plug (13) and drain the oil from the Lock the bowl in place with setscrew (8).
housing into a suitable container. 3. Install bottom plug (13) and drain plug (11).
Indicator Switch - Hoist Circuit Filter

If the truck has been operating, avoid contact
with hot oil. Avoid spillage and contamination. Indicator switch (5, Figure 9-1) is factory preset to
actuate at 240 kPa (35 psi). The switch and warning
3. Loosen setscrew (8). Remove bowl (10).
light should be routinely tested as a part of the
4. Remove filter element (9). regular vehicle maintenance program. Refer to
5. Remove and discard backup ring (7) and O-ring Indicator Switch Test Procedure in this section.
(6).
6. Clean bowl in solvent and dry thoroughly.

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.
Indicator switch (1) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 240 ± 35 kPa (35 ± 5 psi) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 345 kPa (50 psi).
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 P2, Lubrication and Service for
recommended normal filter element replacement
interval. 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

applying pressure.
FIGURE 9-2. STEERING CIRCUIT FILTER
have sufficient force to enter a person's body by 1. Indicator Switch 6. Filter Element
penetrating the skin and cause serious injury and 2. Setscrew 7. Bowl
possibly death if proper medical treatment by a 3. Head 8. O-Ring
physician familiar with this injury is not received 4. Pressure Tap 9. Drain Plug
immediately. 5. O-Ring

Removal - Steering Circuit Filter INDICATOR SWITCH
1. With the key switch OFF, allow at least 90 The hydraulic filter indicator switch is factory preset
seconds for the accumulators to bleed down. to actuate at 240 ± 35 kPa (35 ± 5 psi). Switch
2. Remove drain plug (9, Figure 9-2) and drain the adjustment is not necessary or recommended.
oil from the housing into a suitable container. However, the switch and warning lamp should be
tested periodically for proper operation. The indicator
switch is not repairable and, if inoperative, must be
replaced.
Figure 9-3 shows a pressure switch tester, and
If the truck has been operating, avoid contact Figure 9-4 shows a test block to accept the switch
with hot oil. Avoid spillage and contamination. during testing. The test block may be fabricated as
3. Remove bowl (7) and element (6). shown.
4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Test Procedure
Installation - Steering Circuit Filter 1. With the key switch OFF, allow at least 90
1. Install new element (6). Install new O-ring (5) seconds for the accumulators to bleed down.
on bowl. 2. Disconnect the wiring harness and remove the
2. Install bowl on filter head and tighten. switch from the filter head.
3. Install drain plug (9), and O-ring (8). 3. Install the switch in the test block. Connect a
pressure tester to the pipe nipple. Reconnect
Indicator Switch - Steering Circuit Filter the wires to the switch.
Indicator switch (1, Figure 9-2) is factory preset to 4. Turn thre key switch ON. Pump up pressure to
actuate at 240 ± 35 kPa (35 ± 5 psi). The switch and the test block while observing the tester gauge
warning light should be routinely tested as a part of and hydraulic oil filter warning light in the cab.
the regular vehicle maintenance program. Refer to The light should turn on at 240 ± 35 kPa (35 ± 5
Indicator Switch Test Procedure in this section. psi). If not, test the bulb and switch as follows:
a. If the lamp fails to light, remove the wire (cir-
cuit #39) from the switch and short to
ground. If the warning lamp does not light,
replace the bulb.
b. If the lamp lights when wire #39 is grounded
in the previous step, use an ohmeter to verify
that the switch contacts close at 240 ± 35
kPa (35 ± 5 psi).
5. If the switch contacts fail to close, replace the
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

SECTION L10
HYDRAULIC CHECKOUT PROCEDURE
INDEX
HYDRAULIC CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . L10-10
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . L10-15
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-15
Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-15
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-16
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-17
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-18
Counterbalance Valve Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-19
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-20
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-21
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-22
L10027 8/10 Hydraulic Checkout Procedure L10-1

NOTES
L10-2 Hydraulic Checkout Procedure 8/10 L10027

HYDRAULIC CHECKOUT PROCEDURE
GENERAL INFORMATION HYDRAULIC SYSTEM FLUSHING
The hydraulic checkout procedure is intended to help PROCEDURE
the technician check, adjust, and diagnose problems When a hydraulic system component is repaired or
in the steering and hoist circuits. The technician replaced, the hydraulic system must be flushed
should read the entire check-out procedure to before the engine is started to remove contamination
become familiar with the procedures and all the that may have been introduced during the repair
warnings and cautions before performing any steps. process. DO NOT start the engine unless all flushing
The check-out procedure begins by checking the equipment is installed and ready for use. The
basic system before checking individual components. flushing procedure will help eliminate harmful
A data sheet is included on the last page of this contamination that may lead to premature pump or
section to record the information observed during the valve failures. Starting the engine just one time
hydraulic system check-out procedure. The data without performing the flushing procedure may
sheet is designed to be removed, copied, and used contaminate the hydraulic system.
during the check-out procedure. Special hydraulic system flushing tools for the 930E
* Steps indicated in this manner should be truck have been released. Hoist system bypass
recorded on the data sheet for reference. blocks (PC3074) and steering system flushing hose
(XB5777) must be on-site before or during field
assembly, so when the truck is started for the first
time, the hydraulic system can be flushed and any
debris can be removed from the hydraulic system.
Fitting assembly (XB7075) shown as (3, Figure 10-6)
Hydraulic fluid escaping under pressure can will also be required.
penetrating the skin and cause serious injury, All flushing hoses must be rated to withstand 27 580
and possibly death, if proper medical treatment kPa (4,000 psi) pressure. The hoses must be 1 inch
by a physician familiar with this type of injury is inside diameter and meet SAE 100R12 specifica-
not received immediately. tions.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or
installing test gauges, ALWAYS bleed down Table 1: XB5777 HOSE ASSEMBLY
hydraulic steering accumulators.
Part
The steering accumulators can be bled down by
Number Qty Description
shutting off the engine, turning the key switch
OFF, and waiting 90 seconds. Confirm that the HA2185 1 Hose
steering pressure is released by turning the
steering wheel. No front wheel movement should WB0546 1 Fitting, Elbow - 45 Deg
occur.
WB0599 1 Fitting, Straight Adapter
Bleed down brake system accumulators before
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 Section E3,
Propulsion System, for GF switch location.

7. Install accurate pressure gauges at the follow-
ing locations:
• Pressure test port “TP3” (4, Figure 10-1) on the
bleed down manifold - 35 000 kPa (5,000 psi).
• Pressure test port (1, Figure 10-2) for the front
have sufficient force to enter a person's body by brake cooling circuit - 3 450 kPa (500 psi).
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment • Pressure test ports (2, Figure 10-2) on both high
by a physician familiar with this type of injury is pressure hoist filters - 24 000 kPa (3,500 psi).
not received immediately. • Pressure test port (1, Figure 10-3) for the rear
brake cooling circuits - 3 450 kPa (500 psi).
Before disconnecting pressure lines, removing
• Pressure test port “GPA” (2, Figure 10-4) located
fittings or replacing components in the hydraulic on the steering pump - 35 000 kPa (5,000 psi).
circuits, or installing test gauges, ALWAYS bleed
down the steering and brake accumulators.
NOTE: The hoist cylinder bypass blocks should be .
saved for possible use later in case the hydraulic
system needs to be flushed after a component
failure.
1. If the tires are installed on the truck, chock the If any hydraulic pressure is detected on the pres-
left and right rear wheels securely on both sides sure gauge installed at TP3, there is residual oil
to prevent truck movement. If the truck is sitting pressure in the system. Do not loosen or remove
on cribbing, ensure it is secure enough to allow any hydraulic hoses, fittings or components. The
safe operation of the engine and clearance for steering accumulators have not been properly
turning the front spindles lock to lock without depressurized. Locate and correct the depressur-
risk of collapsing the cribbing. ization problem. Always relieve all hydraulic
2. Inspect all hydraulic hoses to ensure that they pressure before disconnecting any hydraulic
are properly routed and securely connected. lines or fittings. Always tighten all connections
securely before applying pressure. Confirm that
3. Connect a laptop PC to the interface module.
the steering pressure is released by turning the
Start the Interface Realtime Data Monitor pro-
steering wheel. No steering movement should
gram.
occur.
4. Ensure that both brake accumulators and both
steering accumulators are properly precharged
with nitrogen to 9 650 kPa (1,400 psi). Refer to 8. Ensure pressure gauge connected at "TP3"
the shop manual for the accumulator charging reads 0 kPa (0 psi) before removing plugs (1 &
procedure. 2, Figure 10-1). Remove plugs (1 & 2) from the
5. Confirm that the steering pressure is released bleed down manifold. Connect jumper hose
by turning the steering wheel. No steering assembly (XB5777) between "QD supply" port
movement should occur. and the "QD return" port on the bleed down
manifold. Tighten all connections securely
6. If any fault codes are displayed, troubleshoot
before applying pressure.
the system and repair the problem before pro-
ceeding. 9. Connect the four hoist cylinder hoses (3, Figure
10-2) together as shown using bypass blocks
(4). The hardware for connecting the hoses to
the blocks is the same hardware for connecting
the hoses to the hoist cylinders. Ensure that all
of the connections are secure. Cover all open
ports to prevent contamination.

10. At the rear axle housing, connect brake cooling
lines (1, 2 & 3, Figure 10-5) together using fit-
ting assembly (3, Figure 10-6). Cap the three
open fittings on the axle housing with clean
caps. Several hose clamps may have to be
removed to connect the three hoses to the fit-
ting assembly.
11. At the left front brake assembly, connect cooling
hoses (1 & 3, Figure 10-7) together using
adapter (2). Cap the open fittings on the brake
assembly. At the right front brake assembly,
connect the two cooling hoses together using
another adapter. Cap the open fittings on the
brake assembly.
NOTE: The adapters are installed on the truck when
it is shipped from the factory.

1. Plug - QD Supply Port 4. Test Port (TP3)
2. Plug - QD Return Port 5. Test Port (TP2)
3. Bleed Down Manifold
FIGURE 10-2. TEST PORT LOCATIONS AND

HOIST FLUSHING HOOKUP
1. Test Port (Front Brake Cooling Circuit)

2. Test Port (Hoist Filters)
3. Hoist Cylinder Hoses
4. Bypass Blocks (PC3074)

12. The steering pump case must be filled with oil
before startup to avoid pump damage. Discon-
nect the hose that is connected to fitting (1, Fig-
ure 10-4). Then remove fitting (1). Fill the
steering pump case with clean type C-4 hydrau-
lic oil through the case drain port. It may require
up to 2.9 liters (3 quarts) of oil. Re-install fitting
(1) and reconnect the hose.
NOTE: Filling the steering pump case with oil does
not eliminate the need to bleed air from the pump
suction line.
FIGURE 10-3. BRAKE COOLING MANIFOLD

1. Test Port (Rear Brake Cooling Pressure)
2. Test Port (Front Brake Supply Pressure)
3. Test Port (Front Brake Return Pressure)
4. Test Port (Hoist Return Pressure)
5. Test Port (Rear Brake Return Pressure)
FIGURE 10-4. STEERING PUMP & HOIST SYSTEM

QUICK DISCONNECTS
1. Fitting (Pump Case Drain)
2. Test Port (GPA)

FIGURE 10-7. FRONT WHEEL BRAKE LINES
1. Cooling Hose 3. Cooling Hose
2. Adapter (EG1794) 4. Brake Apply Hose
FIGURE 10-5. REAR AXLE BRAKE LINES 13. Fully open all hydraulic shutoff valves in the
1. BS - Left & Right Brake Cooling Oil Supply pump suction lines. The valves are fully open
2. LBR - Left Brake Cooling Return Line when the valve handle is in-line with the hose.
Serious pump damage will occur if any shutoff

valve is not fully open when the engine is started.
14. Fill the hydraulic tank with clean type C-4
hydraulic oil. Ensure that the oil level is visible in
the center of the upper sight glass.
15. To bleed trapped air from inside the pump suc-
tion hoses, loosen the cap screws where the
three suction hoses attach to the inlet of each
pump. Ensure that the O-ring does not fall out of
the groove. After oil appears, retighten the cap
screws to the standard torque.
FIGURE 10-6. FITTING ASSEMBLY
16. Check the hydraulic tank oil level. If necessary,
1. 90° Swivel Elbow (PC3062) add oil.
2. T-Fitting (WB0426)
3. Fitting Assembly (XB7075)

20. Start the engine and operate at low idle. Within
30 seconds after starting the engine, check the
two oil pressures listed below. If the oil pressure
readings are not correct, stop the engine.
Locate and repair the problem before proceed-
Do not apply the brakes or turn the steering ing. If the pressure readings are correct, pro-
wheel at any time during this procedure until ceed to the next step. Do not turn the steering
Step 33. wheel or apply the brakes at this time.
17. Ensure both brake accumulator bleed down • With the engine at low idle, and the oil temp at
valves (1, Figure 10-8) are open. 21° C (70° F), oil pressure at the hoist filters
18. Move the hoist control lever to the FLOAT posi- should be approximately 552 kPa (80 psi) or less.
tion. • Oil pressure at steering pump test port "GPA"
19. Turn the key switch ON but do not start the should be approximately 690 kPa (100 psi).
engine. Verify that the low steering accumulator
precharge warning is not displayed. If the warn-
ing is displayed, correct the problem before pro-
ceeding.
Do not operate the engine at low idle for more
than 30 seconds. The steering pump pressure at
test port "GPA" must be at or above 1 725 kPa
(250 psi) during the flushing process to provide
adequate internal pump lubrication. Steering
pump damage will result if the pressure is below
1 725 kPa (250 psi) for more than 30 seconds.
21. If the oil pressure readings in Step 20 are cor-

rect, increase the engine speed to obtain oil
pressure at test port "GPA" of 1 725 kPa (250
psi). Move the hoist control lever to the POWER
FIGURE 10-8. BRAKE MANIFOLD UP or to the POWER DOWN position. The
1. Accumulator Bleed Down Valves pressure readings at the front brake cooling port
2. Brake Manifold (1, Figure 10-2) and rear brake cooling test port
(1, Figure 10-3) should be 0 kPa (0 psi). If the
pressure is not 0 kPa (0 psi), the hoist valve pip-
ing (or pilot lines) may be connected incorrectly,
or the hoist valve could be defective. Correct
the plumbing problem or replace the hoist valve
and repeat this step.

22. If all pump pressures and brake cooling oil sup- NOTE: Do not combine Step 29 with any other steps.
ply pressures are correct as stated in Steps 20 Do not apply the brakes or steer the truck during
and 21, increase engine speed to 1500 rpm and Step 29.
flush the system for 20 minutes. During this 29. To flush the accumulators, start the engine and
time, move the hoist control lever to the operate the engine until the pressure at the
POWER UP position for 30 seconds, and then "TP3" port on the bleed down manifold is
move it to the POWER DOWN position for 30 approximately 21 200 kPa (3,075 psi). This is
seconds. Repeat this hoist control cycle five the pressure where the steering pump unloader
times. This process will carry any system con- valve shifts and unloads the pump.
taminants to the hydraulic filters.
• If the accumulator pressure exceeds 21 546 kPa
Monitor the pressure gauges at the front and (3,125 psi), immediately turn the engine off and
rear brake cooling test ports during this step. open the brake accumulator bleed down valves.
The pressure readings should always be 0 kPa Refer to Steering pump pressure control
(0 psi) when the hoist valve is in the POWER adjustments in the shop manual, then repeat
UP or POWER DOWN positions, and approxi- Step 29.
mately 345 kPa (50 psi) while in the HOLD or • If the accumulator pressure does not reach
FLOAT positions. 20 856 kPa (3,025 psi), check for faults on the
23. When the 20 minute flushing process is com- Interface Realtime Data Monitor program. If there
plete, turn the key switch to the OFF position is a bleed down fault active, locate and correct
and allow at least two minutes after the engine the problem. If no faults are active, refer to
Steering pump pressure control adjustments in
has stopped for the steering accumulators to
the shop manual, then repeat Step 29.
completely depressurize.
30. When the pressure gauge connected to "TP3"
24. Remove the adapters from both front wheel reads approximately 21 200 kPa (3,075 psi):
brake cooling hoses and re-connect the cooling
hoses to the front brake assemblies. a. For the first time only through this step:
25. Remove the tee fitting assembly from the three • Leave the key switch in the ON position,
rear brake cooling hoses. Re-connect the three and use the engine shut down switch on
rear brake cooling hoses to the axle housing. the center console to stop the engine.
26. Check the pressure gauge connected to the • After the engine has stopped, confirm that
"TP3" port on the bleed down manifold. If any steering accumulator bleed down does not
occur, and that no bleed down faults or
pressure is still in the system, the bleed down
any other faults are displayed on the
process did not complete. Locate and repair the
Interface Realtime Data Monitor.
problem. If the pressure is 0 kPa (0 psi), remove
the jumper hose and fittings installed in the b. The second and subsequent times through
bleed down manifold. Install the two plugs (1 & this step:
2, Figure 10-1) previously removed back into • Turn the key switch to the OFF position.
the bleed down manifold. Confirm that after the engine has stopped
27. Check the hydraulic tank oil level. If necessary, that the steering accumulator bleed down
process begins.
add oil.
• Confirm that accumulator bleed down
28. Close both brake accumulator bleed down
completes within two minutes. The
valves (1, Figure 10-8).
pressure gauge at the bleed down
manifold pressure test port "TP3" will be
103 kPa (15 psi) or less after a successful
bleed down.

31. If Step 30-b results are satisfactory, open both STEERING CIRCUIT CHECK-OUT &
brake accumulator bleed down valves (1, Fig- ADJUSTMENT PROCEDURE
ure 10-8) on the brake manifold to completely
depressurize the brake accumulators. After all The steering circuit hydraulic pressure is supplied
hydraulic pressure has been released, close from the piston pump and steering accumulators.
both accumulator bleed down valves. Repeat Some steering system problems, such as spongy or
Steps 29 - 31 five times. slow steering or abnormal operation of the low
steering pressure warning light, can sometimes be
32. To flush the steering system, start the engine. traced to internal leakage of steering components. If
Allow the accumulators to fully charge and the internal leakage is suspected, perform the steering
steering pump to unload. component leakage tests outlined in this section.
33. Turn the steering wheel full left and then full NOTE: Excessive internal leakage within the brake
right ten times. circuit may contribute to problems within the steering
34. Turn the key switch to the OFF position. Allow at circuit. Ensure that brake circuit leakage is not
least two minutes after the engine has stopped excessive before troubleshooting the steering circuit.
for the steering accumulators to completely
The steering circuit can be isolated from the brake
depressurize. The pressure gauge at the bleed
circuit by first releasing all steering system pressure,
down manifold pressure test port "TP3" will be
then releasing all pressure from the brake
103 kPa (15 psi) or less after a successful bleed
accumulators and removing brake system supply line
down.
(4, Figure 10-10) from the bleeddown manifold. Plug
35. The hydraulic system flushing procedure has the brake supply hose and cap the fitting at the
been completed. All hydraulic system high pres- bleeddown manifold to prevent high pressure
sure filter elements must be replaced. leakage.
a. Close both hoist pump suction line shutoff Before checking the steering system, the hydraulic
valves and the steering pump suction line steering and brake systems must have the correct
shutoff valve. accumulator precharge and be at normal operating
b. Remove the hoist and steering hydraulic fil- temperatures. Refer to the steering accumulator
ter elements. Clean the housings and install charging procedure in Section L6 for accumulator
new filter elements. Detailed instructions charging instructions.
may be found in Section L9, Hydraulic Sys-
tem Filters.
c. Open both hoist pump suction line shutoff
valves and the steering pump suction line
shutoff valve. If the steering and brake pump has just been
installed, it is essential that the steering pump
36. Remove all pressure gauges and re-install the
case is full of oil before starting the engine. Refer
dust caps on all quick disconnect fittings.
to Section L6, Steering and Brake Pump, for
37. Remove hoist cylinder bypass blocks (4, Figure instructions.
6-2) and connect the hoist cylinder hoses to the
hoist cylinders. Ensure the hoses and ports are
clean to prevent contamination.
38. Check the hydraulic tank oil level. If necessary,
add oil.
NOTE: Do not to extend the hoist cylinders until the
body is installed.

Equipment Requirements
The following equipment will be necessary to
properly check-out the hydraulic steering circuit:
• Hydraulic schematic (see Section R)
• Two 35 000 kPa (5,000 psi) 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 the directional control lever in PARK.
Place the rest switch in the ON position and the
GF cutout switch in the CUTOUT position. Turn
the key switch OFF and wait 90 seconds for the
steering accumulators to completely bleed
down before opening any hydraulic circuits.
2. Check the hydraulic oil level in the tank and add
oil if required. Ensure that the suction line
shutoff valves are open. FIGURE 10-10. BLEEDDOWN MANIFOLD
2. To Hoist Valve, Power Down
3. Pressure Test Port (TP2)
4. Brake System Supply Line
5. Steering System Pressure Switch
6. Steering Accumulator Bleeddown Solenoid
7. Pressure Test Port (TP3)
8. Supply to Flow Amplifier
9. Return from Flow Amplifier
12. Relief Valve, 600 psi (4.1 MPa)
13. Relief Valve, 4000 psi (28.0 MPa)
14. Hoist Pilot Valve return
15. Return to Tank
16. Feedback Pressure to Unloader valve
17. Supply from Pump
3. Install an accurate 35 000 kPa (5,000 psi)

pressure gauge at steering pressure “GPA” test
FIGURE 10-9. STEERING/BRAKE PUMP port (4, Figure 10-9) located on the suction side
ADJUSTMENTS of the pump. Install a second 35 000 kPa
(5,000 psi) gauge in bleeddown manifold test
1. Stroke Control Adjustment Screw port “TP2” (3, Figure 10-10).
2. Unloader Valve Adjustment Screw 4. Turn unloader valve adjustment screw (2,
3. Compensator Adjustment Screw Figure 10-9) clockwise until it bottoms out.
4. GPA Port
5. Back out compensator adjustment screw (3) by
turning it counterclockwise.

6. Start the engine and adjust pressure Steering Control Valve and Flow Amplifier
compensator (3) to obtain 22 925 kPa (3,325 Leakage Test
psi) on the pressure gauge at the “GPA” pump 1. Disconnect flow amplifier return line (9, Figure
port. Tighten the compensator jam nut. 10-10) at the bleeddown manifold. Plug the port
* Record on Data Sheet in the bleeddown manifold.
7. Shut off the engine and allow the accumulators 2. Disconnect the steering control unit return line
to bleed down. at the flow amplifier. Plug the port in flow
8. Back out unloader valve adjustment screw (2, amplifier. Do not turn steering wheel while
Figure 10-9) completely. hoses are disconnected!
9. Start the engine and allow pump pressure to 3. Start the engine and allow the steering system
build until the pump unloads. to reach normal operating pressure.
4. Measure the leakage from the flow amplifier
NOTE: When the steering pump unloads, the pump return hose that was removed in Step 1.
output pressure at the “GPA” pressure test port will
drop to approximately 1 380 to 2 760 kPa (200 to 400  Maximum permissible leakage is 820 ml/
psi). min. (50 in3/min.).
10. Steer the truck to cause the accumulator * Record on Data Sheet
pressure to drop until the pump loads. If leakage is excessive, the flow amplifier should
11. Adjust the unloader valve to reload the be repaired or replaced.
accumulators when the pressure falls to 18,960 5. Measure the leakage from the steering control
kPa (2750 psi). The unload pressure will be unit return hose removed in Step 2.
approximately 20 680 to 21 025 kPa (3,000 to
3,050 psi).  Maximum permissible leakage is 164 ml/
min. (10 in3/min.).
 When the unload pressure increases to
* Record on Data Sheet
20 680 to 21 025 kPa (3,000 to 3,050 psi),
the adjustment has been successfully If leakage is excessive, the steering control
completed. valve should be repaired or replaced.
* Record on Data Sheet 6. Shut off the engine and allow the accumulators
12. Steer the truck again slowly while observing the to bleed down completely. If all steering system
“TP2” steering pressure gauge. hoses are connected, steer the truck to verify
that all pressure has bled off.
 The pump must reload when the pressure
drops to 18 960 kPa (2,750 psi) minimum.
13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 18 960 kPa
(2,750 psi) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 20 855 kPa
(3,025 psi).
14. Tighten the jam nut to lock the pressure setting.
15. Steer the truck several times to verify that the
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 18 960 kPa (2,750 psi).
16. Shut off the engine and allow the accumulators
to bleed down completely. Turn the steering
wheel to verify that no pressure remains.
17. Remove all gauges and cap the test ports.

Bleeddown Manifold Leakage Test
1. With the hydraulic lines still disconnected from
the Steering Control Unit and Flow Amplifier
Leakage Test, disconnect hoist pilot valve
return hose (14, Figure 10-10) located on the
In the next step, DO NOT use the key switch to
side of the bleeddown manifold. Plug the open
shut off the engine. If the key switch is turned
port on the bleeddown manifold.
OFF, all accumulator oil will be discharged
2. Before performing the next step, it will be through the open port on the bleed down
necessary to draw a vacuum on the hydraulic manifold!
tank to prevent oil loss when the bleeddown
A suggested method to provide steering
manifold tank return line is disconnected.
accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
assembly between bleeddown manifold port TP3
and the hydraulic tank filler tube. This hose/valve
Hydraulic tank oil level is above the level of this assembly cannot be connected or disconnected
return line. It is necessary to draw a vacuum on if the accumulators are pressurized. The
the hydraulic tank to prevent a large amount of opposite end of the hose can be connected to a
oil draining from the tank with the return line fitting which screws into the hydraulic tank filler
disconnected from the bleeddown manifold. tube in place of the filler cap. Both accumulators
3. Disconnect tank return line (15, Figure 10-10) will be bled down when port TP3 is opened to
from the bleeddown manifold. Connect the hoist tank, reducing the possibility of either
pilot valve return hose that was removed in Step accumulator being accidentally left pressurized.
1 to the tank return line, or connect it to the The hose can be 1/4" SAE 100R2, rated for 5000
hydraulic tank fill port. Do not plug the hoist pilot psi, or 3/8" SAE 100R2, rated for 4000 psi. Needle
return hose. valves are suggested to allow simple opening/
closing, but must be rated for 4000 psi or above.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
6. After test is complete, shut off the engine by
pressure until the unloader valve unloads the
using the engine shutdown switch located on
pump. Measure the leakage at the open “tank”
the center console in the cab.
return port on the bleeddown manifold.
7. Reattach the vacuum source to the hydraulic
 Maximum permissible leakage is 541 ml/ tank and draw a vacuum before disconnecting
min. (33 in3/min.). the tank return hose from the pilot valve return
* Record on Data Sheet hose. Attach the tank return hose to the
bleeddown manifold. Attach the hoist pilot
If leakage is excessive, bleeddown solenoid (6, return hose to the fitting on the manifold.
Figure 10-10), steering system relief valve (13),
or the piloted check valve located on top of 8. Remove the vacuum source. Remove all test
bleeddown manifold is defective and should be equipment and connect all remaining hoses to
replaced. their proper locations.
9. Turn the key switch to OFF to allow the steering
accumulators to bleed down.

STEERING/BRAKE PUMP STROKE
ADJUSTMENT
Pump stroke adjustment screw (1, Figure 10-9)
controls the volume of oil produced by the steering/
brake pump. Use of this feature is required only if the
truck is operated at high altitude locations (greater
than 3 050 meters (10,000 ft) above sea level). If the
truck is operating at high altitudes, contact the
Komatsu area service representative for instructions
regarding stroke control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
FIGURE 10-11. STEERING RELIEF VALVE
ADJUSTMENT
SHOCK AND SUCTION VALVES 1. Flow Amplifier Valve 4. Relief Valve
2. Plug Adjustment Screw
Equipment Requirements 3. O-Ring
properly check the steering circuit shock and suction 4. Start the engine and allow the steering system
valves: to build pressure.
• Hydraulic schematic (refer to Section R) 5. While observing the gauge at the “TP2” steering
pressure test port, turn unloader valve
• Three 35 000 kPa (5,000 psi) range calibrated adjustment screw (2, Figure 10-9) clockwise
pressure gauges and hoses until approximately 22 750 kPa (3,300 psi) is
Pressure Tests obtained.
Before the shock and suction valves in the steering NOTE: This pressure is near the pump compensator
circuit can be tested, steering system pressure must pressure setting and the pump may not unload.
be increased to obtain sufficient pressure for testing. However, it is not necessary for the pump to unload
In addition, the steering relief valve pressure must be during this test.
raised above the pressure required to actuate the 6. While observing the two gauges installed on the
shock and suction valves. steering manifold, steer the truck against the left
stop.
1. Install a 35 000 kPa (5,000 psi) pressure gauge
at “TP2” (3, Figure 10-10) in the steering  Pressure on one of the gauges should read
bleeddown manifold. 21 370 -0/+2068 kPa (3,100 -0/+300 psi).
2. Install a 35 000 kPa (5,000 psi) gauge in each * Record on Data Sheet
steering cylinder manifold test port located on 7. Steer the truck to the opposite stop.
frame cross member under the engine.
 The pressure on the other gauge should
3. Raise steering relief valve pressure as follows:
read 21 370 -0/+2068 kPa (3,100 -0/+300
a. Use an 8 mm allen wrench to remove psi).
external plug (2, Figure 10-11) on the flow * Record on Data Sheet
amplifier valve.
8. If the pressure is incorrect during Step 6 or 7,
b. Insert a 5 mm allen wrench into the opening the shock and suction valves must be replaced.
and gently bottom out adjustment screw (4)
by turning it clockwise. 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 test is complete, lower the steering HOIST SYSTEM RELIEF VALVE AND
relief pressure to 18 960 kPa (2,750 psi) as BRAKE COOLING CIRCUIT PRESSURES
follows:
NOTE: If the relief valve or hoist valve assembly has
a. Steer full left or right and maintain a slight been replaced or rebuilt, the hoist valve “power up”
pressure against the steering wheel. pressure should be checked. Also, check the brake
b. Use a 5 mm allen wrench to adjust the cooling circuit for correct pressures. Check the hoist
steering relief valve to obtain 18 960 kPa system “power down” relief pressure if the hoist pilot
(2,750 psi) on the gauge. valve has been replaced or rebuilt.
10. After the adjustment is complete, install plug (2,
Figure 10-11) with O-ring (3) on the valve body.
11. Reset the unloader valve to the specified unload Relieve pressure before disconnecting any
pressure. Back out the unloader valve hydraulic lines. Tighten all connections securely
adjustment screw completely counterclockwise. before applying pressure.
12. Steer the truck to reduce pressure in the Equipment Requirements

steering circuit and cause the pump to load.
a. Observe the increasing pressure readings properly check the hoist relief and brake cooling
on the gauge installed at steering pressure circuit pressures:
“TP2” test port (3, Figure 10-10).
• Hydraulic schematics (refer to Section R)
 When the unload pressure increases to
20 680 to 21 025 kPa (3,000 to 3,050 psi), • Three 25 000 kPa (3,500 psi) range calibrated
the adjustment has been successfully pressure gauges and hoses for hoist circuit
pressure readings
completed.
b. Steer the truck again while observing the • Two 1 000 kPa (100 psi) low pressure gauges
steering pressure feedback gauge. and hoses for brake cooling circuit pressure
readings
 The pump must reload when the pressure
NOTE: Hydraulic oil temperature should be
drops to 18 960 kPa (2,750 psi) minimum.
approximately 21°C (70°F) during test.
13. If the minimum reloading pressure in Step 12 is Pressure Gauge Locations
not correct, repeat the unloader valve 1. Install a 1 000 kPa (100 psi) low pressure
adjustment. gauge at brake cooling circuit test port (1,
NOTE: The critical pressure setting is the 18 960 kPa Figure 10-12) at the front of the hoist valve to
(2,750 psi) when the pump loads. The unloading monitor the front brake cooling oil pressure.
pressure follows the loading pressure adjustment 2. Install a 25 000 kPa (3,500 psi) gauge in power
and should occur at approximately 20 855 kPa down test port (3, Figure 10-16) (marked “TPD”)
(3,025 psi). located on the front face of the overcenter
manifold.
3. Install a 25 000 kPa (3,500 psi) gauge in each
hoist pump filter pressure test port (2, Figure
10-12).
4. Install a 1 000 kPa (100 psi) low pressure
gauge at test port (3, Figure 10-14) in the brake/
hoist return manifold to monitor the rear brake
cooling supply pressure.

Brake Cooling Circuit Test
NOTE: Hydraulic oil temperature should be
approximately 21°C (70°F) during this test. Do not
turn the steering wheel or apply the brakes. Do not
operate the engine at low idle for more than 30
seconds.
1. Start the engine and operate at low idle. Place
the hoist control lever in the FLOAT position.
 Hoist pump outlet pressures at the filters
should be approximately 550 kPa (80 psi).
 Pressure at front brake cooling circuit (1,
Figure 10-12) and rear brake cooling circuit
(3, Figure 10-14) should be approximately
172 kPa (25 psi) or less.
2. With the engine at low idle, move the hoist
control lever to POWER UP.
 Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body rises.
If the pressure is not correct, the hoist control
valve may be plumbed incorrectly or defective.
* Record on Data Sheet FIGURE 10-12. PRESSURE TEST PORTS
3. Increase engine speed to 1,500 rpm. Place 1. Test Port - Front Brake Cooling
hoist control lever in HOLD or FLOAT. 2. Test Port - Hoist Pump Pressure at Filter
circuits should be approximately 344 kPa
(50 psi) or less.
4. With engine at 1,500 rpm, move the hoist
control lever to POWER DOWN.
circuits should drop to 0 kPa (0 psi) while
the body lowers.

Power Up Relief Pressure Test 3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
The hoist control valve contains two relief valves.
should be replaced.
The rear inlet section contains the relief valve for the
rear section of the hoist pump. The front inlet section a. Lower the body until it is resting on the frame
contains the relief valve for the front section of the rails. Shut off the engine and wait at least 90
hoist pump. seconds for the accumulators to bleed down.
Turn the steering wheel to ensure that
1. To allow full extension of the hoist cylinders,
system pressure has been relieved.
disconnect the hoist up limit solenoid (located
on the bottom of the bleeddown manifold) from b. Relieve all hydraulic pressure from the hoist
the wiring harness. system.
c. Disconnect the tube from inlet cover (2,
Figure 10-13). Disconnect the hose(s) at the
top port.
Ensure that there is adequate overhead d. Remove capscrews (1) and cover (2).
clearance before raising the body. Remove spring (3) and relief valve (4).
NOTE: Ensure that the gauges are properly identified e. Install new relief valve (4), spring (3), cover
(front or rear section of the pump) when the (2), and new O-rings (8). Install and tighten
pressures are read. capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
2. Start the engine and operate at low idle. Move port.
the hoist control lever to POWER UP until the
4. Check the pressure again by repeating Step 2.
body is fully raised.
If necessary, repeat the adjustment procedure
 Pressure at both hoist pump filter test ports until the correct pressure is obtained.
should be 17 235 ± 690 kPa (2,500 ± 100
psi).
FIGURE 10-13. INLET SECTION

(Front & Rear Inlet Sections are Identical)
1. Capscrew 6. Sleeve
2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
4. Main Relief Valve 8. O-Rings
5. Spring 9. Inlet Valve body

Power Down Relief Pressure Test 4. Recheck the power down relief pressure by
repeating Step 2 after adjusting the relief valve.
NOTE: The hoist system power down relief valve is
Install the cap on the relief valve.
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab. 5. Shut off the engine and allow 90 seconds for
the accumulators to bleed down completely.
1. Start the engine and operate at low idle. Allow
Remove the gauges and hoses.
the accumulators to fill and the steering pump to
unload.
2. With the body resting on the frame, move the
hoist control lever to POWER DOWN.
 Pressure at the overcenter manifold test
port “TPD” should be 10 340 ± 517 kPa
(1,500 ± 75 psi).
3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
a. Remove the cap from power down relief
valve (2, Figure 10-14).
b. To increase the power down relief pressure,
turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
(counterclockwise).
FIGURE 10-15. BRAKE/HOIST RETURN OIL

MANIFOLD
1. Rear Brake Return 9. Front Brake Bypass

2. Rear Brake Supply 10. Rear Brake Return
3. Rear Brake Supply Pressure
Pressure 11. Hoist Return Pressure
4. Front Brake Supply 12. Front Brake
Pressure Return Pressure
5. Rear Brake Cooling 13. Rear Brake Return
Oil (From Hoist Valve) 14. Rear Brake Return
6. Return From Hoist to Tank
Valve 15. Hoist Return to Tank
7. Return From Hoist 16. Front Brake Return
Valve to Tank
FIGURE 10-14. POWER DOWN RELIEF VALVE 8. Brake/Hoist Return Oil 17. Front Brake Return
1. Spool Housing Manifold 18. Front Brake Return
2. Power Down Relief Valve

Counterbalance Valve Pressure Check 5. Start the engine and operate at low idle. If the
body is in the raised position, lower the body to
1. Ensure that the engine is off, the body is resting
the frame.
on the frame or properly secured in its raised
position, the hoist control valve is in the FLOAT 6. Raise the body and, as it extends to the third
position, and all hydraulic system pressure is stage, read the pressure on the gauge
bled down. connected to the “TR” port. (All counterbalance
valve pressures are read and adjusted while
2. Loosen the locknut on the adjustment stem of
the hoist cylinders are in the third stage.)
needle valve (9, Figure 10-16) on the
overcenter manifold. Turn the adjustment stem a. If pressure is 20 700 kPa (3,000 psi) or
fully clockwise. above, stop raising the body immediately.
The pressure is adjusted too high and must
3. Remove the plug from “PILOT VENT” port (8)
be lowered. Refer to “Counterbalance Valve
on the overcenter manifold. This port will
Adjustment”.
remain open to the atmosphere during the
adjustment. Do not allow dirt to enter the open b. If pressure is below 20 700 kPa (3,000 psi),
port. lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
NOTE: It is suggested that a clean SAE #4 (1/4”)
until the engine is at high idle or 20,700 kPa
hydraulic hose be installed in the open port and
(3000 psi) is obtained.
pointed downward.
c. If the gauge indicates 20 700 kPa (3,000 psi)
4. Install a 35 000 kPa (5,000 psi) gauge at test
with the engine at high idle, the hoist control
port “TR” (7) on the overcenter manifold. Use a
lever in POWER UP and the hoist cylinders
hose that is long enough for the technician to
in the third stage, the counterbalance valve
read the pressure gauge while in the cab of the
adjustment is correct.
truck. Do not read the gauge near the
overcenter manifold or make adjustments while * Record on Data Sheet
the engine is running. The gauge will measure d. If the gauge still does not indicate 20 700
the rod end pressure (the pressure controlled kPa (3,000 psi) with the engine at high idle,
by the counterbalance valve). the hoist control lever in POWER UP and the
hoist cylinders in the third stage, or if 20 700
kPa (3,000 psi) was obtained before the
engine reached high idle, adjust the
counterbalance valve.
FIGURE 10-16. COUNTERBALANCE VALVE

ADJUSTMENT
1. Hoist Valve 2. Overcenter Manifold

Counterbalance Valve Adjustment
1. With the hoist control lever in the FLOAT
position and the body resting on the frame,
loosen the locknut on the adjustment stem of
counterbalance valve (4, Figure 10-17). Turn
the adjustment stem fully inward (clockwise) so
the counterbalance valve pressure is as low as
possible.
2. Start the engine and operate at high idle.
Observe the pressure gauge while raising the
body.
3. Carefully turn the adjustment stem outward
(counterclockwise) to obtain 20 700 kPa (3,000
psi) with the engine at high idle, the hoist
control lever in POWER UP and the hoist
cylinders in the third stage.
NOTE: Complete valve adjustment range is three full
turns.
4. Lower the body to the frame and operate the
engine at low idle. Repeat Step 6 of the
“Counterbalance Valve Pressure Check”
procedure to verify proper adjustment.
5. With the body resting on the frame, install the
plug in “PILOT VENT” port (8). Remove the FIGURE 10-17. OVERCENTER MANIFOLD VALVE
pressure gauge. 1. Check Valves
6. Turn needle valve adjustment stem (9) fully 2. Overcenter Valve Manifold
outward and tighten the locknut securely. The 3. Power Down Test Port (TPD)
needle valve must be fully open for normal 4. Counterbalance Valve
operation. 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)

930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
__________ Steering accumulators charged to 9650 kPa (1400 psi).
Operate the hydraulic steering system to obtain the proper operating temperature.
Refer to the 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
Name of Technician or Inspector Performing Check-Out

__________________________
Date __________________________

930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM
DATA SHEET
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate the brake cooling & hoist hydraulic system to obtain the proper operating temperature.
Refer to the Check-out Procedures.
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 2 __________ Power down relief pressure
COUNTERBALANCE VALVE ADJUSTMENT
STEP 6 __________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________
DATE _________________________

SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
HOT START SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
PAYLOAD METER III. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M01056 10/11 Index M1-1

NOTES
M1-2 Index 10/11 M01056

SECTION M7
HOT START SYSTEM
INDEX
HOT START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
TROUBLESHOOTING GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
M07014 11/11 Hot Start System M7-1

NOTES
M7-2 Hot Start System 11/11 M07014

HOT START SYSTEM
The information in this chapter applies to trucks Power from the receptacle travels to a junction box
equipped with the -40° C hot start system. Other cold containing a terminal block. The terminal block dis-
weather packages may not use all of the heating ele- tributes power to the various heaters in the system.
ments described in this chapter. Junction box (1, Figure 7-2) is located on the rear of
the engine sub-frame.
SYSTEM OPERATION
The hot start system is a 240V system and is
equipped with heating elements in the following com-
ponents:
• Hydraulic tank
• Engine oil pan
• Cooling system
An outside power source is connected to a power

receptacle to operate the system. Power receptacle
(1, Figure 7-1) is mounted under the LH platform.
FIGURE 7-2. POWER JUNCTION BOX
1. Junction Box
The heaters in each location are controlled by ther-

mostats. The thermostats turn on the heaters when
temperature falls below a preset value. After the
heating element raises the oil or coolant temperature
above the preset value, the thermostats remove
power to the heating elements.
FIGURE 7-1. HEATING SYSTEM POWER Do not operate the engine while the cooling sys-
RECEPTACLE tem heater is plugged in. The flow check valve
eliminates coolant flow through the heater while
1. Power Receptacle the engine is on. This will cause a lack of circula-
tion in the heater and burn out the heating ele-
ments.
Close the shut off valves before replacing a cool-

ant heater. Failure to close the valve will result in
a loss of coolant from the cooling system.

HEATER INFORMATION Engine Oil Pan
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Hydraulic Tank
Operating Range: . . . . . . . 27° - 38° C (80° - 100° F)
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
Operating Range: . . . . . . . . 16° - 27° C (60° - 80° F)
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
FIGURE 7-4. ENGINE OIL HEATERS

1. Oil Heater 2. Thermostat
Cooling System
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operating Range . . . . . . . 38° - 49° C (100° - 120° F)
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500W
FIGURE 7-3. HYDRAULIC TANK HEATERS
1. Oil Heater 2. Thermostat
FIGURE 7-5. COOLANT HEATERS

1. Coolant Heater 3. Control Thermostat
2. High Limit Thermostat

TROUBLESHOOTING GUIDELINES
Refer to the electrical schematic located in Section R

for a diagram of the circuits.
SYMPTOM RECOMMENDED CHECKS

Check for power going into the main power receptacle.
All of the heating elements do not heat. Check for power at the junction box.
Check for loose connections at the terminal board.
Check for loose connections at the jumper cables in

Some of the heating elements do not heat.
between each terminal board in the junction box.
Check for loose connections.

Some of the heating elements operate outside
of the proper temperature range. Replace the thermostat that controls the affected heating
elements.
Connect a power source directly to the heating element and

check. If the element does not heat, replace the element.
A heating element will not heat up.
Check the wiring for an open circuit.

NOTES

SPECIAL TOOLS
Part Number Description Use

EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charging
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 part
number.

EJ2626 Roller Assembly 930E-4
EH8687 Roller Assembly 930E-4SE
(No longer Power Module
available as Removal &
complete unit)
Installation
EJ2271 Roller Mount 930E-4
EH8681 Roller Mount 930E-4SE
PC0706 Bearing
TH9449 Bearing Retainer
Ring
TG1680 Roller Retainer
Ring
C1645 Capscrew -
3/4” - 10NC x 2 1/4”
C1542 Lockwasher - 3/4”
EH8686 Roller Ring
M08018 8/10 Special Tools M8-1

PB8326 Offset Box End Cab Mounting &
Wrench - 1 7/16” Miscellaneous

TZ2734 3/4” Torque Miscellaneous
Adapter

TZ2733 Tubular Handle Use with
PB8326 &
TZ2734

BF4117 Seal Installation Front & Rear
Tool Disc Brake
Floating Ring
Seal Installation
ED3347 Seal Installation Rear Axle/Hub
Tool Adapter Floating
Ring Seal
Installation
M8-2 Special Tools 8/10 M08018

EH4638 Sleeve Steering Linkage
Alignment Tool and Tie Rod
Assembly

EF9302 Wear Indicator Brake Disc Wear
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-Ring,
Indicator Pin
TL3995 O-Ring,
Indicator Cap
EB4813 Housing,
Indicator
SV9812 O-Ring, Housing

PC2525 Harness Payload Meter
Download

EK3798 Brake Assembly Brake Assembly
Tool Group & Disassembly
ED3757 Bar, Flat
ED3758 Pipe
C1540 Lockwasher
C1615 Capscrew, Short
D9105 Capscrew, Long

EH7817 Alignment Tool Upper Hoist Pin

PB4684 Hydraulic Miscellaneous
Coupling

PB9067 Bulkhead Battery Jumper
Connector

PC2061 Belt Tension A/C Belt Tension
Tester Check

EL8868 V-Belt Alignment A/C Belt
Tool Alignment

SPINDLE REMOVAL TOOL
Dimension "A" - Bolt Hole Diameter Dimension "F" - Cylinder Height
Dimension "B" - Plate Outside Diameter Dimension "G" - Cylinder Outer Diameter
Dimension "C" - Bolt Circle Diameter Dimension "H" - Cylinder Inner Diameter
Dimension "D" - Plate Inside Diameter Dimension "I" - Cylinder Wall Thickness
Dimension "E" - Plate Thickness NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.

TABLE 1. SPINDLE REMOVAL TOOL Part No. Description Use
DIMENSIONS EC6027 Oil Charge Kit Suspension Oil
Dimension Description Measurement Charging
Plate Bolt Hole 34.8 mm SS1143 Hoist Cylinder Hoist Cylinder
"A" Quill Installation Quill Installation
Diameter (1.37 in.)
Tool
577.9 mm
"B" Plate O.D. SS1153 Hoist Cylinder Hoist Cylinder
(22.75 in.)
Quill Plug Tool Quill Plug
Bolt Circle 517.7 mm Removal and
"C"
Diameter (20.38 in.) Installation
50.8 mm VJ6567 Radiator Tube Radiator Tube
"D" Plate I.D.
(2.00 in.) Installation Tool Installation
34.8 mm XA2307 Breaker Tool Radiator Tube
"E" Plate Thickness
(1.37 in.) Removal
Pusher Cylinder 133.4 mm BF4810 Bearing Tool 24V Alternator
"F"
Height (5.25 in.) BF4818 Front Bearing 24V Alternator
Pusher Cylinder 320.6 mm Removal Tool
"G"
O.D. (12.62 in.) BF4820 Bobbin Removal 24V Alternator
Pusher Cylinder 228.6 mm Tool
"H"
I.D. (9.00 in.) BF4821 Bearing Insertion 24V Alternator
Cylinder Wall 46.0 mm Tool
"I"
Thickness (1.81 in.) BF4822 Stator Service 24V Alternator
Tool
Refer to Section G for information about using the
spindle removal tool.
The tools in the following table can be ordered from
The following table lists more special tools that will be Kent-Moore:
necessary for various service procedures: Part No. Description Use
Part No. Description Use J-24092 Puller Legs A/C Service
EK6089 Front Brake Tool Front Brake J-25030 Clutch Hub Holding A/C Service
Group Removal Tool
EK6090 Rear Brake Tool Rear Brake J-33884-4 Indicator Switch A/C Service
Group Removal Tester
EJ2847 Pin Removal Tool Rear Suspension J-8092 Universal Handle A/C Service
Pin Removal
J-8433 Pulley Puller A/C Service
EJ2848 Cylinder Rear Suspension
Pin Removal J-9395 Puller Pivot A/C Service
EJ2849 Hand Pump Rear Suspension J-9399 Thin Wall Socket A/C Service
Pin Removal J-9401 Clutch Plate & Hub A/C Service
EJ2850 Shackle Rear Suspension Assembly Removal
Pin Removal Tool
MM0093 Capscrew - Rear Suspension J-9403 Spanner Wrench A/C Service

M16 x 2.00 x 70 Pin Removal J-9480-01 Drive Plate Installer A/C Service
XB0887 Vacuum Pump Hydraulic System J-9480-02 Spacer A/C Service
Service
J-9481 Puller and Bearing A/C Service
Installer

SECTION M19
RADIATOR SHUTTERS
INDEX
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Electrical Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
MAINTENANCE AND REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-5
M19004 Radiator Shutters M19-1

NOTES
M19-2 Radiator Shutters M19004

RADIATOR SHUTTERS
The optional radiator shutters aid in maintaining proper OPERATION
engine coolant temperature, primarily in cold climate
operations. Hydraulic Circuit
Hydraulic oil pressure to operate the shutter assembly
actuator cylinder is supplied from the truck steering
The shutter system contains the following components: circuit. Hose (2, Figure 19-1), which is attached to a “T”
•Shutter assembly with hydraulic control actuator fitting at the automatic lubrication system pump supply
cylinder port, routes oil to pressure reducing valve (3). This
valve reduces the steering circuit pressure from 24 132
•Hydraulic oil supply pressure reducing valves and kPa (3,500 psi) to 10 342 kPa (1,500 psi). The
cylinder control solenoid pressure is further reduced to 517 kPa (75 psi) by
•Solenoid control relays pressure reducing valve (4). This valve supplies the oil
to shutter solenoid valve (5) to pressurize the head end
of the shutter actuator cylinder (10), which closes the
shutters during engine warm-up. When the shutters are
signalled to open, the solenoid valve will be de-
energized and the spool will shift to direct oil to the rod
end of the actuator cylinder. Oil returns to the hydraulic
tank through hose (9).
FIGURE 19-1. SHUTTER ACTUATOR CYLINDER OIL SUPPLY VALVES

1. Radiator Shroud 5. Shutter Solenoid Valve 9. Oil Return Hose
2. Oil Supply Hose 6. To Cylinder Head End 10. Shutter Actuator Cylinder
3. Pressure Reducing Valve 7. To Cylinder Rod End
4. Pressure Reducing Valve 8. Electrical Harness

Electrical Circuit MAINTENANCE AND REPAIR
The shutters are normally activated by the engine Solenoid valve (5, Figure 19-1) and pressure reducing
ECM. The engine controller monitors coolant valves (3) and (4) in the hydraulic circuit are factory set
temperature and provides a signal to close the shutters and are not adjustable. If a valve is inoperative, replace
when the temperature is too low. See Table 1 for the complete valve and body assembly.
specific temperatures at which the ECM will send a
The relays are plug-in devices that may easily be
signal to close the shutters.
replaced if defective. The relays are located on relay
The engine ECM will provide a +24VDC signal to board RB8 in the auxiliary control cabinet.
energize the relay K3 located on relay board RB8. This
The shutter assembly should be inspected for physical
will close the N.O. relay contacts fed by relay K3, which
damage and to ensure that it opens and closes
provides +24VDC when the key switch is ON. Current
completely without binding. If necessary, adjust
through relay K5 will energize the shutter solenoid
actuator cylinder linkage to ensure proper operation.
valve to direct oil to the head end of the shutter
actuator cylinder to close the shutters.
If the cab air conditioner is switched on, relay K3 will
energize, opening the +24VDC circuit that supplies the
shutter control solenoid and preventing the shutters
from closing.
Refer to the electrical schematic in Section R for
additional wiring information.

TROUBLESHOOTING
All hydraulic testing is to be performed with hydraulic
oil at normal operating temperature and engine speed
at low idle.
Refer to Figure 19-2 for hydraulic troubleshooting test Ensure that the engine and key switch have been
points shown with arrows. OFF for at least 90 seconds to allow accumulator
pressure to bleed down.
Refer to Table 1 for shutter open and close
specifications for Komatsu engines. Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before
applying pressure.
Hydraulic fluid escaping under pressure can have

sufficient force to enter a person's body by
penetrating the skin, causing serious injury and
physician familiar with this type of injury is not
received immediately.
FIGURE 19-2. HYDRAULIC SCHEMATIC
TABLE 1. Komatsu 16V160/18V170 Engines

Coolant Temperature Intake Manifold Temperature Fuel Temperature
Open 88° C (190° F) Open 60° C (140° F) Open 68° C (155° F)
Close 85° C (185° F) Close 57° C (135° F) Close 66° C (150° F)

TABLE 2. Troubleshooting Procedure
1. Test operation of shutters. With engine at slow idle, connect a 24 Shutters close - GO TO STEP 11
VDC power source to solenoid valve Shutters stay open - GO TO STEP 2
(5, Figure 19-1).
2. Check hydraulic pressure Install tee fittings in lines (6) and (7). In Spec - GO TO STEP 3
to cylinder rod end. Connect 0-3 500 kPa (0-500 psi) pres- Out of Spec - GO TO STEP 4
sure gauges to tee fittings. Disconnect
electrical harness (8) from solenoid
valve (5). There should be 517 kPa (75
psi) pressure in hose (7) and NO pres-
sure in hose (6).
3. Check hydraulic pressure Connect 24 VDC power source to sole- In Spec - GO TO STEP 11
to cylinder head end. noid valve (5). There should be 517 Out of Spec - GO TO STEP 4
kPa (75 psi) pressure in hose (6) and If nothing changed as compared to
NO pressure in hose (7). Step 2 - GO TO STEP 7
4. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 7
between pressure reduc- pressure reducing valve (4) and sole- Out of Spec - GO TO STEP 5
ing valve (4) and solenoid noid valve (5). Connect 0-3 500 kPa
valve (5). (0-500 psi) pressure gauge to tee fit-
ting. Pressure should be 517 kPa (75
psi).
5. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 6
between pressure reduc- pressure reducing valve (3) and pres- Out of Spec - GO TO STEP 8
ing valve (3) and pressure sure reducing valve (4). Connect pres-
reducing valve (4). sure gauge with a 0-35 000 kPa (0-
5,000 psi) range to tee fitting. Pressure
should be 10 342 kPa (1,500 psi).
6. Pressure reducing valve Replace pressure reducing valve (4). GO TO STEP 5
(4) is defective.
7. Solenoid valve (5) is defec- Replace solenoid valve (5).
tive.
8. Check oil supply pressure Install tee fitting between oil supply In Spec - GO TO STEP 9
to pressure reducing hose (2) and pressure reducing valve Out of Spec - GO TO STEP 10
valve (2). (3). Connect 0-35000 kPa (0-5000 psi)
pressure gauge to tee fitting. Pressure
should be 20 684 - 24 131 kPa (3,000-
3,500 psi) the same as steering sys-
tem standby pressure.
9. Pressure reducing valve Replace pressure reducing valve (2). GO TO STEP 8
(2) is defective.
10. Hydraulic supply to shut- Perform troubleshooting procedures in GO TO STEP 8
ters is incorrect. appropriate shop manual to correct
truck hydraulic system.
11. Check for proper voltage With the key switch ON, use a V.O.M. In Spec - GO TO STEP 13
on relay board RB8. to check for 24 VDC in circuit 712R at Out of Spec - GO TO STEP 12
relay K3.
12. Improper voltage on relay Perform troubleshooting procedures in After repair, GO TO STEP 11
board RB8. appropriate shop manual to obtain
proper voltage in circuit 712R with key
switch ON.

TABLE 2. Troubleshooting Procedure
13. Check relay K3 for proper Make sure that there is 0 voltage in cir- In Spec - GO TO STEP 15
voltage. cuit 65T. If there is voltage, turn off air Out of Spec - GO TO STEP 14
conditioner switch or disconnect wire
65T. Then check for 24VDC in circuit
712SP on relay board RB8.
14. Relay K3 is defective. Replace K3 relay. After repair, GO TO STEP 13
15. Check relay K5 for proper Jumper 24VDC power source to circuit In Spec - GO TO STEP 17
voltage. 65S. Then check for 24VDC in circuit Out of Spec - GO TO STEP 16
65SS on relay board RB8.
16. Relay K5 is defective. Replace K5 relay. GO TO STEP 15
17. Check for 24VDC at sole- Check for 24VDC at solenoid valve in In Spec - GO TO STEP 19
noid valve (5). circuit 65SS. Out of Spec - GO TO STEP 18
18. Check for open circuit in Locate and repair open connection in GO TO STEP 17
circuit 65SS. circuit 65SS.
19. Check for ground at sole- Check for ground at solenoid valve ter-
noid valve (5). minal. Repair as necessary.

NOTES

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
Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATOR’S 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
M20008 01/11 Payload Meter III M20-1

PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
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 Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
M20-2 Payload Meter III 01/11 M20008

DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41

Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59

OPERATION SECTION
INTRODUCTION Data Gathering
Windows 95/98/NT software is available to down-
Payload Meter III (PLMIII) measures, displays and
load, store and view payload and fault information.
records the weight of material being carried by an off-
The PC software will download an entire truck fleet
highway truck. The system generally consists of a
into one Paradox database file. Users can query the
payload meter, a gauge display, deck-mounted lights,
database by date, time, truck type and truck number
and sensors. The primary sensors are four suspen-
to produce reports, graphs and export the data. The
sion pressures and an inclinometer. Other inputs
software can export the data in '.CSV' format that can
include a body up signal, brake lock signal, and
be easily imported into most spreadsheet applica-
speed.
tions. The Windows software is not compatible with
the Payload Meter II system.
Data Summary
It is important that each payload meter be configured
5208 haul cycles can be stored in memory. The fol- for each truck using the PC software. The information
lowing information is recorded for each haul cycle: for frame serial number and truck number is used by
• Payload the database program to organize the payload data.
In addition, the payload meter must be configured to
• Operator ID number (0000-9999) make calculations for the proper truck model.
• Distance traveled loaded and empty Improper configuration can lead to data loss and
inaccurate payload calculations.
• 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

COMPONENT DESCRIPTION
System Diagram
Suspension Pressure Sensors Operator Display

PLMIII uses a two-wire pressure sensor. The range The speedometer/display gauge is used as a speed-
for the pressure sensor is 281 kg/cm2 (4000 psi) and ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
the overload limit is 700 kg/cm2 (10,000 psi). One
(mph) units. Grounding terminal #4 on the back of
wire to the sensor is the supply voltage and the other
the speedometer will switch the meter to display met-
is the signal. The 0-4000 psi range is converted into
ric units. Leaving terminal #4 unconnected will cause
an electrical current between 4-20 ma. The supply
the gauge to display English units. The speedometer
voltage for the sensor is nominally +18VDC. Each
can be adjusted using a calibration potentiometer in
pressure sensor has an 3000 mm (118 in.) length of
the back just like existing speedometers.
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise The payload meter uses the lower display for pay-
immunity. load information. The normal display mode shows
the current payload. The display can be changed to
Inclinometer show the load and total tons counter or the Operator
The inclinometer is used to increase the accuracy of ID. Using the operator switch on the dash panel, the
load calculations on an incline. The inclinometer current suspension pressures and incline can be dis-
uses three wires. For the sensor, red is the +18VDC played. The units for display are set using the PC
supply voltage, black is ground and the white is the software. Payloads can be displayed in short tons,
signal. The incline signal is a voltage between 1 and long tons or metric tons.
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.

Operator Switch Payload Meter
The payload operator switch is used to set, view and The payload meter is housed in a black aluminum
clear the total load counter and total ton counter. It is housing. There is a small window on the face of the
also used to enter the operator ID number (0-9999). unit. Status and active alarm codes can be viewed
This switch can also be used to view the suspension through the window. During normal operation, a two-
pressures and inclinometer. The payload meter oper- digit display flashes 0 back and forth. Active fault
ator switch is located on the dashboard. It is a two- codes will be displayed for two seconds. These
way momentary switch. The top position is the codes are typically viewed using the laptop computer
SELECT position. The SELECT position is used step connected to the serial communications port.
through the different displays. The lower position is
There is one 40-pin connector on the payload meter.
the SET position. The SET position is used to set the
A jack-screw is used to hold the payload meter and
operator ID or clear the load and total ton counters.
wire harness connector housings together. This
Normally the inputs from the switch to the payload
screw requires a 4mm or 5/32 hex wrench. The cor-
meter are open circuit. The switch momentarily con-
rect tightening torque for this screw is 3 N·m (25 in.
nects the circuit to ground.
lb). Four bolts hold the payload meter housing to its
Speed Input mounting bracket in the cab.
PLMIII uses a speed signal to calculate speed, dis- The circuit board inside the payload meter housing is
tance, and other performance data. This input is criti- made from multi-layer, dual-sided surface-mount
cal to the proper operation of the system. PLMIII electronics. There are no field serviceable compo-
receives this signal from the speedometer/operator nents inside. The electronics are designed to with-
display on the dashboard. The same signal displayed stand the harsh operating environment of the mining
to the operator is used by the system. Distance cal- industry. Opening the payload meter housing will
culations are made based on the rolling radius of the result in voiding the warranty.
tires for a particular truck.
Communications Ports
Body-Up Switch The payload meter has two RS232 serial communi-
The body-up input signal is received from a magnetic cations ports and two CAN ports. Connections for the
switch located on the inside of the truck frame, for- two serial ports are available inside the payload
ward the pivot pin of the truck body. This is the same meter junction box. The two CAN ports are available
switch typically used for input to the drive system. for future electronics systems.
When the body is down, the switch closes and com- Serial port #1 is used to communicate with the dash-
pletes the circuit to 71-control power. 24VDC indi- board display. It is also used to connect to the laptop
cates the body is down. Open circuit indicates that computer. The display gauge will remain blank when
the body is up. the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
Brake Lock Switch tings change automatically to increase the
The brake lock is used to lock the rear brakes on the communications rate when the PC is using the port.
truck. It is necessary for the accurate calculation of This serial port uses a 3-wire hardware connection.
swingloads during the loading process. Without the Serial port #2 is used to communicate to other on-
brake lock applied, the payload meter will not calcu- board electronics like Modular Mining's Dispatch®
late swingloads during the loading process. Without system or the scoreboard from Komatsu. This port
the brake lock, the payload meter will assume that uses a 3-wire hardware connection. Connections to
the truck was loaded using a continuous loader and this serial port need to be approved by Komatsu.
flag the haul cycle record. All other functions will be Several protocol options are available and detailed
normal regardless of brake lock usage. The brake technical information is available depending on
lock input comes from the switch located on the dash licensing.
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.

Key Switch Input Load Lights
PLMIII monitors the status of the key switch. 24VDC PLMIII uses load lights to indicate to the shovel oper-
indicates that the key switch is on, open indicates the ator the approximate weight of the material in the
key switch is off. The payload meter does not receive truck. The load lights are illuminated only when the
its electrical power from the key switch circuit. The brake lock is applied. The lights are controlled by the
payload meter will remain on for several seconds payload meter through a series of relays in the junc-
after key switch is removed. When the key switch tion box. The payload meter controls the relays with
power is removed, payload meter performs a series 24VDC outputs. A 24VDC signal from the payload
of internal memory operations before turning itself meter powers the relay coil and connects battery
off. To allow for these operations, the key switch power to the load light. When the relay is not pow-
should be turned off for at least 15 seconds before ered by the payload meter, a pre-warm resistor con-
turning the key switch back on. The payload meter nects the load light to a reduced voltage. This circuit
will automatically reset itself without error if not pre-warms the load light filaments and reduces the
enough time is given for these operations. The dis- inrush current when the light is fully illuminated. This
play may blink briefly. lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
Payload Meter Power the truck.
The payload meter receives its power from the bat- A flashing green light indicates the next swingload
tery circuit on the truck. Removing battery power will make the measured load greater than 50% of
from the payload meter before removing key switch rated load. A solid green light indicates that the cur-
and waiting 15 seconds may result in lost haul cycle rent load is greater than 50% of rated capacity.
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed. A flashing amber light indicates the next swingload
Some haul cycle data will be lost if battery power is will make the measured load greater than 90% of
removed before waiting 15 seconds. The payload rated load. A solid amber light indicates that the cur-
meter system operates at a nominal voltage of rent load is greater than 90% of rated capacity.
24VDC at 1 to 2 amps depending on options. The A flashing red light indicates the next swingload will
payload meter is designed to turn itself off if the sup- make the measured load greater than 105% of rated
ply voltage rises above 36VDC. The payload meter is load. A solid red light indicates that the current load is
also protected by a 5 amp circuit breaker located in greater than 105% of rated capacity.
the junction box.
The optimal loading target is a solid green and amber
Power to the load lights comes from the same battery lights with a flashing red light. This indicates that the
circuit. The load lights are powered through a relay. load is between 90% and 105% of rated load for the
The key switch circuit controls the relay. The load truck and the next swingload will load the truck over
lights are also protected by a 15 amp circuit breaker 105%.
in the junction box.

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. Most connections for
the PLMIII system are made in the payload meter
junction box.
TCI Outputs
The GE drive system on the 930E/960E requires
information 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. 24VDC on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24VDC on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.

OPERATOR’S DISPLAY AND SWITCH Using the Operator ID
The current operator ID number is recorded with
Reading the Speedometer
each haul cycle. The number can be between 0 and
The top window of the speedometer/display gauge is 9999.
the speedometer section. The display shows the
To set the Operator ID:
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiom- 1. Press the “SELECT” switch until Id= is dis-
eter on the back of the gauge. In addition, the units played.
for the display can be changed. Terminal #4 controls
2. Hold the “SET” button until 0000 is displayed.
the displayed units. If #4 is grounded, the display will
The first digit should be flashing.
be metric. If terminal #4 is left open, the display will
be in English units. 3. Press the “SET” button again to change the
digit.
4. Press the “SELECT” button once to adjust the
Reading the Load Display second digit.
5. Use the “SET” button again to change the digit.
The lower display on the speedometer/display gauge
is used for payload information. The SELECT posi- 6. Press the “SELECT” button once to adjust the
tion on the operator switch allows the user to scroll third digit.
through a number of useful displays. The order for 7. Use the “SET” button again to change the digit.
the displays is as follows: 8. Press the “SELECT” button once to adjust the
fourth digit.
9. Use the “SET” button again to change the digit
• PL= Payload 10. Press the “SELECT” button one more time to
enter the ID.
• Id= Operator ID
• tL= Total Shift Tons If no buttons are pressed for 30 seconds, the display
• LC= Shift Load Counter will return to normal operation. The number being
entered will be lost and the ID number returns to the
• LF= Left Front Suspension Pressure previous ID number.
• rF= Right Front Suspension Pressure
• Lr= Left Rear Suspension Pressure
• rr= Right Rear Suspension Pressure Using the Load and Ton Counter
• In= Inclinometer
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
The display holds the displayed information until the
beginning of each shift to allow the operator to record
SELECT switch is pressed again. The suspension
how many loads and tons have been hauled during
pressures, inclinometer, and payload displays are
the shift.
based on current sensor inputs.
Communications to the display use the same serial Total Ton Counter
link as the download connection. Whenever another
The total ton counter records the number of tons
computer is connected to serial port #1 to download
hauled since the last time it was cleared. This display
or configure the system, the lower display will blank.
is in 100’s of tons. For example, if the display shows
This is not the same connection used by mine dis-
patch systems.
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 The inclinometer displays whole degrees of incline.
hauled since the last time it was cleared. This display Positive incline is truck nose up. The gauge will
can be cleared at the beginning of each shift to allow quickly display the type of information shown every
the operator to record how many loads have been 10 seconds. For example, if the left-front pressure is
hauled during the shift. being displayed, Lf= will flash on the display every
• To view the total load counter press and release minute. Only the payload display, PL= does not
the “SELECT” switch until LC= is displayed on display this information.
the gauge.
• Left Front Pressure - To display the pressure in
the left-front suspension, press and release the
“SELECT” switch until Lf= is displayed.
Clearing the Counters
• Right Front Pressure - To display the pressure in
Clearing the total ton counter or total load counter the right-front suspension, press and release the
clears both records.
“SELECT” switch until rf= is displayed.
• Left Rear Pressure - To display the pressure in
To clear the total ton and total load counter: the left-rear suspension, press and release the
1. Press the “SELECT” switch until tL= or LC= “SELECT” switch until Lr= is displayed.
is displayed.
• Right Rear Pressure - To display the pressure in
2. Hold the “SET” button until the display clears. the right-rear suspension, press and release the
“SELECT” switch until rr= is displayed.
Viewing Live Sensor Data • Inclinometer - To display the truck incline, press
and release the “SELECT” switch until In= is
The display can also be used to quickly show the
current readings from the four suspension pressure displayed.
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. Other Display Messages
The live displays cannot be cleared and the SET On startup of the payload meter system, the gauge
button will have no effect. display will scroll the truck type that the PLMIII is
The units for the display are controlled by the configured for. For example, on a 930E, the gauge
configuration of the payload meter. If the payload
meter is set to display metric units, the pressures will
will scroll ---930E---.
be displayed in tenths of kg/cm2. For example, if the
display shows 202 the actual value is 20.2 kg/ If the PLMIII encounters memory problems, it will
2
cm . If the payload meter is set to display short tons, display ER88 ,where 88 is the specific memory
the pressures will be displayed in psi (lbs/in2). error. In this very rare circumstance, the system
Multiply by 14.2 to convert kg/cm2 to psi. (example -- should be turned off for 30 seconds and restarted.
1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect
the units setting for the gauge without the PC
software.

PAYLOAD OPERATION & CALCULATION rated load for 10 seconds without the brake lock
applied, the meter will switch to loading and record
Description of Haul Cycle States the continuous_loading flag in the haul cycle.
The typical haul cycle can be broken down into eight The payload meter switches from loading to maneu-
distinct stages or states. Each state requires the pay- vering as soon as the truck begins moving. The
load meter to make different calculations and store maneuvering zone is 160 m (0.1 miles) and is
different data. designed to allow the operator to reposition the truck
under the shovel. More payload can be added any-
“States" or stages of a typical haul cycle
time within the maneuvering zone. Once the truck
1. Tare Zone travels 160 m (0.1 miles) the payload meter switches
2. Empty to the final_zone and begins calculating payload. If
the body is raised while the payload meter is in the
3. Loading maneuvering state, the no_final_load flag will be
4. Maneuvering recorded in the haul cycle record, no payload will be
calculated, and the meter will switch to the dumping
5. Final Zone
state.
6. Hauling
While in the final_zone moving faster than 5 km/h (3
7. Dumping mph), the payload meter calculates the loaded
8. After Dump sprung weight of the truck. The same advanced algo-
rithm is used to calculate the empty and loaded
Haul Cycle Description sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
A new haul cycle is started after the load has been signal is received. If the truck has moved for less
dumped from the previous cycle. The payload meter than 1 minute in the final_zone, the payload meter
will stay in the after_dump state for 10 seconds to will calculate the final payload using an averaging
confirm that the load has actually been dumped. If technique which may be less accurate. If this hap-
the current payload is less than 20% of rated load, pens, the average_load flag will be recorded in the
the payload meter will switch to the tare_zone and haul cycle.
begin calculating a new empty tare. If, after dumping,
the payload has not dropped below 20% of rated The payload meter switches to the dumping state
load the meter will return to the maneuvering or haul- when the dump body rises. The payload meter will
ing states. In this case, the false_body_up flag will be switch from dumping to after_dump when the dump
recorded in the haul cycle record. body comes back down.
While in the tare_zone state, and moving faster than From the after_dump, the payload meter will switch
5 km/h (3 mph), the payload meter calculates the to one of three states:
empty sprung weight of the truck. This tare value will 1. If the average payload is greater than 20% of
be subtracted from the loaded sprung weight to cal- rated load and no final payload has been calcu-
culate the final payload. The payload meter will lated, the payload meter will return to the
switch from the tare_zone or empty to the loading maneuvering state. After the truck travels 160m
state if swingloads are detected. By raising the dump (0.1 mile) the meter will switch to the final_zone
body while in the empty state the payload meter can and attempt to calculate the payload again. The
be manually switched back to the tare_zone to calcu- false_body_up flag will be recorded in the haul
late a new tare. cycle record.
From the empty state, the payload meter will switch 2. If the average payload is greater than 20% of
to the loading state through one of two means. If the rated load and the final payload has been calcu-
brake lock is applied, the payload meter will be ana- lated, the payload meter will switch back to the
lyzing the suspension pressures to detect a swing- hauling state. The false_body_up flag will be
load. If a swingload is detected, the meter will switch recorded in the haul cycle record.
to the loading state. The minimum size for swingload 3. If the average payload is less than 20% of rated
detection is 10% of rated load. Swingload detection load, the payload meter will switch to the
usually takes 4-6 seconds. The second method to tare_zone and begin to calculate a new empty
switch from empty to loading is through continuous tare.
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of

Load Calculation SOURCES FOR PAYLOAD ERROR
The final load calculation is different from the last
Payload Error
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and The number one source of error in payload calcula-
the position of the truck during loading. The last tion is improperly serviced suspensions. The payload
swingload calculation is not the value recorded in meter calculates payload by measuring differences in
memory as the final load. The final load is deter- the sprung weight of the truck when it is empty and
mined by a series of calculations made while the when it is loaded. The sprung weight is the weight of
truck is traveling to the dump site. the truck supported by the suspensions. The only
method for determining sprung weight is by measur-
ing the pressure of the nitrogen gas in the suspen-
sions. If the suspensions are not properly
Carry Back
maintained, the payload meter cannot determine an
Carry back is calculated as the difference between accurate value for payload. The two critical factors
the current truck tare and the clean truck tare. The are proper oil height and proper nitrogen charge.
clean truck tare is calculated using the PC software.
If the suspensions are overcharged, the payload
When the suspensions are serviced or changes are
meter will not be able to determine the empty sprung
made that may affect the sprung weight of the truck,
weight of the truck. The suspension cylinder must be
a new clean truck tare should be calculated.
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
Measurement Accuracy case, the pressure inside the cylinder does not accu-
Payload measurements are typically repeatable rately represent the force necessary to support that
within 1%. Accuracy for a particular scale test portion of the truck.
depends on specific combinations of pressure sen- If the suspensions are undercharged, the payload
sors and payload meters as well as the specifics of meter will not be able to determine the loaded sprung
each scale test. Comparisons from different scale weight of the truck. The suspension cylinder must be
tests are often made without considering the differ- able to travel up and down as the truck drives loaded.
ences introduced by the specific installation and If the pressure in an undercharged suspension can-
operation of the scales for each test. In addition, not support the load, the suspension will collapse
each pressure sensor and payload meter introduces and make metal-to-metal contact. In this case, the
it's own non-linearity. Each truck becomes an individ- pressure inside the cylinder does not accurately rep-
ual combination of sensors and payload meter. resent the force necessary to support that portion of
Errors from these sources can introduce up to a ±7% the truck.
bias in the payload meter calculations for a specific
scale test, for an individual truck. Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
Because the PLMIII calculates a new empty tare for rect oil height and nitrogen charge are the most
each payload, a detailed scale test must weigh the critical factors in the measurement of payload. If the
trucks empty and loaded for each haul cycle. Using a suspensions are not properly maintained, accurate
simple average of 2 or 3 empty truck weights as an payload measurement is not possible. In addition,
empty tare for the entire scale test will introduce sig- suspension maintenance is very important to the life
nificant error when comparing scale weights to of the truck.
PLMIII weights.

Loading Conditions HAUL CYCLE DATA
The final load calculation of the PLMIII system is not PLMIII records and stores data in its on-board flash
sensitive to loading conditions. The final load is cal- memory. This memory does not require a separate
culated as the truck travels away from the shovel. battery. The data is available through the download
Variations in road conditions and slope are compen- software.
sated for in the complex calculations performed by
the payload meter. 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.
Pressure Sensors PLMIII can store 512 alarm records in memory.

When the memory is full, the payload meter will
Small variations in sensors can also contribute to erase the oldest 312 alarm records and continue
payload calculation error. Every pressure sensor is recording.
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can All data is calculated and stored in metric units within
add or subtract from payload measurements. This is the payload meter. The data is downloaded and
also true of the sensor input circuitry within individual stored in metric units within the Paradox database on
payload meters. These differences can stack up 7% the PC. The analysis program converts units for dis-
in extreme cases. These errors will be consistent and plays, graphs and reports.
repeatable for specific combinations of payload The units noted in the Table 1 are the actual units
meters and sensors on a particular truck. 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
Swingloads times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
Swingload calculations can be affected by conditions
converts these numbers into dates and times for
at the loading site. Parking the truck against the berm
graphs and reports.
or large debris can cause the payload meter to inac-
curately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algo-
rithms to determine swingloads, loading site condi-
tions 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 dis-
tances. 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.
NOTE: Earlier 730E and 830E models are subject to
incorrect speed data due to electrical interference.
The incorrect speeds are generated while the truck is
stopped. An attenuator was added to newer
production models to prevent this error from
occurring. A kit was released to update older PLMIII
systems with the attenuator. Consult your area
service representative for details.

The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA

Data Unit Remark
Truck # alpha- Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
numeric 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
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 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 F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in This message is generated when the payload meter
a particular way. When something unexpected takes senses a body-up while it is calculating the final pay-
place, the system records a warning flag. Several load indicating that the operator has dumped the
events within the haul cycle can cause a warning flag load. It may also be generated if the body-up signal is
to be generated. Each one indicates an unusual not properly reaching the payload meter and the
occurrence during the haul cycle. They do not neces- weight in the truck falls dramatically while the truck is
sarily indicate a problem with the payload meter or calculating the final payload.
payload calculation.
H: False Body Up
A: Continuous Loading
This message indicates that the body was raised dur-
This message is generated when the truck is loaded ing the haul cycle without the load being dumped.
over 50% full without the payload meter sensing The body-up signal indicated that the truck was
swingloads. This indicates that a continuous loading dumping, but the weight of the truck did not fall below
operation was used to load the truck. It may also indi- 20% of the rated load.
cate that the payload meter did not receive the brake
lock input while the truck was being loaded. There I: Body Up Signal Failed
may be a problem with the wiring or the brake lock This message indicates that the load was dumped
was not used. The payload meter will not measure without a body-up signal being received by the pay-
swingloads unless the brake lock is used during the load meter. The weight of the truck fell below 20%,
loading process. but the payload meter did not receive a body-up sig-
nal from the sensor.
B: Loading to Dumping Transition
This message is generated when the payload meter J: Speed Sensor Failed
senses a body up input during the loading process. This message indicates that the payload meter
This message is usually accompanied by a sensed the truck loading and dumping without
no_final_load flag. receiving a speed signal.
C: No Final Load K: New Tare Not Calculated
This message is generated when the payload meter The payload meter was not able to accurately calcu-
is unable to determine the final payload in the truck. late a new empty sprung weight for the truck to use
Typically, this means that the payload meter switched as the tare value for the haul cycle. The tare value
from a loaded state to the dumping state before the from the last haul cycle was used to calculate pay-
load could be accurately measured. load.
D: Maneuvering to Dumping Transition L: Incomplete Haul Cycle
This message is generated when the payload meter The payload meter did not have proper data to start
senses a body-up input during the maneuvering or the haul cycle with after powering up. When the
repositioning process indicating that the operator has PLMIII powers off, it records the data from the haul
dumped the load. It may also be generated if the cycle in progress into memory. This flag indicates
body-up signal is not properly reaching the payload that this data was not recorded the last time the pay-
meter and the weight in the truck falls dramatically load meter was shut down. This can happen when
while the truck is maneuvering or repositioning. the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
E: Average Load or Tare Used
warning flag should not be considered accurate. Haul
This message indicates that the recorded payload cycles with this warning are displayed in red on the
may not be as accurate as a typical final load calcula- Payload Summary window and are not included in
tion. Typically, this is recorded when loading begins the summary statistics for reports or display.
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.

M: Haul Cycle Too Long Sprung Weight Data
The haul_cycle_too_long flag indicates that the haul The payload meter is constantly monitoring the live
cycle took longer than 18.2 hours to complete. The payload calculation. This value naturally rises and
times stored for particular events may not be accu- falls for a loaded truck depending on road and driving
rate. This does not affect the payload calculation. conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
N: Sensor Input Error memory inside the meter.
An alarm was set for one of the 5 critical sensor

inputs during the haul cycle. The five critical sensors
Maximum Speed Data
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal- The payload meter records the top 5 highest speeds
culate payload. A haul cycle with this warning flag and the time they occurred. This information is stored
should not be considered accurate. Haul cycles with in permanent memory inside the meter.
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
Frame Torque Data payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
Payload meter records the top 5 peak positive and
has a specific cause and should lead to an investiga-
negative frame torque values and the time they
tion for correction. Some failures can be overcome
occurred. The frame torque is a measure of the twist-
by the payload meter. Haul cycle data will indicate if
ing action along the centerline of the truck. Positive
an alarm condition was present during the cycle. Fail-
frame torque is measured when the suspension
ures with the suspension or inclinometer sensors
forces on the front of the truck act to twist the frame
cannot be overcome.
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.

Fault Code Data
Table 2:
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
11 Speed input failure Not Used
12 Brake lock input failure Not Used
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.
18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.
19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.
20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
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

PC SOFTWARE OVERVIEW Installing the PLMIII Software
The PC software has several basic functions: The CD ROM containing the Payload Data Manage-
ment (PDM) Software will automatically begin instal-
• Configure the PLMIII system on the truck. lation when it is inserted into the drive on the PC. If
• Troubleshoot and check the PLMIII system. this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
• Download data from the PLMIII system.
• Analyze data from the payload systems. 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
Configuration, troubleshooting and downloading improved performance, the recommended PC would
require a serial connection to the payload meter on be a Celeron, AMD K6-2 or better processor with 128
the truck. Analysis can be done at any time without a MB of ram running at 400 Mhz. The PDM Software
connection to the payload meter. uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Payload data is downloaded from several trucks into Using a more powerful computer and added memory
one database on the PC. The database can be que- to run the software can result in a significant
ried to look at the entire fleet, one truck or truck improvement in performance. The software is written
model. The data can be graphed, reported, imported to use a minimum 800 x 600 screen resolution.
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

DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC To download the payload meter:
software is designed to download the data from a 1. Connect to the payload meter and start the PC
whole truck fleet. Instead of creating one data file for software.
each truck, the PC software combines all the data
2. From the main menu, select "Connect to Pay-
from many trucks into one database on the hard
load Meter". The PC will request the latest sta-
drive of the computer. The software then allows
tus information from the payload meter. The
users to query the database to create custom reports
number of haul cycles and alarms will be dis-
and graphs. Data for individual trucks or groups of
played.
trucks can be easily analyzed. This same data can
be exported for use in other software applications like 3. Select the "Begin Download" button. The PC
word processors and spreadsheet applications. will request the payload and alarm data from
the payload meter and save it into the data-
As the database grows, performance of the PC soft- base. This may take several minutes. A prog-
ware for analysis will slow down. It may be helpful to ress bar at the bottom will show the
periodically export data. For example, query the approximate time left.
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

PLM III SYSTEM CONFIGURATION Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Starting Communications
Metric Tons: Payload is displayed in metric tons, dis-
The PDM software allows users to download and tances and speeds are displayed in Kilometers
configure the system.
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
Before connecting to the payload meter, select

"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port. Most
laptop computers use Comm 1 for serial communica-
tions. 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.
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
From the main menu, click the "Connect to Payload connection.
Meter" button. The PC will try to connect to the pay- • Number of Haul Cycle Records is the number of
load meter and request basic information from the haul cycles records stored in memory and
system. In the event of communications trouble, the available for download.
PC will try 3 times to connect before "timing-out". • Number of Active Alarms shows how many
This may take several seconds. alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Displayed Payload Units • Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
Three options are available for the display of units in
available for download.
the PC software, reports, and graphs:
• 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 Setting the Date and Time
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 The time shown on the form is the time transmitted
has connected to the payload meter. from the payload when the connection was first
established.
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.
The date and time are maintained by a special chip
• Connect the laptop to the system using the on the PLMIII circuit board. The memory for this chip
EF9160 or PC2525 communications harness. is maintained by a large capacitor when the power is
The download connector is typically located on removed from the payload meter. This will maintain
the housing mounted in the cab to the back wall. the date and time settings for approximately 30 days.
The PLMIII system uses the same connection as After this time, it is possible for the payload meter to
the Payload Meter II system.
lose the date and time setting. It is recommended
Configure the Payload Meter that the system be powered every 20 days to main-
tain the date and time. If the date and time is lost,
Configuration of the payload meter requires a serial reset the information using this procedure. It takes
connection to the PLMIII system. Clicking the "Con- approximately 90 minutes to recharge the capacitor.
figure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen displays Changing the date and time will affect the haul cycle
the latest configuration information stored on the in progress and may produce unexpected results in
payload meter. the statistical information for that one haul cycle.
When changes are made to the configuration, the NOTE: If the truck is equipped with KOMTRAX Plus,
"Save Changes" button must be pressed to save the do not set the time or date in the PLM III controller.
changes into the payload meter. To confirm the The PLM III clock is synchronized by the KOMTRAX
changes, exit to the main menu and re-connect to the Plus clock.
payload meter. 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 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-
1. From the Truck Configuration screen, use the
ber for each truck using the PLMIII system. This
pull-down menu to select the truck type that the
number is one of the key fields used within the haul
payload meter is installed on.
cycle database. The field will hold 20 alpha-numeric
2. Press the "Save Changes" button to program characters.
the change into the meter.
1. On the Truck Configuration screen, enter the

Setting the Gauge Display Units truck number in the appropriate field.
The payload meter speedometer / display gauge dis- 2. Press the "Save Changes" button to program
plays the speed on the upper display. The units for the change into the payload meter.
the speed display are selected using a jumper on the
rear of the case.
Setting the Komatsu Distributor
The payload units on the lower display can be
changed from metric to short tons or long tons using This field in the haul cycle record can hold the name
the Truck Configuration screen. This selection also of the Komatsu distributor that helped install the sys-
switches between metric (kg/cm2) and psi (lbs/in2) tem. Komatsu also assigns a distributor number to
for the live display of pressure on the gauge. each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
1. From the Truck Configuration screen, select the put into this field. The field will hold 20 alpha-numeric
payload units to be used on the lower display of characters.
the speedometer/display gauge.
2. Press the "Save Changes" button to program
the change into the payload meter. 1. On the Truck Configuration screen, enter the
distributor name or number in the appropriate
field.
Setting the Frame Serial Number 2. Press the "Save Changes" button to program
the change into the payload meter.
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
The frame serial number is located on the plate
customer. This number is used on all warranty
mounted to the truck frame. The plate is outboard on
claims. This Komatsu customer number can also be
the lower right rail facing the right front tire. It is very
put into this field. The field will hold 20 alpha-numeric
important to enter the correct frame serial number.
characters.
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
1. On the Truck Configuration screen, enter the customer name or number in the appropriate
truck frame serial number in the appropriate field.
field. 2. Press the "Save Changes" button to program
2. Press the "Save Changes" button to program the change into the payload meter.
the change into the payload meter.

Clean Truck Tare Inclinometer Calibration
The payload meter uses the clean truck tare value to The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare. the payload calculation.
This procedure should be performed after service to This procedure should be performed on relatively flat
the suspensions or when significant changes are ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per- tion for this procedure.
forming this procedure, be sure the suspensions are 1. After cleaning debris from the truck and check-
properly filled with oil and charged. It is critical to pay- ing to see that the suspensions are properly
load measurement that the proper oil height and gas serviced, use the PLMIII software to connect to
pressure be used. the payload meter.
Once the clean tare process is started, the payload 2. From the "Truck Configuration" screen, select
meter will begin to calculate the clean empty sprung "Inclinometer".
weight of the truck. This calculation continues while 3. With the truck stopped and the parking brake
the truck drives to the next loading site. Once the on, press the “Start” button. This instructs the
procedure is started, there is no reason to continue payload meter to sample the inclinometer once.
to monitor the process with the PC. The truck does 4. Turn the truck around. Drive the truck around
not need to be moving to start this procedure. and park in the exact same spot as before, fac-
1. After cleaning debris from the truck and checking the other direction.
ing to see that the suspensions are properly 5. With the truck stopped and the parking brake
serviced, use the PLMIII software to connect to on, press the “Start” button. This instructs the
the payload meter. payload meter to sample the inclinometer
2. From the "Truck Configuration" screen, select again. The payload meter will average the two
"Clean Truck Tare". samples to determine the average offset.
3. Be sure to follow the screen instructions. 6. Be sure to follow the screen instructions.

DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the Sorting on Truck Unit Number
performance of the payload systems across the fleet.
The truck unit number is the truck unit number
Analysis begins when the "View Payload Data" but-
entered into the payload meter when it was config-
ton is pressed. This starts an "all trucks, all dates, all
ured at installation. The query can be set to look for
times" query of the database and displays the results
all trucks or one particular truck number. When the
in the Payload Summary Form.
program begins, it searches through the database for
The user can change the query by changing the all the unique truck numbers and creates a list to
dates, times, or trucks to include in the query for dis- select from.
play.
Choosing one particular truck number will limit the
Haul cycles in the data grid box at the bottom can be data in the displays, summaries and reports to the
double-clicked to display the detailed results of that one selected truck. To create reports for truck num-
haul. ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display Sorting on Truck Type
can be narrowed by selecting which trucks or types
The truck type is the size of the truck from the family
to view and for what dates and times.
of Komatsu trucks. This allows the user to quickly
The query items are added in the "AND" condition. If view results from different types of trucks on the
the user selects a truck # and date range, the query property. For example, a separate report can be gen-
will sort the data for that truck number AND the date erated for 830E and 930E trucks.
range.

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.
3. Change the “To” date to January 8, 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.
2. Change the “From” date to July 1, 2000.
This query will display haul cycles from January 5 to

January 8, from 6:00 AM to 6:00 PM.
Date
Time
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
6:00
3. Change the “To” date to July 31, 2000.

4. Press the "Query Database and Display" to
view the results. 12:00
Sorting on Time Range

The time range sorts the times of the day for valid 18:00
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 24:00
date range. Times are entered in 24:00 format. To
Query : Date: 1/5/00 to 1/8/00
view the haul cycle reports from the first shift for truck Daily Shift Time: 6:00 to 18:00
Haul Cycles Included in the Query
374 from January 5, 2000 to January 8, 2000:

The shift times selected can extend the query past
1. Select truck 374 from the Truck Unit pull-down the original date. If the dates set for the query are
menu. 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:
2. Change the “From” date to January 5, 2000.

Creating Reports
Time
Date
Reports can be generated and viewed on the screen
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
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
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.
12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00
24:00
Query : Date: 1/5/00 to 1/8/00

Haul Cycles Included in the Query
Daily Shift Time: 18:00 to 6:00
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.

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 Exporting Data
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.
The data from the database can be exported for use
1. From the Payload Summary Screen select the with other software applications. The data is selected
“Graph” button at the bottom. The Histogram from the currently displayed query. The exported
Setup screen will display data can be put into a ".cvs" file or a compressed
".zip" file.
• The “.cvs” 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
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 deter-
mine 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. CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
5. Press the “Create Graph” button.
cations like Excel and Lotus 123 to import data eas-
The graph will be displayed based on the query set- ily. To export the data into a ".csv" file, press the
tings from the Payload Summary screen. The graph "Export" button at the bottom of the payload sum-
can be customized and printed. mary screen and select "To CSV". The program will
request a filename and location for the file.

• 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.
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 The second series of data below the haul cycle data
• Haul cycle start time is the alarms. The alarm columns, left to right are:
• Payload
• Swingloads
• The alarm type
• Operator ID
• The date the alarm was set
• Warning Flags
• The time the alarm was set
• Carry Back
• Alarm description
• Total Haul Cycle time
• The date the alarm was cleared
• Empty Running Time
• The time the alarm was cleared
• Empty stop time
• Loading time
• Loaded running time
Compressed
• 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 This export function allows the data from one laptop
• Time when the maximum - frame torque to be transferred to another computer. This can be
occurred useful when a service laptop is used to download
• Maximum sprung weight calculation
multiple machines and transfer the data to a central
• Time when the maximum sprung weight
calculation occurred computer for analysis. This can also be used to copy
• Left Front Tire-kilometer-hour haul data from a particular truck onto a diskette for
• Right Front Tire-kilometer-hour analysis.
• Average Rear Tire-kilometer-hour The file format is a compressed binary form of the
• Frame serial number
displayed query. The file can only be imported by
another computer running the PDM Software.

To export data in ZIP format: Deleting Haul Cycle Records
1. Confirm that the data displayed is the query To delete haul cycle records from the main database,
data that needs to be exported. press the "Delete" button at the bottom of the “Pay-
2. From the payload summary screen, press the load Summary” screen. The program will display a
"EXPORT" button and select "To ZIP". summary of the records from the displayed query. To
delete a record, select one at a time and press the
3. The program will ask for a filename and loca- "Delete" button. It is recommended that records be
tion. exported to a .zip file for archival purposes before
deletion. Multiple records may be selected by holding
down the Shift key. Pressing the "Delete All" button
Importing Data will select all the records from the current query and
This import function allows the data from one laptop delete them.
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 NOTE: There is no recovery for records that have
computer for analysis. This can also be used to copy been deleted from the main database. It is highly
haul data from a particular truck from a diskette into a recommended that all records be exported and
database for analysis. archived in a compressed file format for future
reference before being deleted.
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.

Viewing Alarms Deleting Alarm Records
From the Payload Summary screen, click the To delete alarm records from the main database,
“Alarms” button to display the alarm screen. The press the "Delete" button at the bottom of the “Alarm
alarms are sorted by the query settings from the Pay- Display” screen. The program will display a summary
load Summary screen. Alarms can be displayed as of the alarms from the query. To delete an alarm,
Active or Inactive. 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. Multi-
ple records may be selected by holding down the
Shift key. Pressing the "Delete All" button 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 Real-Time Data Display
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 connection to the
PLMIII system. The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
Viewing Active Alarms
1. Connect to the payload meter and start the PC
Active alarms are alarms that have been set, but not software.
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is 2. From the main menu, select "Connect to Pay-
cleared when the condition has been returned to nor- load Meter". The PC will request the latest sta-
mal range for 5 seconds. For example, 5 seconds tus information from the payload meter.
after the left-rear pressure sensor is disconnected, 3. Select the "Real Time Data" button. The data
the LR-Pressure Lo alarm will be activated. This can screen will pop up. The PC will request the pay-
be viewed using to the "Connect to Payload Meter" load meter to begin transmitting data.
screen. 5 seconds after the pressure sensor is re- 4. To exit, press the “Close” button.
connected, the alarm will clear and be recorded in
memory. The units for each measurement are determined by
the setting in the Program Options for the PC soft-
Active alarms are recorded in memory as "cleared" ware. The four suspension pressures and inclinome-
when the key switch is turned off. When power is ter are shown. The status of the Body-Up and Brake-
restored to the payload meter, the alarms will be re- Lock inputs is also shown. The haul cycle state and
activated if the conditions still exist for 5 seconds. speed is displayed. The current sprung weight is dis-
To view active alarms: played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
1. Connect to the payload meter and start the PC above the suspension. It does not include the tires,
software. spindles, wheel motors, drive case, or anything
2. From the main menu, select "Connect to Pay- below the suspensions.
tus information from the payload meter. Testing the Payload Lights
3. If there are active alarms, the "Display Active The real time data display also allows the user to
Alarms" button in the lower left corner will be individually power the payload lights. This can be
available. If the button is not available, there are useful for testing the lights. To turn on a particular
no active alarms at the time of connection. The color payload light:
screen does not automatically refresh. If a con-
1. Click the check box beside the color light to
dition changes to cause an alarm, the user must
power.
exit and re-enter the "Connect to Payload
Meter" screen. 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 Daily Inspections
The PC software can create a text file of the live data An important part of maintaining the Payload Meter
stream from the payload meter. This can be very III (PLMIII) system is monitoring the basic inputs to
useful for diagnostic purposes. The data is written the system. It is recommended that the truck opera-
into a text data file in comma separated value format. tor walk around the truck and visually inspect the fol-
The data is recorded in metric units at 50 samples lowing:
per second. The data file can grow large very quickly.
• Charging condition of the suspensions - not flat,
Each sample writes one line into the ASCII file in not overcharged.
comma separated format.
• Pressures in the suspensions - check
The order for each line of data in is: suspensions by using the operator gauge and the
• Date operator switch.
• Time
• Sprung Weight
• LF Pressure Periodic Maintenance
• RF Pressure
• LR Pressure It is recommended that the following items be
• RR Pressure checked every 500 hours:
• Incline • Confirm the suspension pressures using external
• Speed gauges.
• Body Up State (1=up)
• Brake Lock State (1=on) • Confirm proper suspension height.
• Payload State • Confirm suspensions do not collapse and make
• Status Flags metal-to-metal contact when the truck is loaded.
• Spare
• Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:
1. Connect to the payload meter and start the PC
software. In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
2. From the main menu, select "Connect to Pay-
complete haul cycle. Record the suspension pres-
sures using the CSV log file tool in the Payload Data
tus information from the payload meter.
Manager software for the PC. The suspension pres-
3. Select the "Real Time Data" button. The real sures in this log file can be graphed to inspect for flat
time data screen will pop up. The PC will or overcharged suspensions.
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.

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 Key Switch 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 Key Switch 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 Pilot’s 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 key switch OFF. Wait 1 minute and turn key switch ON.

Load Lights Don’t Light During Loading
• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15A 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 27 579 kPa (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 0.5V 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 16 - Memory Write Failure
Alarm 17 - Memory Read Failure

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 key switch OFF. Wait 30 seconds,
then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where re-powering 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.

Alarm 18
Payload meter detected an undercharged suspension condition on the rear right suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.

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 key switch OFF. Wait 1 minute and turn key switch 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 8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
The process consists of attaching dummy loads in
rent payload. With the EJ3057 harnesses
place of the suspension pressure sensors and
attached at the sensor locations, the payload
checking the pressures indicated by the payload
should be 0.
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft- NOTE: The display can be used to quickly show the
ware version and the rest of the inputs and outputs of current readings from the four suspension pressure
the system. sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
Tools Required the state of the suspensions. These displays are live
• Payload Data Manager software and will update as the values change. The display is
changed by pressing the “SELECT” button on the
• EF9160 or PC2525 - Download Harness dashboard. The sequence of displays is:
• EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure • PL= Payload

• Id= Operator ID
1. Attach one EJ3057 harness to the left-front sus-
pension connection box. The red alligator clip • tL= Total Shift Tons
attaches to the 39F circuit at TB42-A. The white • LC= Shift Load Counter
alligator clip attaches to the 39FD circuit at • LF= Left Front Suspension Pressure
TB42-B. The EJ3057 acts as a dummy load to • rF= Right Front Suspension Pressure
simulate a suspension pressure sensor for the • Lr= Left Rear Suspension Pressure
payload system.
• rr= Right Rear Suspension Pressure
2. Attach one EJ3057 harness to the right-front • In= Inclinometer
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit NOTE: The live displays cannot be cleared and the
at TB41-B. SET button will have no effect.
3. Attach one EJ3057 harness to the left-rear sus-
pension connection in the rear suspension con- NOTE: The units for the display are controlled by the
nection box. The red alligator clip attaches to configuration of the payload meter. The payload
the 39F circuit at TB61-A. The white alligator meter defaults to display metric units, the pressures
clip attaches to the 39FB circuit at TB61-C.
will be displayed in tenths of kg/cm2. For example, if
4. Attach one EJ3057 harness to the right-rear
the display shows 202 the actual value is 20.2 kg/
suspension connection in the rear suspension
connection box. The red alligator clip attaches cm2. If the payload meter is set to display short tons,
to the 39F circuit at TB61-A. The white alligator the pressures will be displayed in psi (lbs/in2). To
clip attaches to the 39FA circuit at TB61-B. convert from kg/cm2 to psi, multiply by 14.2233.
5. In the PLMIII junction box, check the input volt- 14.2233 psi (lbs/in2) = 1 kg/cm2.
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24VDC from the bat- NOTE: The inclinometer displays whole degrees of
teries. incline. Positive incline is when front of truck is point-
6. Turn the key switch ON. The speedometer/dis- ing up.
play gauge on the dashboard will scroll the
truck type across the lower display. The payload NOTE: The gauge will quickly display the type of
meter defaults to 930E. information being displayed every 1 minute. For
7. In the PLMIII junction box, check the sensor example, if the left-front pressure is being displayed,
supply voltage on circuit 39F between TB46-L LF= will quickly display every minute. Only the pay-
and TB45-X. This voltage should be 18VDC load display, PL= does not display this information.
±1VDC.

9. Press and hold the “SELECT” button on the 15. Press and hold the “SELECT” button on the
dashboard. Id= will be displayed. Release dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be dis-
the button and the Operator ID will be dis-
played. This value should be displayed in metric
played. This value should be 0.
units. Refer to Section H4, Suspension Oiling
10. Press and hold the “SELECT” button on the and Charging Procedures, for the nominal
dashboard. tL= will be displayed. Release charging pressure. The acceptable pressure
range varies according to truck model.
the button and the total tons will be displayed.
This value should be 0. 16. Press and hold the “SELECT” button on the
11. Press and hold the “SELECT” button on the dashboard. In= will be displayed. Release the
dashboard. Lc= will be displayed. Release the button and the inclinometer value will be dis-
button and the number of loads will be displayed. This value is in degrees. The incline will
played. This value should be 0. depend on how the truck is set during assembly.
Values between ±3° are acceptable. It is not
12. Press and hold the “SELECT” button on the
necessary to zero this reading by adjusting the
dashboard. Lf= will be displayed. Release the attitude of the inclinometer in the buddy seat.
button and the left-front pressure will be dis-
played. This value should be displayed in metric 17. Press and hold the “SELECT” button on the
units. Refer to Section H4, Suspension Oiling dashboard. PL= will be displayed. Release the
and Charging Procedures, for the nominal button and the current payload will be dis-
charging pressure. The acceptable pressure played.
range varies according to truck model. 18. Connect a laptop to the PLMIII system. Typi-
13. Press and hold the “SELECT” button on the cally an EF9160 or PC2525 download cable is
used. Refer to Section D11 for the location of
dashboard. rf= will be displayed. Release the
the payload meter connector. The laptop must
button and the right-front pressure will be dis- have the Payload Data Manager software
played. This value should be displayed in metric installed.
and Charging Procedures, for the nominal 19. Run the PC software.
charging pressure. The acceptable pressure 20. From the main menu, select "Connect to Pay-
range varies according to truck model. load Meter".
14. Press and hold the “SELECT” button on the
dashboard. Lr= will be displayed. Release the
button and the left-rear pressure will be dis-
played. This value should be displayed in metric
and Charging Procedures, for the nominal
charging pressure. The acceptable pressure
range varies according to truck model.

21. The Connection Menu will be displayed. Select 24. Setting the Frame Serial Number.
"Configure Payload Meter".
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
22. Confirm that the PLMIII software version haul cycle database. The field will hold 20 alpha-
matches the latest available version. As of 26- numeric characters.
June-06 the EJ0575-5 software version will dis- • On the Truck Configuration screen, enter the
play as "EJ0575-5". The latest version can be frame serial number in the appropriate field.
found at the Komatsu Extranet web site. If the • Press the "Save Changes" button to program the
version does not match the latest indicated on change into the payload meter.
the internet, download the latest and update the
PLMIII software using the Flashburn software.
25. Setting the Customer Unit Number.
See Checkout Procedure Confirmation for more
information.
NOTE: Most mining operations assign a number to
23. Using the Truck Configuration menu, set the fol-
each piece of equipment for quick identification. This
lowing:
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.
• Press the "Save Changes" button to program the
change into the payload meter.
26. Setting the Komatsu Distributor.

NOTE: This field in the haul cycle record can hold the
• Set the time. name of the Komatsu distributor that helped install
• Set the Date to today’s date. the system. Komatsu also assigns a distributor
• Set the Gauge display units to Metric, Short Tons number to each distributor. This number is used on
or Long Tons according to the final destination of all warranty claims. This Komatsu distributor number
the vehicle. If nothing has been specified, set to can also be put into this field. This number is one of
Metric Tons. the key fields used within the haul cycle database.
• Set the truck type to the proper truck model. The field will hold 20 alpha-numeric characters. If the
• Press the “Save Changes” button to program the distributor is not known, enter "UNKNOWN".
change into the payload meter. • On the Truck Configuration screen, enter the dis-
tributor name or number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.

27. Setting the Komatsu Customer. 32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
NOTE: This field in the haul cycle record can hold the kg/cm2 (332 psi). Values between 17.6 and
name of the mine or operation where the truck is in
29.2 kg/cm2 (250 and 416 psi) are acceptable.
service. Komatsu also assigns a customer number to
Record the values displayed.
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be 33. Confirm that the inclinometer is within range
put into this field. This number is one of the key fields and record the value.
used within the haul cycle database. The field will 34. Confirm that the body up input is working cor-
hold 20 alpha-numeric characters. If the customer is rectly. Place a steel washer on the body up
not known, enter "UNKNOWN" switch. The real time data screen should indi-
• On the Truck Configuration screen, enter the cate "No". Remove the washer and the real time
customer name or number in the appropriate data screen should indicate "Yes". The Haul
field. Cycle State should change to "Dumping".
• Press the "Save Changes" button to program the 35. Confirm that the brake lock input is working cor-
change into the payload meter. rectly. Turn the brake lock on using the switch
on the dashboard. The real time data screen
28. Press "Save Changes" and close the Truck should indicate ON. Turn the brake lock off. The
Configuration screen and the Connection Menu. real time data screen should indicate OFF.
29. From the main menu select "Connect to Pay- 36. Turn on the green payload lights by checking
load Meter". "Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
30. From the Connection Menu select "Configure load lights on the truck are illuminated.
Payload Meter". Confirm that all previous
changes have been saved and close the Truck 37. Uncheck the green light and turn on the amber
Configuration form. payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
31. From the Connection Menu select "Real Time sure that only the amber payload lights are illu-
Data". 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 40.2
km/h (25 mph) speed signal. Confirm that this
value is displayed by the speedometer on the
dashboard and the real time data screen. The
NOTE: The weight shown on the real time data value can be ±2 km/h (±1 mph). The brake lock
screen is the sprung weight and includes the weight must be off for the PLMIII to recognize speed
of the truck. Given the suspension pressure dummy input.
loads, the nominal value shown should be 101 metric 41. On the PC, close the Real Time Screen and the
tons (112 short tons). Connection Menu and return to the Main Menu.

42. Remove the EJ3057 harness from the left front PLMIII CHECKOUT PROCEDURE
suspension junction box, TB42-A and TB42-B. CONFIRMATION
43. Wait at least 1 minute, then remove the EJ3057
harness from the left rear connections in the Flashburn Programming
rear junction box, TB61-B and TB61-C. Before beginning, make sure that you have the .kms
44. Wait at least 1 minute, then remove the EJ3057 file required to program the product and you know
harness from the right-rear connections in the where to find it on your computer.
rear junction box, TB61-A and TB61-C. Programming will reset all the truck configuration
45. Wait at least 1 minute, then remove the EJ3057 information.
harness from the right front connections in the NOTE: Before starting this procedure, record the
right-front junction box, TB61-B and TB61-C. Payload Meter configuration information.
46. Wait at least 1 minute. This information can be found using the Payload
47. From the main menu of the PC software, press Data Manager software. After programming, it will be
the "Connect to Payload Meter" button. necessary to restore this information in the payload
meter configuration.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order:
1. Turn off power to the payload meter by turning
Left-front suspension low the key switch OFF.
Left-rear suspension low 2. Start the Flashburn software installed on the
laptop.
Right-rear suspension low
Right-front suspension low Flashburn
1. Power Before programming, power must be

49. Close all screens and disconnect the laptop turned off to the target device. Be sure
OFF
from the PLMIII system. the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON
< Back Next > Cancel
3. Confirm that the payload meter power is OFF

and press “NEXT".

4. Confirm the proper communications port for the
programming laptop. This is usually COM 1. Flashburn
Press “NEXT”.
1. Power Turn on power to the target device. This
OFF will start the programming process.
Flashburn
Comm Port: COM 1
2. Select
1. Power Select the serial communications port to Port Filename: 071000A.KMS
OFF use between the computer and the
Steps Status
target device. For most computers this 3. Select
2. Select will be COM 1. Connection: Complete
File
Port Preparation: Complete
COM 1 4. Power
3. Select Programming: Complete
ON
File
Verification: Complete
4. Power 61 %
ON
< Back Cancel
7. After successful programming, turn the key

witch OFF.
5. Press “BROWSE” and select the ".kms" file to 8. Wait 20 seconds and turn the key switch ON.
program into the payload meter. Press “NEXT”. 9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Flashburn Manager software on the laptop computer.
1. Power Select the file that will be used to

OFF program the target device. This file will
end with the ".KMS" extension.
2. Select
Comm Port: COM 1
Port
Filename: *.KMS Browse
3. Select
File
4. Power
ON
6. When instructed, turn the key switch ON in

order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.

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

NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING

SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM
L.G. HAGENBUCH, holder of U.S. Patent Numbers
5,416,706; 5,528,499; 5,631,832; 5,631,835; 5,644,489; 5,650,928; 5,650,930; 5,742,914

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 Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31004 10/07 Reserve Engine Oil System M31-1

NOTES
M31-2 Reserve Engine Oil System 10/07 M31004

RESERVE ENGINE OIL SYSTEM
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.
The normal reserve system capacity of oil carried in

the tank can be one half or nearly the same (depend-
ing on tank size) volume inside the engine. In the
process of continuous adjustment of the engine oil
level, there is a constant circulation 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 con-
ditions such as engine application, climate, and fuel
quality should be taken into consideration before FIGURE 31-1. OIL RESERVE TANK
determining permissible oil life. 1. Suction Line 8. Tank Fill Cap
2. Remote Fill Line 9. Reserve Tank
3. Fill Valve 10. Engine Add Line
4. Engine Add Line 11. Pumping Unit
5. Fill Switch 12. Sight Gauge
6. Air Relief Valve 13. Tank Add Line
7. Tank Fill Line

Operation LED Monitor Light
Engine oil is circulated between engine oil pan (1, • Steady - Pump 1 is withdrawing oil from the
Figure 31-2) and reserve tank (2) by two electrically engine sump and bringing down the oil level.
driven pumps (pump 1 and pump 2) within a single • Regular pulsing - Pump 2 is returning oil to the
pumping unit (4). The pumping unit is mounted on engine sump and raising the oil level.
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side. Irregular pulsing - Oil is at the correct running level.
Pump 1 draws oil from the engine oil pan (1) at a pre-
set control point determined by the height of the suc-
tion tube (3). 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 contin-
uously adjusted at the control point by alternating
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.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Suction Tube C. Engine Oil Level

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. The oil
level in the reserve tank should also be checked
using the filler cap 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 at the full level of oil before starting the
engine.
NOTE: DO NOT use the oil in the reserve tank to fill
the engine oil 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) FIGURE 31-3. RESERVE OIL TANK
REMOTE FILL
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the new 1. Remote Control Box 4. FULL Light
oil supply to the quick coupler on the truck. 2. System Switch 5. VALVE OPEN Light
Open valve on supply hose to apply pressure. 3. Start Switch
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.

SERVICE Every 500 Hours
Between oil drains, the only normal servicing 1. Change all engine filters, if applicable.
required is routine replenishment of oil at the reserve 2. More system failures result from bad electrical
supply tank. Maintenance of running levels should be connections than all other causes combined.
checked routinely; manually before starting the Check electrical system connections for tight-
engine and with the LED system monitor on the ness, corrosion and physical damage. Check
reserve tank pumping unit (11, Figure 31-1) when the battery, alternator, oil pressure switch, junction
engine is running. boxes, remote control fill box and circuit break-
There is also an in-line filter (screen) installed at the ers.
inlet of the fill valve (3, Figure 31-1). This filter 3. Examine electrical cables over their length for
requires no periodic maintenance, but it can be possible damage.
cleaned by removing it from the system and back 4. Small hose leaks can cause system malfunc-
flushing through the filter. 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
Always check the engine oil level before starting 1. Drain both the engine sump and the reserve
engine. Use the engine dipstick. tank. Refill both engine and reserve tank with
new oil to proper levels.
Every 10 Hours, or once each shift:
2. Change engine oil filters as required.
1. Before starting engine, check oil level using the 3. Start engine and check for proper operation.
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys- NOTE: Do not use the oil in the reserve tank to fill the
tem for proper operation. engine sump. Both must be at proper level before
2. The engine oil quality will be best if the reserve starting engine.
tank is kept reasonably full. Check the oil level The engine oil level should be checked with the
in the reserve tank. As a minimum guideline, if engine dipstick at every shift change. The oil level in
the oil is below the half-full level, fill the tank the reserve tank must also be checked at every shift
manually according to the filler cap dipstick or change using the fill cap dipstick.
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’.
NOTE: Oil should always be visible in the lower sight

gauge. If the tank is equipped with three sight
gauges, oil should always be visible in the middle
sight gauge.

TROUBLESHOOTING NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
It is important to understand the LED signal for the
and reserve tank are overfilled, there is no room in
pumping unit. It is used primarily to verify that the
the tank to draw the oil level down in the engine. In
system is maintaining the oil level at the level of the
this case, the LED signal would never start
open end of the withdrawal tube in the engine oil pan.
FLASHING because pump 1 is never receiving air. It
The signal is also a valuable tool in troubleshooting
will continue to pump oil from the engine to the tank,
the system.
but because the tank is full, the oil will be routed back
When the signal is STEADY (not flashing), pump 1 is to the engine via the air relief valve on top of the tank.
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 There are two explanations for an overfilled tank and
from the suction tube which triggers operation of the engine:
pump 2 to operate and transfer oil back to the engine • When the tank is filled to “FULL” and the engine
from the tank (the flashing is actually the pulses of is overfilled.
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc- • When oil is added directly to the engine between
tion tube, with pump 1 commanding operation of oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
pump 2 with each portion of air that comes through
the engine remains overfilled. It is, therefore,
the line. important that oil should be added only to the
This is a complete test for proper operation of the reserve tank between oil changes (except if the
pumping unit. This operation can be accomplished engine oil level is extremely low).
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 Circuit Fuse
pump 1 outlet to verify that oil is coming through
The reserve system fill control unit is protected by a
(pump 1 is marked by a groove on its outlet).
15 amp fuse (Fuse Block 2, position 10) located in
2. Loosen the hose at the inlet of pump 1 to admit the auxiliary control cabinet.
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of The pump unit is protected by a 15 amp fuse (Fuse
pump 2 by loosening the hose at its outlet to Block 2, position 9) located in the auxiliary control
see that oil is coming through. cabinet.
3. Re-tighten the inlet hose on pump 1. The pump For circuit information, refer to the system schematic
should again receive oil and the flashing should in the back of the shop manual.
stop.

SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC

1. Fill Valve 4. Auxiliary Control Box
2. Oil Level Sensor (top of reserve oil tank) 5. Ground Wire
3. 15 Amp Fuse 6. Remote Fill Control Box

SECTION N
OPERATOR CAB
INDEX
TRUCK CAB AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB AND CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01034 Index N1-1

NOTES
N1-2 Index N01034

SECTION N2
TRUCK CAB AND COMPONENTS
INDEX
TRUCK CAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Recommended Tools and Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N02023 10/11 Truck Cab And Components N2-1

NOTES
N2-2 Truck Cab And Components 10/11 N02023

TRUCK CAB AND COMPONENTS
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 DO NOT attempt to modify or repair damage to
controls have been designed to simplify operation the ROPS structure without written approval from
and are placed within easy reach of the operator. the manufacturer. Unauthorized repairs to the
Servicing of cab and associated electrical systems is ROPS structure will void certification. If
simplified by use of heavy duty connectors on the modification or repairs are required, contact the
various wiring harnesses. Hydraulic components are servicing Komatsu Distributor.
located outside the cab interior and are accessed
through cover (1, Figure 2-1) on the front of the cab.
FIGURE 2-1. CAB ASSEMBLY (FRONT VEW)
1. Access Cover 2. Lifting Eyes

NOTE: Prior to cab removal or repair procedures, it 8. Remove clamps and heater hoses from the
may be necessary to remove the body to provide fittings on the underside of the deck, below the
clearance for lifting equipment to be used. If body heater.
removal is not required, the body should be raised
and the safety cables installed at the rear of the
truck.

Do not attempt to work in the deck area until the atmosphere. An approved recovery/recycle
body safety cables have been installed. station must be used to remove the refrigerant
9. Evacuate the air conditioning system as follows:
Removal a. Attach a recycle/recovery station at the air
NOTE: The following procedure describes removal of conditioning compressor service valves.
the cab as a complete module with the hydraulic Refer to “Heater/Air Conditioning System” in
brake cabinet attached. All hoses and wire this section for detailed instructions.
harnesses should be marked prior to removal for b. Evacuate the air conditioning system
identification to ensure correct reinstallation. refrigerant.
1. Turn the key switch to the OFF position and c. Remove the air conditioner system hoses
allow at least 90 seconds to bleed the steering that are routed to the cab from the receiver/
accumulator. Turn the steering wheel to ensure drier and compressor. Cap all hoses and
that no pressure remains. fittings to prevent contamination.
2. Block the truck securely, and open the brake
10. Attach a lifting device to lifting eyes (2, Figure 2-
accumulator bleed down valves on the
1) provided on top of the cab.
accumulators located in the cabinet mounted on
the rear of the cab. Allow sufficient time for the
accumulators to bleed down completely.
3. Activate the battery disconnect switches
located at one end on the battery box.
The cab assembly weighs approximately 2 270 kg
4. Disconnect all hydraulic hoses that are routed (5,000 lb). Ensure the lifting device has adequate
to the frame from the fittings on the bottom of capacity for lifting the load.
the hydraulic brake cabinet. (It is not necessary
to disconnect hoses that are routed under the 11. Remove cab mounting hardware (2, Figure 2-2)
cab.) Cap all fittings and plug the hoses to from the mounting pads at each corner of the
prevent contamination. cab.
5. Disconnect the wire harnesses from cab 12. Check for any other hoses or wiring which may
connector plate (1, Figure 2-2) at the rear of the interfere with cab removal.
cab. 13. Lift the cab assembly off the truck and move it to
6. Remove cable clamps and hose clamps as a work area for further service.
needed for cab removal.
14. Place blocking under each corner of the cab to
7. Close the heater shutoff valves located at the prevent damage to the floor pan and hoses
water pump inlet housing on the right side of the before the cab is lowered to the floor.
engine and at the water manifold. Disconnect
the heater hoses at each valve and drain the
coolant into a container.

FIGURE 2-2. CAB ASSEMBLY (REAR VEW)
1. Cab Connector Plate 2. Cab Mounting Hardware
Installation 2. After cab is positioned, measure the gap

between each cab mounting pad and the frame.
1. Lift the cab assembly and align the mounting
Insert 1 mm (0.040 in.) shims as required so
pad holes with tapped pads. Insert at least one
gap at each pad is less than 1 mm (0.040 in.).
cap screw and hardened washer at each of the
four pads prior to lowering cab onto the truck. 3. After the cab is positioned, install the remaining
capscrews and hardened washers (32 total).
NOTE: The tool group shipped with the truck Tighten the capscrews to 800 N·m (590 ft lb).
contains the following tools which may be used to
4. Route the wire harnesses to cab connector
install the inner cap screws, as clearance is limited:
plate (1, Figure 2-2) on the rear corner of the
• PB8326 - 1-1/2" offset wrench cab. Align the cable connector plug key with the
• TZ2733 - Tubular Handle receptacle key and push the plug onto the
receptacle. Carefully thread the retainer onto
• TZ2734 - 3/4" torque wrench Adaptor the receptacle and tighten it securely. Install any
clamps that were removed during cab removal.

5. Remove the caps from the hydraulic hoses and CAB DOOR
tubes and reinstall the hoses and tubes.
The cab door assemblies are similar except for the
Reinstall any hose clamps as required.
hinge side. Each is hinged on the rear edge with a
6. Install the heater hoses and clamps on the heavy duty hinge. For repairs on the door latches or
fittings on the underside of the cab. Connect the window controls, it is usually better (but not
other end of each hose to the fittings at the necessary) to remove the door from the cab and
shutoff valves on the engine. Open the heater lower it to the floor for service.
shutoff valves. Connect the air cleaner
restriction indicator hoses. Removal
7. Remove the caps and reinstall the air 1. If overhead space is available, raise the body to
conditioning system hoses to the compressor allow access to the door with an overhead hoist.
and receiver/drier. Refer to “Heater/Air Secure the body in the raised position with
Conditioning System” for detailed instructions safety cables.
about evacuation and recharging with
2. Lower the door glass far enough to allow
refrigerant.
insertion of a lifting sling when the door is
8. Close the brake accumulator bleed down removed.
valves.
3. Disconnect the door harness from the floor.
9. Deactivate the battery disconnect switches.
4. Remove the retainer clip and bolt clip from the
10. Service the hydraulic tank and engine coolant door travel limiting strap.
as required.
5. Insert a lifting sling through the door and attach
10. Start the engine and verify proper operation of it to a hoist. Remove the capscrews (a swivel
all controls. Ensure that the air conditioning socket works best) that secure the door hinge to
system is properly recharged. the cab. Lift the door from the cab.
6. Place the door on blocks or on a work bench to
protect the window glass and allow access to
internal components for repair.
Installation
1. Attach a lifting sling and hoist to the door
assembly. Lift the door up to the deck and
position the door hinges on the cab.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab.
3. Attach the door travel limiting strap with the bolt
and clip that were removed previously. The
strap has three holes sewn into it at each end to
allow adjustment of the strap.
4. Connect the door harness to the receptacle
mounted in the cab floor. Ensure that the
harness runs through the loop sewn into the
bottom of the door travel limiting strap.
5. Verify proper operation of the power window
and door latch adjustment.
6. If an adjustment is necessary to ensure tight
closure of the door, refer to "Door Jamb Bolt
Adjustment".
7. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
keep out dirt and drafts. This sealer strip should
be replaced if it becomes damaged.

Door Jamb Bolt Adjustment 4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
Over time, the door latch mechanism and door seals
door. If the paper is loose all around, repeat
may wear and allow dirt and moisture to enter the
Step 2. If the paper is firmly gripped, but can be
cab. To ensure proper sealing of the door seals, the
removed without tearing it, open the door and
door jamb bolt may need to be adjusted periodically.
tighten the jamb bolt completely without
affecting the adjustment.
5. If the paper slips out from the door seal easily
along the top but the bottom (or vise versa), the
door itself will have to be adjusted.
a. If the seals are tight at the bottom of the 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 the seal
tension again using the paper method. Seal
compression should be equal all the way
around the door. If the seal is still loose at the
top, repeat the procedure again until seal
compression is the same all the way around.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT
b. If the seals are tight at the top of the door but
1. Washer 3. Frame not at the bottom, place a 4 x 4 block of
2. Striker Bolt 4. Seal wood at the top corner of the door and press
firmly inward on the lower corner of the door.
Press in one or two times, then remove the
• If the door closes, but not tightly enough to give a wood block and check seal compression
good seal between the seal on the door and the again using the paper method. Seal
cab skin: compression should be equal all the way
around the door. If seal is still loose at the
1. Mark washer location (1, Figure 2-3) portion of
bottom, repeat the procedure again until seal
the door jamb bolt with a marker, pen, or pencil
compression is the same all the way around.
by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen door jamb bolt (2) and move it straight • If the door springs back when trying to close it,
inwards 1.5 mm (1/16 inch) and retighten the striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can
bolt.
engage with the bolt.
3. Hold a piece of paper between where door seal
1. Open the door and close both latches (3) and (5
(4) will contact the skin of the cab and firmly
on the catch until they are both fully closed.
close the door.
2. Transfer the center of this opening onto the skin
NOTE: The door latch mechanism has a double of the cab nearest where the door jamb bolt is
catch mechanism, so ensure that it latches on the located. Use a T-square or other measuring
second catch. equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying to close
the door.

Door Handle Plunger Adjustment
If the door handle does not function, 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
mechanism. Measure the distance that the
plunger travels from this position to where the
plunger is fully released (See Figure 2-5).
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT PLUNGER
1. Cab 4. Door
2. Striker Bolt 5. Lower Latch
3. Upper Latch
2. Remove the door panel as follows:
a. Remove hair pin clip (1, Figure 2-6) and bolt
3. Loosen and vertically align (center) the door (2) from the door check strap closest to the
jamb bolt with the mark and tighten it firmly door.
enough to hold it in place but still allow some b. Remove two capscrews (3) which secure the
slippage. door strap bracket to the door.
4. Carefully try to close door (4) and determine
c. Disconnect wiring harness (4) from the
whether this adjustment has helped the
window regulator.
“springing” problem. If the door latches but not
firmly enough, follow the procedure in Step 1. If d. Open the door as far as possible in order to
the door latch does not catch, move the bolt remove the internal door panel.
outward and try again. When corrected, follow e. Before removing all door panel mounting
the adjustment procedures in Step 1 to ensure a screws, support the panel to prevent the
good seal. assembly from dropping. Remove 15
By design, if both seals are in good condition, mounting screws (5).
proper adjustment of the outside seal will NOTE: Remove the panel screws across the top last.
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
The door glass and internal door panel will drop

when the door panel screws are removed.

f. Carefully lower the door panel a few inches. Replacing the Door Glass
Hold the glass at the top to prevent it from 1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
dropping. Slide the door panel toward the from the door check strap closest to the door.
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.
g. Lift the door glass and support it at the top of
the frame.
h. Remove two screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove the capscrew and nut from inside
release lever (1, Figure 2-14).
4. Remove four mounting screws (2) that hold the
latch mechanism in the door.
5. Remove door latch mechanism (4). Check
whether the door latch mechanism works
properly by performing the following test:
a. Close the latch mechanism pawls.
b. Operate the inside door release lever to see
whether the pawls open. If the pawls do not
open, replace the door latch assembly. FIGURE 2-6.
c. Close the pawls again. 1. Hair Pin Clip 4. Wiring Harness

2. Door Strap Bolt 5. Panel Screws
d. Press the outside door button to see whether 3. Strap Bracket 6. Window Regulator
the pawls open. Mounting Screw
e. If the latch mechanism operates properly,
proceed to Step 6. If the latch mechanism 2. Remove two capscrews that hold door strap
does not operate properly, install a new door bracket (3) to the door.
latch assembly, then continue with Step 6.
3. Disconnect wiring harness (4) from the window
6. Remove mounting screws (3) from the outside regulator.
door handle. With the door handle removed,
4. Open the door as far as possible in order to
adjust the plunger counterclockwise to increase
remove the internal door panel.
the height of the door handle release button.
Lock the plunger capscrew with the locknut. 5. Before removing all door panel mounting
screws, support the panel to prevent the
Apply Loctite® to prevent the screw from
assembly from dropping. Remove 15 mounting
loosening.
screws (5).
7. Reassemble the door assembly by reversing
the previous steps. NOTE: Remove panel screws across the top last.
Door glass and internal door panel will drop

when door panel screws are removed.

6. Carefully lower the door panel a few inches. 7. Remove two screws (Figure 2-8) holding the
Hold the glass at the top to prevent it from roller track to the bottom of the door glass.
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.
FIGURE 2-8.
8. Support the glass in the door frame with support

block (1, Figure 2-9) as shown. Remove screws
(2) that hold the adapter for the window
regulator track.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block 2. Screws

11. Lift the door glass up in frame (1, Figure 2-12)
so that it is near the top. While holding the glass
in place, tilt the frame out at the top. Lift the
frame and glass straight up and out of the door.
Bracket (2, Figure 2-12) at bottom of glass must

clear the door frame if still on the glass.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
9. Remove the screw at the lower end of the

window channels. It is necessary to pull rubber
felt insert (2, Figure 2-10) out of the channel to
be able to remove the screws.
10. Remove the trim material covering screws (1,
Figure 2-11) that are holding the window frame
to the door. Remove the screws.
NOTE: The screws along the bottom of the window
frame may be shorter than the screws along the top
and sides.
FIGURE 2-12.
1. Window Frame 2. Window Bracket
12. Move the window glass and frame to a work

area where the glass can be removed. Slide the
glass down and out of the window channels.
13. Before installing new window glass, inspect the
window frame. In each corner there is an “L”
shaped bracket (1, Figure 2-13) with two screws
in it to hold the corners of the frame together.
Check the screws to ensure that they are tight.
Also ensure that rubber felt insert (2, Figure 2-
FIGURE 2-11.
10) in the window channels is in good condition.
1. Screws Replace it if necessary.

14. Slide the new window glass into the window 17. Install screws (1, Figure 2-10) that secure the
frame glass channels. Move the glass to the top window frame to the door frame.
of the frame.
15. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door. The screws along the outer bottom of the window
frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 2-11.
18. Install the trim material over the top of screws
that hold the window frame to the door. Use a
flat blade screwdriver to assist with installing the
trim material. See Figure 2-15.
NOTE: Be careful not to cut the retainer lip on the
trim material.
FIGURE 2-13.
1. “L” Shaped Brackets
Ensure that the one channel in window frame (5,

Figure 2-14) that is next to the door latch passes
to the inside of latch assembly (4).
16. Lower the glass in the frame and support it with
a support block as shown in Figure 2-9.
FIGURE 2-14.
1. Capscrew & Nut 3. Mounting Screw -
2. Mounting Screws - Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame

19. Install the two screws that were removed in 23. Lift up the door panel, regulator and glass to
Step 8. Ensure that the rubber felt insert is back align the screw holes in the panel with the holes
in place after the screws are installed. in the door frame. Install the screws that secure
the panel to the door frame.
20. Install the window regulator track bracket as
shown in Figure 2-7. Ensure that the nylon 24. Hook up the electrical connector for the window
bushings and gaskets are installed properly to regulator. Install the two capscrews that hold
prevent damage to the glass. the door strap bracket to the door frame.
21. Lift the window glass in the frame and install the 25. Align the door check strap opening with the
window regulator roller track onto the bracket holes in the bracket and install the bolt. Install
installed in Step 20. See Figure 2-8. the hair pin clip. See Figure 2-6.
22. While holding the window glass as shown in
Figure 2-9 (a few inches from the top), install
the lower and upper regulator rollers in their
tracks. Start by moving the door panel (with the Replacing the Door Window Regulator
window regulator) away from the cab just far
enough to allow the rollers to enter their tracks. 1. Perform Steps 1 through 6 in the procedure
Then, with the rollers in the tracks, slide the “Replacing the Door Glass”.
panel toward the cab. Move the panel just far 2. Move the inner panel assembly to a work area.
enough to allow the upper regulator roller to go 3. Remove four mounting screws (6, Figure 2-6).
into the track on the bottom of the glass.
4. If replacing the motor assembly of the window
regulator, ensure that 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.
Ensure that the motor mounting screws are
tight.
5. If replacing the window regulator assembly, the
new regulator should be in the UP position
before being mounted.
6. Mount the window regulator to the inner panel
with the four mounting screws that were
removed in Step 3. Ensure that the screws are
tight.
7. Perform Steps 22 through 25 in the procedure
“Replacing the Door Glass”.
FIGURE 2-15.

Replacing the Door Handle or Latch Assembly Replacing the Door and Door Hinge Seal
The cab doors are equipped with serviceable latch 1. The door assembly seal has only three
handle assemblies (inner and outer). If they become members to it (sides and top) and is glued on
inoperative, they should be replaced. The outer latch the door. This seal can be replaced by peeling
handle assembly on each door has a key-operated the seal away from the door frame. Then use a
lock. suitable cleaner to remove the remaining seal
and glue material.
“Replacing the Door Glass”. 2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
2. Remove capscrew and nut (1, Figure 2-14)
is quick drying and waterproof onto the area
from the inside door handle.
where the seal is to installed.
3. Remove four mounting screws (2) for the latch.
3. Install the seal so that the corners of the seal fit
Remove the latch assembly.
up into the corners of door frame (3, Figure 2-
4. If replacing the latch assembly, proceed to Step 16).
5.
4. Door hinge seal (2, Figure 2-17) is glued to the
If replacing the outside door handle, remove hinge. Use the same procedure as above for
three screws (3) that secure the handle to the this seal.
door panel.
Note: Only one screw is shown. The other two are
behind the latch assembly.
5. Install a new latch assembly and align the
mounting holes. Install four mounting screws (2,
Figure 2-14). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (3).
“Replacing the Door Glass”.

Removing the Door Opening Seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
pull loose from the cab opening lip. Pull the seal
loose all the way around opening (1, Figures 2-
16 and 2-17).
2. Inspect the cab opening lip for damage, dirt,
and oil. Repair or clean the cab opening as
necessary. Remove all dirt and old sealant
Ensure that the perimeter of the opening is
clean and free of burrs.
Installation
1. Install the seal material around the door
opening 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. Ensure that the seal fits tightly in the FIGURE 2-16.
corners. A soft face tool may be used to work
the seal up into the corners.
1. Door Opening Seal 3. Door Assembly Seal
2. Continue going all the way around the opening.
When the ends of the seal meet at the 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 the ends together, push them
firmly into the center of the opening.
FIGURE 2-17.
1. Door Opening Seal 2. Door Hinge Seal

GLASS REPLACEMENT Replacement Procedure
(Adhesive-Bonded Windows)
Recommended Tools and Supplies
• Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store. The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
• Heavy protective gloves
safety eyeglass goggles when working with
• Safety eyeglass goggles glass.
• Windshield adhesives, proper cleaners, primers 1. Use a cut-out tool to slice into the existing
and application gun urethane adhesive and remove the window.
• SM2897 glass installation bumpers (6 or 7 per 2. Carefully clean and remove all broken glass
window) chips from any remaining window adhesive.
• Window glass (Refer to the Parts Catalog.) The surface should be smooth and even. Use
only clean water.
Recommended adhesives:
NOTE: Removal of all old adhesive is not required.
• SikaTack Ultrafast or Ultrafast II (both heated). Remove just enough to provide an even bedding
Vehicle can be put into service in 4 hours under base.
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80° C
(176° F). 3. Use a long knife to cut the remaining urethane
from the opening, leaving a bed 2 - 4 mm (0.08 -
• Sikaflex 255FC or Drive (unheated). Vehicle can
0.15 in.) thick. If the existing urethane is loose,
be put into service in 8 hours under optimum
conditions. completely remove it. Leave the installation
bumpers in place, if possible.
Sika Corporation
30800 Stephenson Hwy. 4. Clean the metal with Sika Aktivator. Allow it to
Madison Heights, MI 48071 dry for ten minutes. Then paint on a thin coat of
Toll Free Number: 1-800-688-7452 Sika Primer 206G+P and allow it to dry for ten
Fax number: 248-616-7452 minutes.
http://www.sika.com or 5. Using only the new side window(s) which are to
http://www.sikasolutions.com be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to 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.
Due to the severe duty application of off-highway 6. Use Sika Primer 206G+P to touch up any bright
vehicles, the cure times listed by the adhesive metal scratches on the metal frame of the truck.
manufacturer should be doubled before a truck is Do not prime the existing urethane bed. Allow it
moved. If the cure time is not doubled, vibration to dry for ten minutes.
or movement from a moving truck will weaken 7. Use a clean, lint free cloth to apply Sika
the adhesive bond before it cures, and the glass Aktivator to the black ceramic Frit surrounding
may fall off the cab. the new window. Use a clean, dry cloth and
If another adhesive manufacturer is used, follow wipe off the Sika Aktivator. Allow it to dry for ten
that manufacturer's instructions for use, minutes.
including the use of any primers, and double the
allowances for proper curing time.

8. For the side windows, use six or seven glass WINDSHIELD AND REAR GLASS
installation bumpers (SM2897). Space them
NOTE: Two people are required to remove and install
equally around the previously marked glass
the windshield or rear glass. One person inside the
perimeter, approximately 19 mm (0.75 in.)
cab, and the other person on the outside.
inboard from where the edge of the glass will be
when it is installed. Special tools that are helpful in removing and
installing automotive glass are available from local
NOTE: Be careful not to place the adhesive too far
tool suppliers.
inboard, as it will make any future glass replacement
more difficult. Removal
9. Apply a continuous, even bead of adhesive
1. If the windshield is to be replaced, lift the
(approximately 10 mm (0.38 in.) in diameter) to
windshield wiper arms out of the way.
the cab skin at a distance of 13 - 16 mm (0.50 -
0.63 in.) inboard from the previously marked 2. Starting at the lower center of the glass, pull out
final location of the glass edges from Step 4. weatherstrip locking lip (2, Figure 2-18 or 2-19).
Use a non-oily rubber lubricant and a
10. Immediately install the glass. Carefully locate screwdriver to release the locking lip.
the glass in place with the black masking side
3. Remove glass (1) from weatherstrip (3) by
toward the adhesive. Press firmly, but not
pushing it out from inside the cab.
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into 4. Clean all dirt and old sealant from the
place. weatherstrip grooves. Ensure that the perimeter
of the window opening is clean and free of
11. Use a wooden prop and duct tape to hold the burrs.
glass in place for at least two hours or double
the adhesive manufacturer’s curing time,
whichever time is longer.
12. Remove the tape or prop from the glass only
after the cure time has expired.
FIGURE 2-18. FRONT WINDSHIELD

1. Glass 3. Weatherstrip
2. Locking Lip 4. Sheet Metal

Installation
1. If the weatherstrip that was previously removed 5. After the glass is in place, go around the
is broken, weathered, or damaged in any way, weatherstrip and push in on locking lip (2) to
install a new rubber weatherstrip. secure the glass in the weatherstrip.
NOTE: Using a non-oily rubber lubricant on the 6. If the windshield was replaced, lower the
weatherstrip material and cab opening will make the windshield wiper arms back onto the glass.
following installation easier:
a. Install weatherstrip (3, Figure 2-18 or 2-19)
around the window opening. Start with one
end of the weatherstrip at the center, lower
part of the window opening and press the
weatherstrip over the edge of the opening.
b. Continue installing the weatherstrip all
around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping 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 the 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.
3. Lower the glass into the groove along the
bottom of the window opening.
4. Two people should be used for glass
installation. Have one person on the outside of FIGURE 2-19. REAR WINDOW
the cab pushing in on the glass against the
1. Glass 3. Weatherstrip
opening, while one person on the inside uses a
2. Locking Lip 4. Sheet Metal
soft flat tool (such as a plastic knife) to work the
weatherstrip over the edge of the glass all the
way around.

SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
N03025 10/10 Cab Components N3-1

NOTES
N3-2 Cab Components 10/10 N03025

CAB COMPONENTS
WINDSHIELD WIPERS 3. While holding the linkage stationary, remove nut

(10, Figure 3-1) and disconnect the linkage from
The windshield wipers are operated by a 24 volt elec- the motor.
tric motor. The wipers can be adjusted for a variable
4. Remove three cap screws (6) with washers
intermittent delay or a constant low or high speed by
attaching the wiper motor to plate (5). Remove
the switch mounted on the turn signal lever.
the motor assembly.
WIPER MOTOR Installation
Removal 1. Place wiper motor (1, Figure 3-1) into position
1. Remove the large access panel from the front on plate (5).
of the cab. 2. Install three cap screws (6) with flat washers (7)
2. Disconnect the wiper motor harness connector. and lock washers (8). Tighten cap screws to 8-9
N·m (71-79 in. lbs) torque.
3. Align the motor output shaft with the wiper link-
age. Install nut (10) and while holding the link-
age stationary, tighten nut to 22-24 N·m (16-18
ft. lbs) torque.
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 parked position of wiper arm (1, Figure
3-2).
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
1. Wiper Motor 6. Cap Screw FIGURE 3-2. WIPER ARM DETAIL

2. Cap Screw 7. Flat Washer 1. Wiper Arm 4. Cap
3. Flat Washer 8. Lock Washer 2. Nut 5. Washer
4. Lock Washer 9. Linkage 3. Spring Washer 6. Nut
5. Plate 10. Nut

Installation WIPER LINKAGE
1. Place wiper arm (1, Figure 3-2) into the position Removal
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16-20 N·m (142-177 in. 1. Remove the wiper arms. Refer to Wiper Arm
lbs) torque. Close the cover. Removal in this section.
2. Connect the washer hose to the wiper arm. 2. Remove wiper retainer (8, Figure 3-3) and dis-
connect the wiper linkage from the wiper motor
3. Ensure the wipers arms operate properly and
drive arm.
park in the proper position after installation is
complete. Refer to Figure 3-3. 3. Remove nut (6, Figure 3-2) and the washer (5)
from each wiper shaft.
4. Remove cap screws (3, Figure 3-3) with wash-
ers.
5. Remove wiper assembly from cab.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 3-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18-20 N·m (160-177 in. lbs)
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 (8, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 3-3.
FIGURE 3-3. PARK POSITION 5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
A. Park Position (7°) 5. Flat Washer
properly and park in the proper position after
1. Wiper Motor 6. Wiper Arm
installation is complete.
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose

WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the turn signal lever. When the
switch is activated, washing solution is pumped
through the outlet hose (3) and fed to a jet located in
each of the windshield 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 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

OPERATOR SEAT Release the lever to lock the adjustment. Opti-
mum ride height is obtained when the suspen-
The operator's seat provides a fully adjustable cush- sion is at the middle of its stroke. To properly
ioned ride for driver comfort and easy operation. adjust, raise the seat to its highest level. Then,
lower the seat approximately 51 mm (2 in.) to
Seat Belts
the middle of the suspension stroke.
• On both driver and passenger seats, check the
seat belt fabric, buckle, all belt retractors and
hardware for damage or wear. Replace any worn
or damaged parts immediately.
• Even if there are no signs of damage, replace
both driver and passenger seat belts 5 years
after seat belt manufacture, or every 3 years after
start of use, whichever comes first. The
passenger seat belt date of manufacture label is
sewn into the seat belt near the buckle. The
driver seat belt date of manufacture label is sewn
into the shoulder harness belt, near the retractor
end.
Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: (1, Figure 3-5) will move up, down,
fore, or aft by moving headrest to desired posi-
tion.
2. Armrests: Rotate adjusting knob until the arm-
rest is in the desired position.
3. Backrest: Lift backrest adjustment handle (3)
to release and select the backrest angle.
Release the control handle to set.
4. Seat Belt: The operator must have seat belt (4)
buckled in place and properly adjusted when-
ever vehicle is in motion.
5. Seat Slope: Lift seat slope lever (5) and hold to
adjust the slope of the seat. Release the lever
to lock the adjustment.
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 the
rocker switch and hold for desired support, then
release. To deflate, press on the bottom of the FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT
rocker switch and hold for desired support, then CONTROLS
release. Adjust each pillow for desired support. 1. Headrest 8. Height Adjustment
8.Seat Suspension: Press rocker switch (8) on 2. Armrest Adjustment 9. Fore and Aft
top to increase ride firmness. Press on lower 3. Backrest Adjustment Adjustment
part of rocker switch to decrease ride firmness. 4. Seat Belt 10. Mounting Hardware
5. Seat Slope 11. Seat Tether
9.Fore/Aft Location of Seat: Lift fore and aft
Adjustment Capscrew
lever (9) and hold. Bend knees to move seat to
6. Upper Air Pillow 12. Seat Height
a comfortable position. Release the control
Lumbar Support Adjustment
lever to lock the adjustment.
7. Lower Air Pillow
12. Seat Height: Lift lever (12) and hold to adjust Lumbar Support
the height of the seat.

Inspection Installation
1. Inspect the seat for wear or damage. Replace 1. The seat weighs approximately 58 kg (128 lb).
worn or damaged parts on the seat. Use a suitable lifting device to lift the seat from
2. Inspect the seat belts and buckles for proper the ground up to the deck. Place seat assembly
operation. Also check for worn or frayed fabric. in position in the cab.
Replace all worn or damaged parts. 2. Install mounting hardware (10) consisting of cap
3. Inspect the date of manufacture on the seat screws, flat washers and lock washers to
belt. If the seat belt is over five years old, secure the riser to the floor. Tighten the cap
replace the seat belt. Or, if the seat belt has screws to the standard torque.
been in service for more than three years, 3. Connect seat harness.
replace the seat belt. 4. Fasten seat belt tethers to the floor using cap
4. Inspect the seat tethers. If worn or damaged, screws (11) with lock washers and flat washers.
replace the tethers. Tighten the cap screws to 84 Nm (62 ft lb).
5. If the door was removed, install the door. Refer
to the index in this chapter for door installation
instructions.
Do not remove the handrail from the deck to

allow room to remove the operator seat from the
cab. Remove the cab door to gain clearance for
seat removal. There is a risk to personnel of fall-
ing if the handrail is removed.
Removal
1. Disconnect the door stop strap so the door can
swing open wider. If necessary, remove the
door from the cab to allow room to remove the
seat. Refer to the index in this chapter for door
removal instructions.
2. Remove cap screws (11) so that seat belt teth-
ers can be removed from the cab floor.
3. Disconnect seat harness at the cab floor.
4. Remove mounting hardware (10) that secures
the riser to the floor.
5. The seat weighs approximately 58 kg (128 lb).
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground. Do not lift the seat by using
the arm rests, as they could be damaged.

PASSENGER SEAT 3. Fasten seat belt tethers (2) to the cab floor.
using cap screws (3) with flat washers and lock
Inspection washers. Tighten cap screws to 84 Nm (62 ft
lb).
1. Inspect the seat (4, Figure 3-6) for wear or dam-
age. Replace worn or damaged parts on the 4. Install the door stop strap. The strap has three
seat. holes on each end for adjustment of how wide
the door can swing open. Install the pin in the
2. Inspect the seat belts and buckles for proper
door stop strap where desired.
operation. Also check for worn or frayed fabric.
Replace all worn or damaged parts. 5. If disconnected, route power window wires
through the loop in the bottom of the door stop
3. Inspect the date of manufacture on the seat
strap.
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Removal
1. Disconnect the door stop strap so the door can
swing open wider.
2. Remove cap screws (3) so that seat belt tethers
(2) can be disconnected from the cab floor.
3. Remove cap screws (1), flat washers and lock
washers that secure the riser to the floor.
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground.
Installation
Use a suitable lifting device to lift the seat from
the ground up to the deck. Place seat assembly
in position in the cab.
2. Install cap screws (1), with flat washers and
lock washers that secure the riser to the floor.
Tighten the cap screws to the standard torque.
FIGURE 3-6. PASSENGER SEAT

1. Cap Screw 3. Cap Screw
2. Tether 4. Seat

SECTION N4
HEATER / AIR CONDITIONER
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater 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
Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
AIR CONDITIONING SYSTEM SERVICING WARNINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
N04032 6/08 Heater/Air Conditioner N4-1

SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36

PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-42
N4-2 Heater/Air Conditioner 6/08 N04032

HEATER/AIR CONDITIONER
OPERATION Directional Control Knob
The heater/air conditioner assembly incorporates all Knob (3, Figure 4-1) directs heated air to different
the controls necessary for regulating the cab interior areas of the cab.
temperature; heated air during cold weather
operation, and de-humidified, cool air during warm • The full counterclockwise position directs air to
weather operation. the floor vents only.
• Turning the knob one position clockwise directs
Heat for the cab is provided by passing coolant from
air to both the floor and dash vents.
the engine cooling system through a heater coil.
Blowers move air across the heating coil which • Turning the knob one more position clockwise
warms the air for heating or defrosting. directs air to the dash vents only.
An engine driven refrigerant compressor passes • Turning the knob one more position clockwise
refrigerant through an evaporator coil mounted in the directs air to the windshield defrost vents only.
same enclosure. The same blowers used for heating • The full clockwise position directs air to both the
move air across the evaporator to provide cooled air floor and windshield defrost vents.
through the outlet vents.
Heater Vents
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Each heater/air conditioner vent (4, Figure 4-1) is a
Figure 4-1 for the following: flapper type vent which may be opened or closed or
rotated 360 degrees for optimum air flow. There are
four (three not shown) across the top of the panel,
Fan Control Knob one each in the right and left panel modules, and four
below the panel.
Knob (1, Figure 4-1) controls the cab air fan motor.
The fan motor is a 3-speed motor: low (setting 1), NOTE: The air conditioner will not operate unless the
medium (setting 2), and high (setting 3). Speeds are fan control knob is turned ON.
selected by rotating the control knob to the desired
position. OFF is full the counterclockwise position
(setting 0).
Temperature Control Knob

Knob (2, Figure 4-1) allows the operator to select a
comfortable temperature.
• Rotating the knob counterclockwise (blue arrow)
will select cooler temperatures. Full
counterclockwise position is the coldest air
setting.
• Rotating the knob clockwise (red arrow) will
select warmer temperatures. Full clockwise
position is the warmest heater setting. FIGURE 4-1. A/C & HEATER CONTROLS
1. Fan Speed 3. Air Location

2. Temperature 4. Air Vent

COMPONENTS Relays
Figure 4-2 and Figure 4-4 illustrate both the heater Five relays (9, Figure 4-2) control the air dampers,
system and air conditioning system parts contained the A/C compressor, and the heater valve. All five
in the cab mounted enclosure. Refer to the air relays require 12VDC through the coil which is
conditioning system topics later in this section for supplied by a 24VDC to 12VDC converter (2).
additional information regarding air conditioning
One relay (Relay 1) switches 24 volt current to
system components, maintenance and repair.
actuate the A/C compressor clutch. The temperature
control switch, heater valve and the actuator motors
all operate on 12 VDC current.
Fuse and Circuit Breaker
Heater Core
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn the key switch ON and Heater core (48, Figure 4-4) receives engine coolant
verify that the fuse at location FB1-1 (located in the through heater valve (14) when heat is selected. If
auxiliary electrical cabinet) is not burned out, and the temperature control potentiometer (39) is placed in
internal heater circuit breaker has not opened. Refer between the red and blue area, or turned
to the electrical schematic for more detailed counterclockwise to the blue area, coolant flow
information. should be blocked.
If temperature control potentiometer (39) and heater
valve appear to be working properly, yet no heat is
apparent in heater core (48), the core may be
restricted. Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER

COMPONENTS
1. Enclosure
2. Converter (24V to 12V)
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 Cab Air Filter
Fan speed is controlled by inserting resistors (52) Recirculation air filter (19, Figure 4-4) and fresh air
and (53, Figure 4-4) in series with the supply circuit filter (2, Figure 4-3) in the front access panel of the
to the blower motor to reduce voltage. The number of cab need periodic cleaning to prevent restrictions in
resistors in series is determined by the position of the air circulation. Restricted filters will decrease the
fan speed selector switch. performance of the heater and air conditioner. The
recommended interval for cleaning and inspection is
At low speed, both resistors are used. At medium
250 hours, but in extremely dusty conditions the
speed, one resistor is used. At high speed, the full 24
filters may need daily service and inspection,
VDC is supplied to the blower motor, bypassing all
especially the outer panel filter on the cab shell. The
resistors.
filter elements should be cleaned with water and
If motor (5) does not operate at any of the speed dried in a dust free environment before reinstallation.
selections, verify that battery voltage is available at Replace the filter element every 2000 hours or
the switches, relay, and circuit breakers. Refer to the sooner if inspection indicates a clogged or damaged
electrical schematic in Section R. If voltage is filter.
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
resistors 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
operation may be caused by a faulty actuator.
Visually inspect flappers (11, Figure 4-4) and the
linkage for the function being diagnosed. Ensure that
the flapper is not binding or obstructed, preventing
movement from one mode to the other.
Verify that 12 VDC is present at the actuator when
the toggle switch is closed or absent when the toggle
switch is opened. FIGURE 4-3. CAB FILTER LOCATION
If the correct voltages are present during operation of

1. Access Cover 2. Cab Filter
the switch, disconnect the actuator from the flapper
and verify that actuator force is comparable to a
known (new) actuator. If it is not, install a new
actuator.

FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Blower Housing 15. Grommet 29. Plate, Coil 43. Screw
2. Blower Wheel 16. Casing 30. Evaporator Core 44. Discharge Flapper
3. Cover Plate 17. Gasket 31. O-Ring 45. Front Door
4. Venturi 18. Filter Holder 32. Expansion Valve 46. Gasket
5. Motor, 24V 19. Recirculation Air Filter 33. Control Panel 47. Grommet
6. Motor Mount 20. Knob 34. Plate 48. Heater Core
7. Plate 21. Filter Holder 35. Light 49. Blower Retainer
8. Actuator Motor 22. Foam Insulation 36. Overlay 50. Relay (12V)
9. Screw 23. Nut 37. Knob 51. Circuit Breaker
10. Spacer 24. Flat Washer 38. Blower Switch 52. Resistor (12 Volt)
11. Defrost Flapper 25. Cover 39. Potentiometer 53. Resistor (24 Volt)
12. Snap Bushing 26. Louver 40. Switch 54. Thermostat
13. Foam 27. Louver Adapter 41. Plunger 55. Grommet
14. Heater Valve 28. Foam 42. Disc (Temperature)

FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container 18. Accumulator

ENVIRONMENTAL IMPACT OF The general cleanliness of the system and
AIR CONDITIONING components is important. Dust and dirt collected in
the condenser, evaporator, and air filters decreases
Environmental studies have indicated a weakening of
the system's cooling capacity.
the earth’s protective Ozone (O3) layer in the outer
stratosphere. Chloro-flouro-carbon compounds The compressor, condenser, evaporator units, hoses
(CFC’s), such as R-12 refrigerant (Freon), commonly and fittings must be installed clean and tight and be
used in mobile equipment air conditioning systems, capable of withstanding the strain and abuse they
have been identified as a possible contributing factor are subjected to on off-highway vehicles.
of the Ozone depletion.
Equipment downtime costs are high enough to
Consequently, legislative bodies in more than 130 encourage service areas to perform preventive
countries have mandated that the production and maintenance at regular intervals on vehicle air
distribution of R-12 refrigerant be discontinued after conditioning systems (cleaning, checking belt
1995. Therefore, a more “environmentally-friendly” tightness, and checking operation of electrical
hydro-flouro-carbon. components).
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of PRINCIPLES OF REFRIGERATION
releasing either refrigerant to the atmosphere during A brief review of the principles of air conditioning is
the charging/recharging procedure is prohibited. necessary to relate the function of the components,
These restrictions require the use of equipment and the technique of troubleshooting, and the corrective
procedures which are significantly different from action necessary to put the air conditioning unit into
those traditionally used in air conditioning service top operating efficiency.
techniques. The use of new equipment and Too frequently, the operator and the service
techniques allows for complete recovery of technician overlook the primary fact that no air
refrigerants, which will not only help to protect the conditioning system will function properly unless it is
environment, but through the “recycling” of the operated within a completely controlled cab
refrigerant will preserve the physical supply, and help environment. The circulation of air must be a directed
to reduce the cost of the refrigerant. 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
AIR CONDITIONING FOR OFF-HIGHWAY the intake side of the evaporator coil.
VEHICLES
Air Conditioning
Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator Air conditioning is a form of environmental control. As
changes, and climate conditions that present applied to the cab, it refers to the control of
different design and installation challenges for air temperature, humidity, cleanliness, and circulation of
conditioning systems. Off-highway equipment, in air. In the broad sense, a heating unit is as much an
general, is unique enough that normal automotive or air conditioner as is a cooling unit. The term “air
highway truck engineering is not sufficient to provide conditioner” is commonly used to identify an air
the reliability to endure the various work cycles cooling unit. To be consistent with common usage,
encountered. the term “air conditioner” will refer to the cooling unit
utilizing the principles of refrigeration, sometimes
The cab tightness, insulation, and isolation from heat referred to as the evaporator unit.
sources is very important to the efficiency of the
system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.

Refrigeration - The Act Of Cooling The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
• There is no process for producing cold; there is
removed. This component also serves as the
only heat removal.
temporary storage unit for some liquid refrigerant.
• Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a The liquid refrigerant, still under high pressure, then
cooling unit. As long as one object has a flows to the expansion valve. This valve meters the
temperature lower than another, this heat transfer amount of refrigerant entering the evaporator. As the
will occur. refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
• Temperature is the measurement of the intensity
of heat in degrees. The most common measuring vapor. This causes the refrigerant to become cold.
device is the thermometer. The remaining low pressure liquid immediately starts
• All liquids have a point at which they will turn to to boil and vaporize as it approaches the evaporator,
vapor. Water boiling is the most common adding to the cooling. The hot, humid air of the cab is
example of heating until vapor is formed. Boiling pulled through the evaporator by the evaporator
is a rapid form of evaporation. Steam is a great blower. Since the refrigerant is colder than the air, it
deal hotter than boiling water. The water will not absorbs the heat from the air producing cool air
increase in temperature once brought to a boil. which is pushed back into the cab. The moisture in
The heat energy is used in the vaporization the air condenses upon movement into the
process. The boiling point of a liquid is directly evaporator and drops into the drain pan from which it
affected by pressure. By changing pressure, we
drains out of the cab.
can control the boiling point and temperature at
which a vapor will condense. When a liquid is Refrigerant leaving the evaporator enters the
heated and vaporizes, the gas will absorb heat accumulator. The accumulator functions as a sump
without changing pressure. for liquid refrigerant in the system. Because of its
• Reversing the process, when heat is removed design, the accumulator only allows vaporized
from water vapor, it will return to the liquid state. refrigerant to return to the compressor, preventing
Heat from air moves to a cooler object. Usually compressor slugging from occurring. Desiccant is
the moisture in the cooled air will condense on located at the bottom of the accumulators to remove
the cooler object. moisture that is trapped in the system.
• Refrigerant - Only R-134a should be used in the The cycle is completed when the heated low
new mobile systems which are designed for this pressure gas is again drawn into the compressor
refrigerant.
through the suction side.
This simplified explanation of the principles of
The Refrigeration Cycle refrigeration does not call attention to the fine points
of refrigeration technology. Some of these will be
In an air conditioning system, the refrigerant is covered in the following discussions of the
circulated under pressure through the five major components, controls, and techniques involved in
components in a closed circuit. At these points in the preparing the unit for efficient operation.
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low
pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
pressurizes 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.

AIR CONDITIONER SYSTEM Ram air condensers depend upon the vehicle
COMPONENTS movement to force a large volume of air past the fins
and tubes of the condenser. The condenser is
Compressor (Refrigerant Pump) usually located in front of the radiator or on the roof
The compressor is where the low pressure side of of the truck.
the system changes to high pressure. It concentrates Condensing of the refrigerant is the change of state
the refrigerant returning from the evaporator (low of the refrigerant from a vapor to a liquid. The action
side), creating high pressure and a temperature is affected by the pressure of the refrigerant in the
much higher than the outside air temperature. The coil and air flow through the condenser. Condensing
high temperature differential between the refrigerant pressure in an air conditioning system is the
and the outside air is necessary to aid rapid heat flow controlled pressure of the refrigerant which affects
in the condenser from the hot refrigerant gas to much the temperature at which it condenses to liquid,
cooler outside air. giving off large quantities of heat in the process. The
To create high pressure concentration, the condensing point is sufficiently high to create a wide
compressor draws in refrigerant from the evaporator temperature differential between the hot refrigerant
through the suction valve and, during compression vapor and the air passing over the condenser fins
strokes, forces it out through the discharge valve to and tubes. This difference permits rapid heat transfer
the condenser. The pressure from the compressor from the refrigerant to ambient air.
action moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve. Receiver-Drier
The compressor is driven by the engine through a V- The receiver-drier is an important part of the air
belt driving an electrically operated clutch mounted conditioning system. The drier receives the liquid
on the compressor drive shaft. refrigerant from the condenser and removes any
moisture and foreign matter present which may have
entered the system. The receiver section of the tank
Service Valves is designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
Quick-connect hose end fittings with integral service temporary and is dependent on the demand of the
valves attach to system service ports for servicing expansion valve.
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures, A desiccant is a solid substance capable of removing
such as discharging, evacuating and charging the moisture from gas, liquid or solid. It is held in place
system, are performed through the service valves. within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
Condenser and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
The condenser receives the high pressure, high- sight glass is not clear, the system is low on
temperature refrigerant vapor from the compressor refrigerant.
and condenses it to high pressure, hot liquid.
The moisture indicator is a device to notify service
It is designed to allow heat movement from the hot personnel that the drier is full of moisture and must
refrigerant vapor to the cooler outside air. The be replaced. The indicator is blue when the
cooling of the refrigerant changes the vapor to liquid. component is free from moisture. When the indicator
Heat exchange is accomplished using cooler air turns beige or tan, the drier must be replaced.
flowing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The
radiator fan moves more than 50% of condenser air
flow unless travel speed is at least 40 kph (25 mph).

Expansion Block Valve The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
The expansion block valve controls the amount of
from the bottom of the accumulator into the
refrigerant entering the evaporator coil. Both
compressor. This process not only allows the
internally and externally equalized valves are used.
accumulator to act as a storage device, but also
The expansion valve is located near the inlet of the protects the compressor from liquid slugging.
evaporator and provides the functions of throttling,
The low side service port is also located on the
modulating, and controlling the liquid refrigerant to
accumulator.
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion Evaporator
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the The evaporator cools and dehumidifies the air before
valve is warm to hot high pressure liquid; exiting it is it enters the cab. Cooling a large area requires that
low pressure liquid and gas. The change to low large volumes of air be passed through the
pressure allows the flowing refrigerant to immediately evaporator coil for heat exchange. Therefore, a
begin changing to gas as it moves toward the blower becomes a vital part of the evaporator
evaporator. This produces the desired cooling effect. assembly. It not only draws heat laden air into the
evaporator, but also forces this air over the
The amount of refrigerant metered into the evaporator fins and coils where the heat is
evaporator varies with different heat loads. The valve surrendered to the refrigerant. The blower forces the
modulates from wide open to the nearly closed cooled air out of the evaporator into the cab.
position, seeking a point between for proper metering
of the refrigerant. Heat exchange, as explained under condenser
operation, depends upon a temperature differential of
As the load increases, the valve responds by the air and the refrigerant. The greater the
opening wider to allow more refrigerant to pass into temperature differential, the greater will be the
the evaporator. As the load decreases, the valve amount of heat exchanged between the air and the
reacts and allows less refrigerant into the evaporator. refrigerant. A high heat load condition, as is generally
It is this controlling action that provides the proper encountered when the air conditioning system is
pressure and temperature control in the evaporator. turned on, will allow rapid heat transfer between the
This system uses an internally equalized, block type air and the cooler refrigerant.
expansion valve. With this type valve, the refrigerant The change of state of the refrigerant in and going
leaving the evaporator coil is also directed back through the evaporator coil is as important as that of
through the valve so the temperature of the the air flow over the coil.
refrigerant is monitored internally rather than by a
remote sensing bulb. The expansion valve is All or most of the liquid that did not change to vapor
controlled by both the temperature of the power in the expansion valve or connecting tubes boils
element bulb and the pressure of the liquid in the (expands) and vaporizes immediately in the
evaporator. evaporator, becoming very cold. As the process of
heat loss from the air to the evaporator coil surface is
NOTE: It is important that the sensing bulb, if taking place, any moisture (humidity) in the air
present, is tight against the output line and protected condenses on the cool outside surface of the
from ambient temperatures with insulation tape. evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
Accumulator
in the evaporator must be controlled so that the water
As the accumulator receives vaporized refrigerant collecting on the coil surface does not freeze on and
from the evaporator, moisture and/or any residual between the fins and restrict air flow. The evaporator
liquid refrigerant is collected at the bottom of the temperature is controlled through pressure inside the
component. The moisture is absorbed by the evaporator, and temperature and pressure at the
desiccant where it is safely isolated from the rest of outlet of the evaporator.
the system.

ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere the thermostat to disengage the compressor when it
circuit breaker. is not needed, such as when a defrost cycle is
indicated in the evaporator, or when the system or
The blower control is a switch which provides a
blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the to the compressor by mechanical means depending
thermostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
The thermostat reacts to changing temperatures
armature is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no
evaporator coil to sense temperature. magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
When the contacts are closed, current flows to the
stationary on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains
remains stationary. This causes the compressor
at the set speed. After the evaporator temperature
crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the When the switch or thermostat is opened, current is
refrigeration cycle resumes. 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
Thermostat to the field. In addition, safety switches in the
compressor clutch electrical circuit control clutch
An electromagnetic clutch is used on the compressor operation, disengaging the clutch if system pressures
to provide a means of constant temperature control are abnormal.
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
controls 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
connected to it which is filled with refrigerant. The
capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the
capillary tube exerts pressure on the bellows, which
in turn closes the contacts at a predetermined
temperature.

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
This switch is mounted on the receiver-drier and has
three functions, as implied by the name: • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2068 - 2413 kPa (300 -
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1448 - 1724 kPa (210 - 250 psi), the switch
pressure is too low. contacts will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system system pressure returns to normal.
pressure.
OPENS CLOSES
The Trinary™ switch performs three distinct Low 103 - 207 kPa 276 kPa
functions to monitor and control refrigerant pressure Pressure (15 - 30 psi) (40 psi)
in the system. This switch is installed on the receiver- descending rising pressure
drier. The switch functions are: pressure
Terminals 1 and 2 are connected internally through High 2068 - 2413 kPa 1448 - 1724 kPa
two, normally closed pressure switches in series, the Pressure (300 - 350 psi) (210 - 250 psi)
low pressure switch and the high pressure switch.
241 - 414 kPa 1379 - 1586 kPa
Fan (35 - 60 psi) (200 - 230 psi)
Clutch below closing rising pressure
pressure
The pressures listed above are typical of

pressures 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 138 kPa (20
psi) higher. This factor should be observed when
checking for proper operation of the switch.
Terminals 3 and 4 are connected internally through a
normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes NOTE: One other pressure controlling device is
and causes the cooling fan clutch to engage when installed within the compressor. A mechanical relief
system pressure rises to 1379 - 1586 kPa (200 - 230 valve is located on the back of the compressor. The
psi). When pressure falls to 965 - 1344 kPa (140 - relief valve will open at 3447 - 3792 kPa (500 - 550
195 psi), the switch contacts open, and the cooling psi). The purpose of this valve is to protect the
fan clutch disengages. compressor in the event that pressure should be
allowed to rise to that level. Damage to the
• Low Pressure - This switch opens and compressor will occur if pressure exceeds 550 psi.
disengages the compressor clutch if system
pressure drops into the 103 - 207 kPa (15 - 30
psi) range. When pressure rises above 276 kPa
(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.

AIR CONDITIONING SYSTEM SERVICING .
WARNINGS
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the Federal regulations prohibit venting R-12 and R-
proper use, handling, care and safety factors 134a refrigerant into the atmosphere. An SAE
involved in the R-134a refrigerant quality and and UL approved recovery/recycle station must
quantity in an air conditioning system. be used to recover refrigerant from the A/C
system. Refrigerant is stored in a container on
Because the refrigerant in an air conditioning system
the unit for recycling, reclaiming, or transporting.
must remain pressurized and sealed within the unit to
In addition, technicians servicing A/C systems
function properly, safety is a major consideration
must be certified they have been properly trained
when anything causes this pressurized, sealed
to service the system.
condition to change. The following warnings are
provided here to alert service personnel to their Although accidental release of refrigerant is a
importance before learning the correct procedures. remote possibility when proper procedures are
Read, remember, and observe each warning before followed, the following warnings must be
beginning actual system servicing. observed when servicing A/C systems:
NOTE: If the mine operates a fleet with some trucks • Provide appropriate protection for your eyes
(goggles or face shield) when working around
using R-12 and others using R-134a refrigerant, it is
refrigerant.
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment, • A drop of the liquid refrigerant on your skin
recycle/recovery equipment etc.) be dedicated to one will produce frostbite. Wear gloves and use
type of refrigerant only in order to prevent cross extreme caution when handling refrigerant.
contamination. • If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
• Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that refrigerant
is heavier than air and will fall to low-lying
Trucks operating in cold weather climates must areas.
continue to keep the A/C system charged during
• When exposed to flames or sparks, the
cold weather months. Keeping the system
components of refrigerant change and
charged helps prevent moisture intrusion into become deadly phosgene gas. This poison
system oil and desiccants. gas will damage the respiratory system if
inhaled. NEVER smoke in an area where
refrigerant is used or stored.
• Never direct a steam cleaning hose or torch in
direct contact with components in the air
conditioning system. Localized heat can raise
the pressure to a dangerous level.
• Do not heat or store refrigerant containers
above 49° C (120° F).
• Do not flush or pressure test the A/C system
using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
pressurized. Shop air supplies also contain
moisture and other contaminants that could
damage system components.

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the
system, a dual purpose station, as shown in Figure 4-
6, performs both recovery and recycle procedures Mixing different types of refrigerant will damage
which follows the new guidelines for handling used equipment. Dedicate one recovery/recycle
refrigerant. The recovered refrigerant is recycled to station to each type of refrigerant processing to
reduce contaminants, and can then be reused in the avoid equipment damage. DISPOSAL of the gas
same machine or fleet. removed requires laboratory or manufacturing
facilities.
To accomplish this, the recovery/recycle station
separates the oil from the refrigerant and filters the Test equipment is available to confirm that the
refrigerant multiple times to reduce moisture, acidity, refrigerant in the system is actually the type intended
and particulate matter found in a used refrigerant. for the system and has not been contaminated by a
mixture of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed”
which leaves it as pure as new, but requires Recycling equipment must meet certain standards as
equipment normally too expensive for all but the published by the Society of Automotive Engineers
largest refrigeration shops. (SAE) and carry a UL approved label. The basic
principals of operation remain the same for all
Equipment is also available to just remove or extract machines, even if the details of operation differ
the refrigerant. Extraction equipment does not clean somewhat.
the refrigerant; it is used to recover the refrigerant
from an A/C system prior to servicing. Leak Detector
The electronic leak detector (Figure 4-7) 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 smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure that the leak detector being
used applies to the refrigerant in the system.
FIGURE 4-6. RECOVERY/RECYCLE STATION
FIGURE 4-7. TYPICAL ELECTRONIC LEAK

DETECTOR

Manifold Gauge Set
A typical manifold gauge set (Figure 4-8) has two
screw type hand valves to control access to the
system, two gauges and three hoses. The gauges
are used to read system pressure or vacuum. The
manifold 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 305 mm (12 in.) 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 305 mm (12 in.) of the hose end. These FIGURE 4-8. MANIFOLD GAUGE SET
special hoses and fittings are designed to minimize
refrigerant loss and to preclude putting the wrong
refrigerant in a system.
NOTE: When hose replacement becomes necessary, Low Side Gauge

the new hoses must be marked “SAE J2916 R-
134a”. The low side gauge, registers both vacuum and
pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
Functions of the manifold gauge set are included in side of the scale is calibrated to 150 psi.
many of the commercially available recovery or
recovery/recycle stations.
Never open the hand valve to the high side 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 to 500 psi.

Installing Manifold Gauge Set 4. Connect the two service hoses from the
manifold to the correct service valves on the
Before attempting to service the air conditioning
compressor and accumulator, as shown in
system, a visual inspection of both the engine and air
Figure 4-9. (High side to compressor discharge
conditioning system components is recommended.
valve and low side to accumulator.) Do not open
Particular attention should be given to the belts,
the service valves at this time.
hoses, tubing and all attaching hardware as well as
the radiator cap, fan clutch, and thermostat. Inspect
both the condenser and the radiator for any
This gauge hook-up process will be the same,
obstructions or potential contamination. Minimize all
regardless of the gauge set being installed. Whether
the possibilities for error or malfunction of
it is a recovery station or individual gauges, the
components in the air conditioning system.
connections 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
Shut off engine. DO NOT attempt to connect the servicing to only adding refrigerant or observing
service equipment when the engine is running. pressures.
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 Purging Air From Service Hoses
tightness. The purpose of this procedure is to remove all the air
3. Locate the low and high side system service trapped in the hoses prior to actual system testing.
fittings and remove their protective caps. Environmental regulations require that all service
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 combination
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
connected to recovery or recycle equipment. With
the center hose connected to the recovery station,
service 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.
Activating the vacuum pump will now pull any air or
moisture 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 4-9. SERVICE HOSE HOOK-UP

Service Valves Vacuum Pump
Because an air conditioning system is a sealed The vacuum pump (Figure 4-11) is used to
system, two service valves are provided on the completely evacuate all of the refrigerant, air, and
compressor to enable diagnostic tests, system moisture from the system by deliberately lowering
charging or evacuation. Connecting the applicable the pressure within the system to the point where
hoses from the manifold gauge set to the compressor water turns to a vapor (boils) and together with all air
service valves enables each of these to be readily and refrigerant is withdrawn (pumped) from the
performed. system.
New and unique service hose fittings (Figure 4-10)
have been specified for R-134a systems. Their
purpose is to avoid accidental cross-mixing of
refrigerants 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.
FIGURE 4-11. VACUUM PUMP
FIGURE 4-10. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose

Fitting Connection
2. Quick Connect

SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all 8. Feel the hoses and components on the low
components in the system. Observe these conditions side. They should be cool to the touch. Check
during testing: the connections near the expansion valve. The
inlet side should be warm and the outlet side
1. Place a fan in front of the condenser to simulate
should be cold.
normal ram air flow and allow the system to
stabilize. 9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
2. Install a thermometer into the air conditioning
readings. Compare the readings to the
vent closest to the evaporator.
specifications in Table 1.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the NOTE: Pressures may be slightly higher in very
ambient temperature. humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
5. Set the air conditioning system at maximum
clutch engagement.
cooling and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the 10. Check the cab vents for cool air. Outlet air
high side. All should be warm or hot to the temperature should be approximately 16 - 22° C
touch. Check the inlet and outlet of receiver- (30 - 40° F) below ambient air temperature.
drier for even temperatures. If outlet is cooler 11. If pressures and temperatures are not within the
than inlet, a restriction is indicated. specified ranges, the system is not operating
properly. Refer to ”Preliminary Checks” on
page N4-35 for tips on diagnosing poor system
performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions, these items can be extremely hot.
Table 1: NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21° C (70° F) 820 - 1300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27° C (80° F) 950 - 1450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32° C (90° F) 1175 - 1650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38° C (100° F) 1300 - 1850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43° C (110° F) 1450 - 2075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference only. Weight is the only absolute means of determining
proper refrigerant charge.

SYSTEM OIL Checking 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. The
Komatsu PAG oil (PC2212) is the oil that is furnished
in the system on Komatsu trucks.
The receiver-drier and accumulator must be
replaced each time the system is opened.
Handling and Reusing PAG Oil 1. Remove the compressor from the truck. With
the compressor positioned horizontally, remove
• Avoid skin contact and inhalation of PAG oil, as the drain plug, and capture the oil in a clear
these are normal precautions with any chemical. graduated container. Rock the compressor back
• PAG oil removed from new or old components and forth, and rotate the shaft to facilitate oil
mustn’t be retained for re-use. It must be stored removal.
in a marked container and properly sealed. PAG
oil is an environmental pollutant and must be
properly disposed of after use.
• PAG oil in containers or in an air conditioning
system must not be left exposed to the Under no circumstances should the A/C
atmosphere any longer than necessary. PAG oil compressor be stood upright onto the clutch
absorbs moisture very rapidly, and therefore, any assembly. Damage to the compressor clutch will
absorbed moisture could cause damage to an air result, leading to premature compressor failures.
conditioning system. 2. Inspect the oil for any foreign particles. If
particles are found, further investigation and
service are necessary to determine the source.
Oil Quantity After repair, the system will need to be flushed.
Refer to ”System Flushing” on page N4-24. If no
It is critical to keep the correct amount of lubricant in
particles are found, proceed to the next step.
the air conditioning system at all times. Failure to do
so could result in damage to the compressor. 3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
Damage to the compressor can be a result from not install the drain plug. It is important to only add
only a lack of oil, but from too much oil, also. A lack the specified amount to ensure optimal system
of oil will cause excess friction and wear on moving performance. Too much oil will result in a
parts. Excessive oil can result in “slugging” the reduction in cooling. Too little oil will result in
compressor. This condition occurs when the compressor failure.
compressor attempts to compress liquid oil as
4. Determine the correct amount of additional oil
opposed to vaporized refrigerant. Since liquid cannot
to add to the system by using the Replacing Oil
be compressed, damage to internal parts results.
table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver
drier were replaced, then add 120 ml (4 oz.) of PAG
oil to the inlet side of the receiver-drier or to the
accumulator. If the evaporator was also replaced at
this time, then add 150 ml (5 oz.) of PAG oil to the
inlet side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.

REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
When installing a new compressor, the The refrigerant is cleaned by the recovery unit as it
compressor must be completely drained of its oil passes through filters located on the unit that meet
before installation. Add 207 ml (7 oz.) of new PAG specifications stipulated by Society of Automotive
oil to the compressor to ensure proper system oil Engineers, SAE J2099. The refrigerant that has
level. Failure to adjust the amount of oil in the passed through the filtering process has only been
compressor will lead to excessive system oil and cleaned of contaminants that are associated with
poor A/C performance. Additionally, a new mobile systems. Therefore, recycled refrigerant from
receiver-drier and accumulator must be installed mobile systems is only acceptable for reuse in mobile
and oil added to either one of these components. systems.
REPLACING OIL Reclaimed Refrigerant
Component Oil to add Reclaimed refrigerant has been filtered through a

more thorough filtering process and has been
Condenser 60-90 ml (2-3 ounces) processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
Evaporator 30 ml (1 ounce) acceptable for use in all systems, not just mobile.
Receiver-Drier 60 ml (2 ounces) The reclaiming equipment used for this process is
expensive, and therefore, not common among
Accumulator 60 ml (2 ounces) normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
Compressor 207 ml (7 ounces) shops.
Block Valve
Adding oil is not necessary
(Expansion)
Drain and measure amount

Hoses
removed
Always use new, recycled, or reclaimed
refrigerant when charging a system. Failure to
adhere to this recommendation may result in
5. Connect all hoses and components in the
premature wear or damage to air conditioning
system. Lubricate O-rings with clean mineral oil
system components and poor cooling
before assembly.
performance.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil could corrode fittings when used
externally.
6. Evacuate the system. Refer to ”EVACUATING
THE SYSTEM” on page N4-33.

Refrigerant Quantity SYSTEM LEAK TESTING
If not enough refrigerant is charged into the system, Refrigerant leaks are probably the most common
cooling ability will be diminished. If too much cause of air conditioning problems, resulting from
refrigerant is charged into the system, the system will improper or no cooling, to major internal component
operate at higher pressures and, in some cases, may damage. Leaks most commonly develop in two or
damage system components. Exceeding the three places. The first is around the compressor shaft
specified refrigerant charge will not provide better seal, often accompanied by an indication of fresh
cooling. refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
If an incorrect charge is suspected, recover the
slightly. The centrifugal force of the clutch pulley
refrigerant from the system, and charge the system
spinning can also cause the problem. When the
with the correct operating weight of 3.4 kg (7.4 lb).
system is operated and lubricant wets the seal, the
This is not only the recommended procedure, but it is
leak may stop. Such leaks can often be located
also the best way to ensure that the system is
visually or by feeling with your fingers around the
operating with the proper charge and providing
shaft for traces of oil. The R-134a itself is invisible,
optimum cooling. Using the sight glass to determine
odorless, and leaves no trace when it leaks, but has
the charge is not an accurate method.
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
An unclear sight glass on R-134a systems can should be visually and physically examined. Moving
indicate that the system may be low on your fingers along the bottom of the condenser and
refrigerant. However, the sight glass should not evaporator, particularly near the drain hole for the
be used as a gauge for charging the system. condensate will quickly indicate the condition of the
Charging the system must be done with a scale evaporator. Any trace of fresh oil here is a clear
to ensure the proper amount of refrigerant has indication of a leak.
been added.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the
R-134a Refrigerant Containers
manifold gauge set to the system and charge at least
Two basic, readily available containers are used to 1.6 kg (3.5 lbs) of refrigerant into the system.
store R-134a: the 14 or 28 kg (30 or 60 lb) bulk
canisters (Figure 4-12). 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. Use extreme caution when leak testing a system
while the engine is running. In its natural state,
refrigerant is a harmless, colorless 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.
FIGURE 4-12. R-134a CONTAINERS

1. 14 kg (30 lb) 2. 28 kg (60 lb)
Cylinder Cylinder

Electronic Leak Detector 6. When the pressure reaches 34-69 kPa (5-10
psi), open the “oil drain” valve, collect the oil in
Refer to Figure 4-7. As the test probe is moved into
an appropriate container, and dispose of
an area where traces of refrigerant are present, a
container as indicated by local, state or federal
visual or audible announcement indicates a leak.
regulation. The oil is not reusable due to
Audible units usually change tone or speed as
contaminants that were absorbed during use.
intensity changes.
Tracer Dyes
Performing the Recovery Cycle
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then 1. Ensure that the equipment being used is
operated to thoroughly circulate the dye. As designed for the refrigerant you intend to
refrigerant escapes, it leaves a trace of the dye at the recover.
point of leakage, which is then detected using an 2. Observe the sight glass oil level. Having been
ultraviolet light (“black light”), revealing a bright drained, it should be at zero.
fluorescent glow. 3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
Soap and Water
enough capacity.
Soap and water can be mixed together and applied 4. Confirm that all shut-off valves are closed
to system components. Bubbles will appear to before connecting to the A/C system.
pinpoint the specific location of leaks.
5. Attach the appropriate hoses to the system
After determining the location or source of leak(s), being recovered.
repair or replace leaking component(s). 6. Start the recovery process by operating the
NOTE: The length of the hose will affect the equipment as per the manufacturer's
refrigerant capacity. When replacing hoses, always instructions.
use the same hose length, if possible. 7. Continue extraction until a vacuum exists in the
A/C 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
Before system assembly, check the compressor manifold valves and check the system
oil level and fill to specifications. 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
RECOVERING AND RECYCLING THE
pressure should not rise above “0” gauge
REFRIGERANT
pressure. If the pressure continues to rise,
Draining Oil from the Previous Recovery Cycle restart and begin the recovery sequence again.
This cycle should continue until the system is
1. Place the power switch and the controller on the
void of refrigerant.
recovery unit in the OFF position.
10. Check the sight glass oil level to determine the
2. Plug in the recovery station to the correct
amount of oil that needs to be replaced. (The
power source.
amount of oil that was lost during the recovery
3. Drain the recovered oil through the valve cycle must be replaced back into the system).
marked “oil drain” on the front of the machine.
11. Mark the cylinder with a “RECOVERED” (red)
4. Place the controller knob in the ON position. magnetic label to reduce the chance of charging
The low pressure gauge will show a rise. a system with contaminated refrigerant. Record
5. Immediately switch to the OFF position and the amount of refrigerant recovered.
allow the pressure to stabilize. If the pressure
does not rise to 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.

Performing the Recycling Procedure System Flushing
The recovered refrigerant contained in the cylinder If any contaminants are found in system hoses,
must undergo the recycle procedure before it can be components or oil, the entire system must be
reused. The recycle or clean mode is a continuous flushed. Major components such as the compressor
loop design and cleans the refrigerant rapidly. Follow are extremely susceptible to foreign particles and
the equipment manufacturer's instructions for this must be replaced. If contaminated, the evaporator
procedure. and condenser must also be replaced. The
evaporator and condenser are multi-pass units, and
Evacuating and Charging the A/C System they can not be properly cleaned by flushing.
Evacuate the system once the air conditioner
components are repaired or replacement parts are
secured, and the A/C system is reassembled.
Evacuation removes air and moisture from the
system. Then, the A/C system is ready for the
charging process, which adds new refrigerant to the Only SAE and/or Mobile Air Conditioning Society
system. (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
SYSTEM REPAIR well as air conditioning components.
The following service and repair procedures are not 1. Remove the compressor, receiver-drier,
any different than typical vehicle service work. expansion valve, and accumulator.
However, A/C system components are made of soft
metals (copper, aluminum, brass, etc.). Comments 2. Inspect all other components such as the
and tips that follow will make the job easier and condenser, evaporator, hoses and fittings. If any
reduce unnecessary component replacement. of these items are damaged or highly
contaminated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
4. After flushing, blow out the system with dry
All of the service procedures described are only shop air for 5 to 10 minutes.
performed after the system has been discharged.
Never use any lubricant or joint compound to 5. If the expansion valve has been removed of all
lubricate or seal any A/C connections. foreign contamination, it may be reinstalled
back into the system. If contamination is still
NOTE: To help prevent air, moisture or debris from present, replace the valve.
entering an open system, cap or plug open lines, 6. Install a new compressor, receiver-drier, and
fittings, components and lubricant containers. Keep accumulator.
all connections, caps, and plugs clean.
7. Add oil to the system as outlined in ”Checking
System Oil” on page N4-20.
Never leave A/C components, hoses, oil, etc.

exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system
components open to the atmosphere will allow
moisture to invade the system, resulting in
component and system failures.

A/C DRIVE BELT CHECKOUT PROCEDURE
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted. FIGURE 4-14. DEFLECTION MEASUREMENT
Belt Tension Check 4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
NOTE: This procedure has been written for use with outer face of the belt and apply pressure, as
belt tension tool (XA3379), shown in Figure 4-13. shown in Figure 4-14. The tool must be
Other tension tools may differ in functionality. perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6 ±
0.1 kgf (3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-13. BELT TENSION TOOL - XA3379
2. Refer to Figure 4-16 for the proper distance

from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.

FIGURE 4-15. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
346 mm (13.63 in.)
FIGURE 4-16. BELT TENSION DIMENSIONS

COMPONENT REPLACEMENT
Hoses and Fittings Receiver-Drier
When replacing hoses, use the same type and ID The receiver-drier can not be serviced or repaired. It
hose you removed. When hoses or fittings are must be replaced whenever the system is opened for
shielded or clamped to prevent vibration damage, any service. The receiver-drier has a pressure switch
ensure that these are in position or secured. to control the clutch, and should be removed and
installed onto the new unit.
Lines
Thermostat
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines. A thermostat can be stuck open or closed due to
Copper and aluminum tubing can kink or break very contact point wear or fusion. The thermostat
easily. When grommets or clamps are used to temperature sensing element (capillary tube) may be
prevent line vibration, ensure that these are in place broken or kinked closed and therefore unable to
and secure. sense evaporator 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 A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat
It is important to always torque fittings to the contact or just no contact. When troubleshooting,
proper torque. Failure to do this may result in bypass the thermostat by hot wiring the clutch coil
improper contact between mating parts and with a fused lead. If the clutch engages, replace the
leakage may occur. Refer to the following torque thermostat.
chart for tightening specifications.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
Fitting Size Foot Pounds Newton Meters a faulty switch that could be due to fatigue. The
6 10 - 15 ft.lbs. 14 - 20 Nm thermostat must be replaced. When the clutch will
not disengage you may also note that condensate
8 24 - 29 ft.lbs. 33 - 39 Nm has frozen on the evaporator fins and blocked air
flow. There will also be below normal pressure on the
10 26 - 31 ft.lbs. 36 - 42 Nm low side of the system. Side effects can be
12 30 - 35 ft.lbs. 41 - 47 Nm compressor damage caused by oil accumulation
(refrigeration oil tends to accumulate at the coldest
Installation torque for the single M10 or 3/8 in. spot inside the system) and lower than normal
capscrews securing the inlet and outlet fittings onto suction pressure that can starve the compressor of
the compressor ports is 15 - 34 N·m (11 - 25 ft lbs). oil.
Expansion Valve
When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect 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
filter 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.

Compressor Clutch pulley bearing failure is indicated by bearing
noise when the A/C system is off or the clutch is not
The compressor can fail due to shaft seal leaks (no
engaged. Premature bearing failure may be caused
refrigerant in the system), defective valve plates,
by poor alignment of the clutch and clutch drive
bearings, or other internal parts or problems
pulley.
associated with high or low pressure, heat, or lack of
lubrication. Ensure that the compressor is securely Sometimes it may be necessary to use shims or
mounted and the clutch pulley is properly aligned enlarge the slots in the compressor mounting bracket
with the drive pulley. to achieve proper alignment.
Use a mechanic's stethoscope to listen for noises Excessive clutch plate wear is caused by the plate
inside the compressor. 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
When installing a new compressor, the air gap between the clutch pulley and the clutch plate
compressor must be completely drained of its oil is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is
before installation. Add 207 ml (7 oz.) of new PAG too wide, the magnetic field created when the clutch
oil to the compressor to ensure proper system oil coil is energized will not be strong enough to pull and
level. Failure to adjust the amount of oil in the lock the clutch plate to the clutch pulley.
compressor will lead to excessive system oil and
poor A/C performance.
Some compressors may be discarded because it

is suspected that internal components within the
compressor have seized. Ensure that the
Under no circumstances should the A/C compressor clutch is working properly before
compressor be stood upright onto the clutch discarding a compressor for internal seizure. The
assembly. Damage to the compressor clutch will normal compressor life span should be about
result, leading to premature compressor failures. twice as long as the normal life span of the
compressor clutch.
It is important to note that often times a weak clutch
Accumulator coil may be mistaken for a seized compressor. When
The accumulator can not be serviced or repaired. It a coil’s resistance has increased over time and the
must be replaced whenever the system is opened for magnetic field weakens, the coil may not be able to
any service. 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.
Clutch Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be
Clutch problems include electrical failure in the clutch
performed. In addition, the coil should be ohm
coil or lead wire, clutch pulley bearing failure, worn or
checked for proper electrical resistance. The coil
warped clutch plate or loss of clutch plate spring
should fall within the following range:
temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the 12.0 ± 0.37 Ohms @ 20° C (68° F)
clutch shows obvious signs of excessive heat 16.1 ± 0.62 Ohms @ 116° C (240° F)
damage, replace the whole assembly. The temperatures specified above are roughly typical
The fast way to check electrical failure in the lead of a summer morning before first start-up and the
wire or clutch coil is to hot wire the coil with a fused heat beside an engine on a hot day. At temperatures
lead. This procedure enables you to bypass clutch in between those listed above, the correct resistance
circuit control devices. is proportionate to the difference in temperature.

Servicing the Compressor Clutch 1. Remove the belt guard from the front of the air
conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot FIGURE 4-17.

1. Belt Pulley 3. Shaft
***J-24092 Puller Legs 2. Clutch Hub/Drive Plate 4. Locknut
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer 2. Remove the drive belt from compressor belt
pulley (1, Figure 4-17).
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer
* 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
compressor may result. FIGURE 4-18.
1. Thin Wall Socket 3. Clutch Hub
2. Clutch Hub Holding Tool
3. Remove locknut (4) using thin wall socket (1,

Figure 4-18) 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.

FIGURE 4-19.
1. Clutch Assembly 2. Clutch Plate & Hub FIGURE 4-21.

Assembly Remover
1. Clutch Hub 2. Pulley
4. Thread clutch plate and hub assembly remover

(2, Figure 4-19) into the hub of clutch assembly 6. Inspect the friction surfaces on clutch hub (1,
(1). Hold the body of the remover with a wrench Figure Figure 4-21) and pulley (2). Scoring on
and tighten the center screw to pull the clutch the friction surfaces is normal. DO NOT replace
plate and hub assembly from the compressor. 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
excessive heat are evident, it may be necessary
to replace the compressor. Excessive heat may
cause leakage in the seals and damage to
internal components as well as external
components.
FIGURE 4-20.
1. Square Key 2. Keyway in Shaft
5. Remove square key (1, Figure 4-20) from the

keyways.

Pulley Removal 10. Tighten the center screw on the puller against
the shaft of the compressor to remove the
pulley.
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
evident.
Clutch Coil Check

12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 ± 0.37 ohms @ 20° C (68° F)
16.1 ± 0.62 ohms @ 115° C (239° F)
FIGURE 4-22.
If the resistance of the coil is not within the
1. Pulley Assembly 3. Retaining Ring Pliers
specifications, the clutch will not operate properly.
2. Pulley Retainer Ring
Remove the retaining ring and replace the coil.
7. Use retaining ring pliers (3, Figure 4-22) to
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck Pulley Installation
of the compressor, and remove the sleeve.
FIGURE 4-24.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 4-
24), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the
compressor until it seats. Use of the installer or
the equivalent ensures that the force driving the
FIGURE 4-23. bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
1. Pulley Puller 3. Puller Pilot
the bearing will result in bearing damage.
2. Pulley Assembly
2. Ensure the pulley rotates freely. If the pulley
9. Install pulley puller (1, Figure 4-23) and puller does not rotate freely, remove the pulley and
pilot (3) onto the compressor, as shown. If a check for damaged components. Replace any
multiple groove pulley is used, install puller legs damaged components and reinstall the pulley.
(J-24092) onto the puller in place of the 3. Install the pulley retainer ring and ensure that
standard legs. Extend the puller legs to the the ring is properly seated.
back side of the pulley. DO NOT use the belt
grooves to pull the pulley from the compressor. 4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.

Clutch Assembly Installation NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
1. Insert square key (1, Figure 4-20) into the
keyway 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.
FIGURE 4-26. CLUTCH GAP
5. Install locknut (4, Figure 4-17) and tighten the

FIGURE 4-25.
nut until it seats. The gap should now measure
1. Drive Plate Installer 2. Spacer 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.
2. Place the clutch assembly into position on the
Ensure that the proper tension on the belt is
compressor. Align the square key with the
attained. Refer to the belt tension chart in the
keyway on the shaft.
appropriate engine manual for the proper
3. Thread drive plate installer (1, Figure 4-25) onto specifications.
the shaft of the compressor. Spacer (2) should
7. After assembly is complete, burnish the mating
be in place under the hex nut on the tool.
parts of the clutch by operating the air
4. Press the clutch onto the compressor using conditioning system at maximum load
drive plate installer (1). Continue to press the conditions with the engine at high idle. Turn the
clutch plate until a 2 mm (0.08 in.) gap remains air conditioning control ON and OFF at least 15
between the clutch friction surface and the times for one second intervals.
pulley friction surface. Refer to Figure 4-26. 8. Install the belt guard if no further servicing is
required.

EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required for all new system installations, when
repairs are made on systems requiring a component
replacement (system opened), or when 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
conditioning system effectively vaporizes any
moisture, allowing the water vapor to be easily drawn
out by the pump. The pump does this by reducing the
point at which water boils (100°C, 212°F 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
24°C (75°F) 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 749.3 mm (29.5 in.) FIGURE 4-27. VACUUM PUMP HOOKUP
of vacuum is needed), the boiling point of water will
be lowered to 22°C (72°F). Thus any moisture in the NOTE: Refer to Table 2 for optimal vacuum
system will vaporize and be drawn out by the pump if specifications at various altitudes.
the pump is run for approximately an hour. The 1. With the manifold gauge set still connected
following steps indicate the proper procedure for (after discharging the system), connect the
evacuating all moisture from the heavy duty air center hose to the inlet fitting of the vacuum
conditioning systems. pump as shown in Figure 4-27. Then open both
hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
outlet. Turn on the pump and watch the low side
Do not attempt to use the air conditioning gauge. The pump should pull the system into a
compressor as a vacuum pump or the vacuum. If not, the system has a leak. Find the
compressor will be damaged. source of the leak, repair, and attempt to
evacuate the system again.

3. Allow the vacuum pump to run for at least 45 CHARGING THE A/C SYSTEM
minutes.
The proper method for charging refrigerant into a R-
4. Shut off the vacuum pump and observe the 134a system is to first, recover all of the refrigerant
gauges. The system should hold the vacuum from the system. The charging refrigerant should
within 5 cm Hg (2 in. Hg) of the optimal vacuum then be weighed on a scale to ensure the proper
for five minutes. If the vacuum does not hold, amount is charged into the system. Most recovery
moisture may still be present in the system. units include a scale within the apparatus, thus
Repeat the previous step. If the vacuum still making it very easy to charge the correct amount
does not hold, a leak may be present in the every time. If equipment such as this is not available,
system. Find the source of the leak, repair, and a common scale can be used to determine the
evacuate the system again. weight of charge. Simply weigh the charging tank,
NOTE: In some cases, 45 minutes of evacuation may subtract the weight of the proper charge, and charge
not be sufficient to vaporize all of the moisture and the system until the difference is shown on the scale.
draw it out of the system. If it has been verified that On certain types of equipment, it is also possible to
no system leaks exist and gauge readings increase add any necessary lubricant when charging the
after 45 minutes, extend the evacuation time to system.
ensure total moisture removal. 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
Table 2: ALTITUDE VACUUM VARIATIONS indication, but it is not a reliable tool for determining
Altitude Above proper charge.
Optimal Vacuum
Sea Level
NOTE: Charging is to be performed with the engine
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.) and compressor operating. Charge the A/C system
305 m (1000 ft) 73.5 cm Hg. (28.92 in. Hg.) through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
610 m (2000 ft) 70.7 cm Hg. (27.82 in. Hg.)
liquid or as a vapor.
914 m (3000 ft) 68.1 cm Hg. (26.82 in. Hg.)
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
1219 m (4000 ft) 65.6 cm Hg. (25.82 in. Hg.) R-134a refrigerant.
1524 m (5000 ft) 63.3 cm Hg. (24.92) in. Hg. 2. Check the system for leaks. Refer to System
1829 m (6000 ft) 60.8 cm Hg. (23.92 in. Hg.) Leak Testing.
2134 m (7000 ft) 58.5 cm Hg. (23.02 in. Hg.) 3. If no leaks are found, verify that the system’s
cooling capacity meets requirements. Refer to
2438 m (8000 ft) 56.4 cm Hg. (22.22 in. Hg.)
”SYSTEM PERFORMANCE TEST” on
2743 m (9000 ft) 54.2 cm Hg. (21.32 In. Hg.) page N4-19.
NOTE: The chart indicates the expected gauge
readings at altitude to obtain the optimal vacuum.

TROUBLESHOOTING
Preliminary Checks • System ducts and doors - Check the ducts and
doors for proper function.
If the system indicates insufficient cooling, or no
cooling, the following points should be checked • Refrigerant charge - Make sure system is
before proceeding with the system diagnosis properly charged with the correct amount of
procedures. refrigerant.
• Cab filters - Ensure the outside air filter and
NOTE: If equipped, ensure that the rest switch in the
inside recirculation filter are clean and free of
cab is ON. Place the GF cutout switch in the
restriction.
CUTOUT position.
• Condenser - Check the condenser for debris and
Some simple, but effective checks can be performed clogging. Air must be able to flow freely through
to help determine the cause of poor system the condenser.
performance. Check the following to ensure proper
• Evaporator - Check the evaporator for debris and
system operation.
clogging. Air must be able to flow freely through
• Compressor belt - Must be tight, and aligned. the condenser.
• Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
Diagnosis Of Gauge Readings And System
• Oil leaks - Inspect all connection or components
Performance
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a Successfully servicing an air conditioning system,
refrigerant leak. beyond the basic procedures outlined in the previous
• Electrical check - Check all wires and section, requires additional knowledge of system
connections for possible open circuits or shorts. testing and diagnosis.
Check all system fuses.
A good working knowledge of the manifold gauge set
• Cooling system - Check for correct cooling is required to correctly test and diagnose an air
system operation. Inspect the radiator hoses, conditioning system. An accurate testing sequence is
heater hoses, clamps, belts, water pump, usually the quickest way to diagnose an internal
thermostat and radiator for condition or proper problem. When correctly done, diagnosis becomes
operation. an accurate procedure rather than guesswork.
• Radiator shutters - Inspect for correct operation
The following Troubleshooting Chart lists typical
and controls, if equipped.
malfunctions encountered in air conditioning
• Fan and shroud - Check for proper operation of systems. Indications and or problems may differ from
fan clutch. Check installation of fan and shroud. one system to the next. Read all applicable
• Heater/water valve - Check for malfunction or situations, service procedures, and explanations to
leaking. With the heat switch set to COLD, the gain a full understanding of the system malfunction.
heater hoses should be cool. 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.
Possible Causes Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:

After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and perform-
ance test the system.
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 Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C 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. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Leaks Found:
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
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
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.)

Leaks in the system. 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 A/C operation and performance.

PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH

- Leaks in system. 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
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and perform-
ance.
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.
Expansion valve body is frosted or sweaty.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 0° C (32° F), on the capillary
sensing bulb is not operating. If the sensing bulb coil (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. 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.

PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the A/C system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. 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.
Repair Procedure: If the test did not result in
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 A/C operation and performance.
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
and tubing. The line will be cool to the touch
near the restriction.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. 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 A/C
operation and performance.

PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. 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.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. 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:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
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 A/C 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 A/C 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.

PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________
Site Unit Number____________________________ Name of Service Technician________________
Date:____________Hour Meter:________________
NOTE: The compressor should be operated for at
least 5 minutes at 4°C (40°F) minimum ambient
Maintenance Interval temperature every month in order to circulate oil and
COMPONENT (months) lubricate components.
3 6 12 Done Maintenance Interval
1. Compressor COMPONENT (months)
Check noise level 3 6 12 Done
Check clutch pulley
5. Expansion Valve
Check oil level
Inspect capillary tube (if X
Run system 5 minutes used) for leakage, damage,
Check belt tension looseness
(80-100) lbs; V-belt 6. Evaporator
Inspect shaft seal for leakage Clean dirt, bugs, leaves, etc.
Check mounting bracket from fins (w/ compressed air)
(tighten bolts) Check solder joints on inlet/
Check clutch alignment w/ outlet tubes (leakage)
crankshaft pulley - Inspect condensation drain
within 1.5 mm (0.06 in.)
7. Other Components
Perform manifold gauge
check Check discharge lines
(hot to touch)
Verify clutch is engaging
Check suction lines
2. Condenser (cold to touch)
Clean dirt, bugs, leaves, etc. Inspect fittings/clamps/hoses
from coils (w/compressed air)
Check thermostatic switch for
Verify engine fan clutch is proper operation
engaging (if installed)
Outlets in cab: 4 to 10° C
Check inlet/outlet for (40 to 50° F)
obstructions or damage
Inspect all wiring connections
3. Receiver-Drier
Operate all manual controls
Check inlet line from through full functions
condenser (should be hot to
touch)
Replace, if system is opened
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.

SECTION N5
OPERATOR CAB CONTROLS
INDEX
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Retarder Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Brake/Retarder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Accelerator/Throttle Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
GRADE/SPEED CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Speakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Radio/CD Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Warning Indicator Light Dimmer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Status/Warning Light Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Air Cleaner Restriction Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Override/Fault Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Window Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Hoist Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Retard Speed Control (RSC) Adjustment Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
KOMTRAX Plus Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Service Engine Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
12V Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
N05073 12/11 Operator Cab Controls N5-1

DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
KOMTRAX Plus Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Truck Control Interface (TCI) Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Key Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Engine Shutdown Timer Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Air Conditioner Compressor Switch (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Rotating Beacon Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Heated Mirrors Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
AC Drive System Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Wheel Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Hazard Warning Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Engine Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Digital Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Left Turn Signal Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Coolant Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Lamp Check Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Light Switch (3-Way) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Backup Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Panel Illumination Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Engine Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
OVERHEAD STATUS/WARNING INDICATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
N5-2 Operator Cab Controls 12/11 N05073

REAR AXLE LIGHT BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Backup Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Retard Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Brake Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Backup Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
KOMTRAX PLUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
KOMATSU WIRELESS BRIDGE (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
Communication Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
Switching to the KWB_SETUP Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
Setting the Computer Subnet Mask and IP Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33
Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33
Setting Up the KWB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Adding Encryption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Final Computer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Data Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35
Resetting the KWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35
KWB Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35

OPERATOR CAB CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 6. Heater/Air Conditioner Controls 11. Radio/CD Player*
2. Retarder Control Lever 7. Instrument Panel 12. Warning Lights Dimmer Control
3. Brake/Retarder Pedal 8. Grade/Speed Chart 13. Warning/Status Indicator Lights
4. Throttle/Accelerator Pedal 9. Radio Speakers 14. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 10. Warning Alarm Buzzer 15. Windshield Wipers
NOTE: *Earlier trucks may be equipped with a radio/cassette player.

STEERING COLUMN
Removal
1. Turn the key switch OFF. Allow at least 90
seconds for the steering accumulators to bleed
down. Turn the steering wheel to ensure that no
pressure remains.
2. Activate the battery disconnect switch.
3. Remove access cover (15, Figure 5-2) from the
front of the cab.
NOTE: Do not remove hydraulic lines from the
steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect the steering column wire harness.
6. Remove the screws that secure trim cover (14)
where the steering column enters the
instrument panel. Remove the cover.
7. Remove capscrews (12) and brackets (8) and
(9).
8. Remove four capscrews (4) with flat washers FIGURE 5-2. STEERING COLUMN INSTALLATION
(5) and lockwashers (6). Access these
1. Steering Wheel 9. Bracket - R.H.
capscrews from the front of the cab through the
2. Button Horn 10. Capscrew
access opening.
3. Steering Column 11. Lockwasher
9. Lift the steering column from the instrument 4. Capscrew 12. Capscrew
panel. 5. Flat Washer 13. Nut
6. Lockwasher 14. Trim Cover
Inspection 7. Steering Control Unit 15. Access Cover
Whenever the steering column or steering control 8. Bracket - L.H.
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 the splines on the
steering column shaft. Inspect for damage and
excessive wear.
2. Use an outside micrometer or dial caliper to
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.95 in.)
3. If the splines are smaller than the minimum
diameter specification, replace the steering
column.

Installation STEERING WHEEL
1. Insert capscrew (10, Figure 5-2) with Removal
lockwashers (11) and flat washers (5) through
brackets (8) and (9), then through the steering 1. Turn off the battery disconnect switch to remove
column flange. Add second flat washer (5) and battery power from the horn circuit.
nut (13) to each capscrew to hold the parts 2. Use a pocket screwdriver to pry horn button (4,
together. Tighten the nuts securely. Figure 5-3) from steering wheel (1).
2. Slide the entire assembly down the tapered 3. Disconnect horn wire (3) and set the horn but-
blocks until brackets (8) and (9) contact the ton aside.
mounting surface in the cab. Install capscrews 4. Remove nut (2).
(4) and (12) with flat washers (5) and
5. Pull the steering wheel from the column. If the
lockwashers (6). Tighten capscrews (4) only.
steering wheel will not slide off the shaft it may
3. Inspect brackets (8) and (9) to see whether they be necessary to install a puller into the tapped
contact the mounting surface evenly and are flat holes (5/16" - 24NF) in the steering wheel.
and inline with the surface. If they are, tighten
capscrews (12). If brackets are not quite Installation
parallel, install flat washers as needed between
the brackets and mounting surface to eliminate NOTE: A new, more relable horn contact is available.
any gaps. Tighten capscrews (12) to the Some trucks may have the previous horn contact,
standard torque. which is a stick design (1, Figure 5-4). The new horn
contact uses a roller (2). Install the new horn contact
4. After capscrews (4) and (12) are tightened to as shown in Figure 5-5.
the standard torque, remove nuts (13) and flat
washers (5) that were holding the steering 1. Place steering wheel (1, Figure 5-3) into
column to the two brackets. Do not remove position on the steering column shaft while
capscrews (10) from the brackets. guiding horn wire (3) through the access hole in
the steering wheel. Align the serrations and
5. Lubricate the male splines on the end of the
push the steering wheel onto the shaft.
steering column shaft.
2. Install nut (2). Tighten the nut to 81 ± 7 N·m (60
Note: There is no lower end bearing in this steering ± 5 ft lb).
column assembly. Therefor, the male end of the shaft
3. Connect horn wire (3) to horn button (4).
will have to be guided into the mating female part of
the steering control unit. 4. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
6. Without removing capscrews (10) from the
that the horn functions properly.
holes, move steering control unit (7) into place
and start each of the capscrews.
7. Tighten four capscrews (10) to the standard
torque.
8. Ensure that the steering wheel turns properly
without binding and that the steering wheel
returns to its centered position after rotating 1/4
turn to the left and to the right.
9. If disconnected, reconnect the hoses to the
steering control unit.
10. Connect the steering column wire harness to
the harness in the cab.
11. Install access cover (15) and trim cover (14).
FIGURE 5-3. STEERING WHEEL RETAINER NUT

1. Steering Wheel 3. Horn Wire
2. Nut 4. Horn Button

FIGURE 5-4. HORN CONTACTS
FIGURE 5-5. INSTALLATION LOCATION

STEERING WHEEL AND CONTROLS Multi-Function Turn Signal Switch
Steering wheel (1, Figure 5-6) can be telescoped in
and out, and the lilt angle can be adjusted to provide
a comfortable steering wheel position for most
operators.
Horn Button
Actuate the horn by pushing horn button (2, Figure 5-
Multi-function turn signal switch (4, Figure 5-6) is
6) in the center of the steering wheel. Ensure that the
used to activate the turn signal lights, the windshield
horn operates before moving the truck. Observe all
wipers, and to select high or low beam headlights.
local safety rules regarding the use of the horn as a
warning signal device before starting the engine and Turn Signal Operation
moving the vehicle.
Move the lever upward to signal a right turn.
Tilt / Telescope Lever
The steering column can be telescoped and the Move the lever downward to signal a left
steering wheel can be tilted with lever (3, Figure 5-6) turn.
in front of the turn signal lever.
An indicator in the top center of the
Adjust the tilt of the steering wheel by pulling the instrument panel will illuminate to indicate the
lever toward the steering wheel and moving the selected turn direction. Refer to Instrument Panel
wheel to the desired angle. Releasing the lever will later in this section.
lock the wheel in the desired location. NOTE: The turn signal does not automatically cancel
Adjust the steering column by pushing the lever after the turn has been completed. The turn signal
forward to unlock the telescoping function. After lever must be manually returned to the neutral
positioning as desired, release the lever to lock the position.
steering column in position.
High Beam Headlight Operation
Pulling the lever inward (toward the rear
of the cab) changes the headlights to
high beam. When the high beams are
selected, the indicator in the top center of the
instrument panel will illuminate. Moving the
switch back to the original position will return the
headlights to low beam.
Windshield Wiper Operation
Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay

N050262 Low Speed
FIGURE 5-6. STEERING WHEEL & CONTROLS
High Speed
1. Steering Wheel 4. Multi-Function Turn
2. Horn Button Signal Switch Depressing the button at the end of the lever
3. Tilt/Telescope Lever 5. Retarder Lever will activate the windshield washer.
NOTE: The wipers will not come on automatically

when activating the washer. This must be done
manually.

DYNAMIC RETARDING NOTE: The retarder control lever must be rotated
back to the OFF position before the truck will resume
Dynamic retarding is a braking torque (not a brake) the propel mode of operation.
produced through electrical generation by the wheel
motors when the truck motion (momentum) is the The lever and foot-operated retarder/service brake
propelling force. pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will
For normal truck operation, dynamic retarding should determine which device is requesting the most
be used to slow and control truck speed. retarding effort and apply that amount.
Dynamic retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph. Brake/Retarder Pedal
However, as the truck speed slows below 5 kph (3 Brake/retarder pedal (3, Figure 5-1) is a single, foot-
mph), the available retarding force may not be operated pedal that controls both retarding and
effective. Use the service brakes to bring the truck to service brake functions. The first portion of pedal
a complete stop. travel commands retarding effort through a rotary
Dynamic retarding will not hold a stationary truck on potentiometer. The second portion of pedal travel
an incline.Use the parking brake or wheel brake lock modulates service brake pressure directly through a
for this purpose. hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
When in NEUTRAL, dynamic retarding is available the service brakes. Releasing the pedal returns
only when truck speed is above 5 kph (3 mph). brake and retarder to the OFF position.
When dynamic retarding is in operation, engine rpm When the pedal is partially depressed, the dynamic
will automatically go to an advance retard speed retarding is actuated. As the pedal is further
setting. This rpm will vary depending on temperature depressed, to where dynamic retarding is fully
of several electrical system components. applied; the service brakes (while maintaining full
Dynamic retarding will be applied automatically if the retarding) are actuated through a hydraulic valve
speed of the truck obtains the maximum speed which modulates pressure to the service brakes.
setting programmed in the control system software. Completely depressing the pedal causes full
application of both dynamic retarding and the
When dynamic retarding is activated, an indicator service brakes. Indicator light (B3, Figure 5-10) in
light in the overhead display will illuminate. The the overhead panel will illuminate, and an increase in
grade/speed retard chart should always be used to pedal resistance will be felt when the service brakes
determine safe downhill speeds. Refer to Grade/ are applied.
Speed Chart in this chapter.
For normal truck operation, dynamic retarding
Retarder Lever (lever or foot-operated pedal) should be used to slow
and control the speed of the truck.
Retarder lever (5, Figure 5-6) mounted on the right
side of the steering column can be used to modulate Service brakes should be applied only when
retarding effort. The lever will command the full range dynamic retarding requires additional braking force to
of retarding and will remain at a fixed position when slow the truck speed quickly or when bringing the
released. truck to a complete stop.
• When the lever is rotated to full “up” Throttle/Accelerator Pedal
(counterclockwise) position, it is in the OFF/no
retard position. An adjustable detent holds the Throttle/accelerator pedal (4, Figure 5-1) is a foot-
lever in the OFF position. Refer to Section J in operated pedal which allows the operator to control
the service manual for adjustment procedures. engine rpm depending on pedal depression.
• When the lever is rotated to full “down” It is used by the operator to request torque from the
(clockwise) position, it is in the full ON/retard motors when in forward or reverse. In this mode, the
position. propulsion system controller commands the correct
• For long downhill hauls, the lever may be engine speed for the power required. In NEUTRAL,
positioned to provide desired retarding effort, and this pedal controls engine speed directly.
it will remain where it is positioned.

GRADE/SPEED CHART The “short term” numbers listed on the chart indicate
the combination of speeds and grades which the
Grade/speed chart (8, Figure 5-1 and shown below) vehicle can safely negotiate for a short duration
provides the recommended MAXIMUM retarding before system components reach the maximum
limits at various truck speeds and grades with a fully allowable temperature during retarding. These
loaded truck. speeds are faster than the “continuous” values,
This decal in the truck may differ from the decal reflecting the short term thermal capacity of various
below due to optional truck equipment such as: system components.
wheel motor drive train ratios, retarder grids, tire NOTE: The “short term” rating will successfully
sizes, etc. Always refer to this decal in the operator's accommodate most downhill loaded hauls.
cab and follow these recommendations for truck
operation. If the vehicle is operated at "short term" grade and
speed limits for a period of time, it is possible to
The operator should reference this chart before reach the thermal capacity of the drive system
descending any grade with a loaded truck. Proper components. The Propulsion System Controller
use of dynamic retarding will maintain a safe speed. (PSC) will then gradually reduce the retarding effort
from "short term" to "continuous". The "retard @
continuous" indicator light will flash for 15 seconds,
then illuminate steadily alerting the operator of the
reduction in retarding performance and the need for
a reduction in speed. The operator must control the
speed of the truck in accordance to the “continuous
speeds” on the grade/speed chart. The operator
must use the service brakes to quickly slow the
truck to the maximum "continuous" retarding limits
(or less) based on the grade the truck is currently on.
Do not LIGHTLY apply the service brakes when

attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. Apply the
brakes (within safe limits for road conditions) in
order to quickly slow the truck to maximum
“continuous” retarding limits or less.
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.
Two speed lists are provided, one for continuous
retarding, and the second for short term 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.

OVERHEAD PANEL AND DISPLAYS Status/Warning Indicator Light Panel
The components described below are located on the Status/ warning indicator panel (13) contains an array
overhead panel. Refer to Figure 5-1. of indicator lights to provide the operator with
important status messages concerning selected truck
Speakers functions. Refer to Instrument Panel and Indicator
Lights in this section for a detailed description of
Speakers (9, Figure 5-1) for the radio/CD player are
these indicators.
located at the far left and right of the overhead panel.
Air Cleaner Restriction Gauges
Warning Alarm Buzzer
Air cleaner restriction gauges
A warning alarm buzzer (10) will sound when
(14) provide a continuous reading
activated by any one of several truck functions. Refer
of the maximum air cleaner
to Instrument Panel and Indicator Lights in this
restriction reached during
section for a detailed description of functions and
operation. The air cleaner(s)
indicators that will activate this alarm.
should be serviced when the
Radio/CD Player gauge(s) shows the maximum recommended
restriction of 25 inches of H2O vacuum.
This panel will normally contain radio/CD player (11).
Refer to Section 70 in the Operation and NOTE: After service, push the reset button on face of
Maintenance Manual for a complete description of gauge to allow the gauge to return to zero.
the radio/CD player 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) below the radio/CD player
permits the operator to adjust the brightness of the
warning indicator lights.

CENTER CONSOLE Directional Control Lever
Directional control lever (2, Figure 5-7) is mounted on
a console to the right of the operator's seat. It is a
four position lever that controls the park, reverse,
neutral and forward motion of the truck.
Before moving the directional control lever, apply the
service brakes to completely stop the truck. Depress
the button on the side to release the detent lock, then
move the control lever to the desired position. When
the control lever is in the center N position, it is in
NEUTRAL. When the control lever is in the P
position, it is in PARK, and the parking brake will be
applied. The parking brake is spring applied and
hydraulically released. It is designed to hold the truck
stationary when the engine is off and the key switch
is turned OFF. The truck must be completely stopped
before moving the control lever to PARK, or damage
may occur to the parking brake.
When the key switch is ON, and the control lever is in
PARK, parking brake indicator light (A3, Figure 5-10)
in the overhead panel will be illuminated.
FIGURE 5-7. CENTER CONSOLE

1. Center Console
2. Directional Control Lever
3. Override/Fault Reset Switch The directional control lever must be in PARK to
4. Engine Shutdown Switch start the engine.
5. L.H. Window Control Switch NOTE: Do not move the directional control lever to
6. R.H. Window Control Switch the PARK position at the shovel or dump site.
7. Hoist Control Lever
8. Retarder Speed Control Dial The operator can select FORWARD drive by moving
9. Retarder Speed Control Switch the lever to the F position.
10. Data Store Button The operator can select REVERSE drive by moving
11. KOMTRAX Plus Snapshot In Progress Light the lever to the R position. Do not allow the control
12. Link Energized Light (red) lever to travel too far and go into the PARK position
13. Service Engine Light (blue) when REVERSE is desired.
14. 12V Auxiliary Power Outlets
NOTE: The truck must be completely stopped before
the control lever is moved to a drive position or into
PARK. A fault will be recorded if the control lever is
placed into the PARK position while the truck is still
moving.

Override/Fault Reset Switch Hoist Control Lever
This push-button switch (3, Figure 5-7) is spring- Hoist control (7, Figure 5-7) is a four position hand-
loaded to the OFF position. When pushed in and operated lever located between the operator seat
held, this switch may be used for several functions. and the center console (see illustration below).
• The switch permits the operator to override the

body-up limit switch and move the truck forward
when the directional control lever 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!
• The push-button deactivates the retard pedal
function when the truck speed is below 5 kph (3
mph). Raising The Dump Body
• The switch is also used to reset an electric 1. Pull the lever to the rear to actuate the hoist
system fault that is indicated by a red warning circuit. Releasing the lever anywhere during
light. Refer to Overhead Status/Warning “hoist up” will place the body in HOLD at that
Indicators later in this section. position.
2. Raise engine rpm to increase hoist speed.
Engine Shutdown Switch 3. Reduce the engine speed as the last stage of
the hoist cylinders begin to extend, then let the
Engine shutdown switch (4, Figure 5-7) is engine go to low idle as the last stage reaches
used for engine shutdown. Pull the switch half-extension.
up to stop the engine. Push the switch 4. Release the hoist lever as the last stage
back down to enable engine operation. reaches full extension.
5. After the material being dumped clears the
body, lower the body to the frame.
SWITCH UP SWITCH DOWN Refer to Section A3, General Safety &
ENGINE OFF ENGINE ON Operating Instructions - Dumping, for more
complete details about this control.
Use this switch to shutdown the engine if the key
switch fails or to stop the engine without turning off Lowering The Dump Body
the 24 VDC electrical circuits. Move the hoist lever forward to the DOWN
position and release. Releasing the lever places
A ground level engine shutdown switch is also hoist control valve in the FLOAT position,
located at the left front corner of the truck. allowing the body to return to the frame.
Window Control Switches

Control switches (5 and 6, Figure 5-7) are spring-
loaded to the OFF position. Pushing the front of the
switch raises the left hand or right hand cab window.
Pushing the rear of the switch lowers the window.

Retarder Speed Control (RSC) Adjustment Dial With the RSC switch on and dial adjusted, the
system will function as follows:
RSC adjustment dial (8, Figure 5-7) allows the
operator to vary the downhill truck speed that the As the truck speed increases to the “set” speed and
retard speed control system will maintain when the throttle pedal is released, dynamic retarding will
descending a grade. This function can be overridden apply. As the truck speed tries to increase, the
by the throttle pedal, retard lever, or brake/retard amount of retarding effort will automatically adjust to
pedal. keep the selected speed. When the truck speed
decreases, the retarding effort is reduced to maintain
When the dial is rotated counterclockwise the selected speed. If the truck speed continues to
toward this symbol, the truck will descend decrease to approximately 5 kph (3 mph) below the
a grade at lower speeds. “set” speed, dynamic retarding will turn off
When the dial is rotated clockwise toward automatically. If the truck speed must be reduced
this symbol, the truck speed will increase. further, the operator can turn the dial to a new setting
or depress the brake/retarder pedal.
If the operator depresses the foot operated retard
NOTE: Always refer to the grade/speed chart in the pedal and the retard effort called for is greater than
operator's cab and follow the recommendations for that from the automatic system, the foot pedal retard
truck operation. DO NOT exceed these will override RSC.
recommended MAXIMUM speeds when descending
grades with a loaded truck.
Throttle pedal position will override the RSC setting. Retarder Speed Control (RSC) Switch
If the operator depresses the throttle pedal to
Retarder speed control switch (9, Figure 5-7) turns
increase truck speed, dynamic retarding will not
the system on and off. Push the knob in for OFF and
come on unless the truck overspeed setting is
pull the knob out to turn the system ON.
reached or the brake/retarder pedal is used. When
the throttle pedal is released and the RSC switch is
ON, dynamic retarding will come on at, or above, the
RSC dialed speed and will adjust the truck speed to,
and maintain, the dialed speed.
To adjust the RSC control, pull up switch (9) and start
with dial (8) rotated toward fastest speed while
driving truck at the desired maximum speed. Release
the throttle pedal to let the truck coast and turn the
RSC adjusting dial slowly counterclockwise until
dynamic retarding is activated. Dynamic retarding will
now be activated automatically anytime the “set”
speed is reached, the RSC switch is on, and the
throttle pedal is released.

Data Store Button DIAGNOSTIC PORTS
Button (10, Figure 5-7) is for use by qualified
KOMTRAX Plus Diagnostic Port
maintenance personnel to record in memory a
“snapshot” of the AC drive system. It will also trigger Diagnostic port (1, Figure 5-8) is used to download
KOMTRAX Plus to store a snapshot of the truck truck operation data from the KOMTRAX Plus
operating system. Light (13, Figure 5-7) will stay controller.
illuminated while KOMTRAX Plus is recording the
snapshot. Interface Module (IM) Diagnostic Port
Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
KOMTRAX Plus Snapshot In Progress Light
Payload Meter Diagnostic Port
Light (11, Figure 5-7) is an indicator that will
illuminate while KOMTRAX Plus is in the process of Diagnostic port (3) is used to download data from the
taking a snapshot of machine data. payload meter system. Refer to Section M20,
Payload Meter III, for a more complete description of
the payload meter and its functions.
Link Energized Light Truck Control Interface (TCI) Diagnostic Port
Light (12, Figure 5-7) is a red indictor that, when Diagnostic port (4) is used to access diagnostic
illuminated, indicates that the AC drive system is information for the Truck Control Interface (TCI).
energized. No one is permitted to work on the AC
drive system while this light is illuminated. Propulsion System Controller (PSC)
Diagnostic Port
Diagnostic port (5) is used to access diagnostic
Service Engine Light information for the Propulsion System Controller.
Light (13, Figure 5-7) is a blue indicator that will
Engine Diagnostic Port (CENSE)
illuminate if a problem is detected by the electronic
engine monitoring system. 3-pin diagnostic port (6) is used to access diagnostic
information for the engine monitoring system.
Electric propulsion and dynamic retarding will still be
available. Engine Diagnostic Port (QUANTUM)
If this light is ON, notify maintenance personnel so 9-pin diagnostic port (7) is used to access diagnostic
they can diagnose and repair the problem the next information for the engine monitoring system.
time the truck is in the shop for repairs or at the next
PM (Preventive Maintenance) interval.
12V Auxiliary Power Outlets

Outlets (14, Figure 5-7) can be used to provide
12VDC power for tools and accessories.
N050264
FIGURE 5-8. DID PANELDIAGNOSTIC PORTS

1. KOMTRAX Plus 5. PSC Diagnostic Port
Diagnostic Port 6. Engine Diagnostic
2. IM Diagnostic Port Port (CENSE)
3. Payload Meter 7. Engine Diagnostic
Diagnostic Port Port (QUANTUM)
4. TCI Diagnostic Port

INSTRUMENT PANEL
The operator must understand the function and operation of each instrument and control. Control functions are
identified with “international” symbols that the operator should learn to recognize immediately. This knowledge is
essential for proper and safe operation.
Items that are marked “optional” do not apply to every truck.
Control Symbols
Many control functions are identified with international symbols that the operator should learn to recognize
immediately. 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
instrument panel.
This symbol may be used alone

or with another symbol. This
This symbol when it appears on
symbol identifies the OFF
an indicator or control identifies
position of a switch or control.
that this indicator or control is
NOT used.
This symbol may be used alone

or with another symbol. This
This symbol identifies a rotary
symbol identifies the ON position
control or switch. Rotate the knob
of a switch or control.
clockwise or counterclockwise for
functions.
This symbol identifies the

“Pushed-In” position of a push-
This symbol identifies a switch
pull switch or control.
used to test or check a function.
Press the switch on the side near
the symbol to perform the test.
This symbol identifies the

“Pulled-Out” position of a push-
pull switch or control.

FIGURE 5-9. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Key Switch 14. Speedometer/Payload Meter Display
2. Engine Shutdown Timer Switch 15. Left Turn Signal Indicator
3. Air Conditioner Compressor Switch * 16. Coolant Temperature Gauge
4. Rotating Beacon Switch (optional) 17. Lamp Check Switch
5. Heated Mirrors Switch (optional) 18. Light Switch (3-Way)
6. AC Drive System Rest Switch 19. Ladder Light Switch
7. Wheel Brake Lock Switch 20. Backup Light Switch
8. Hazard Lights Switch 21. Fog Light Switch
9. Heater/Air Conditioner Vents 22. Payload Meter Switch
10. Engine Oil Pressure Gauge 23. Panel Illumination Lights Dimmer Switch
11. Right Turn Signal Indicator Light 24. Hydraulic Oil Temperature Gauge
12. Digital Tachometer 25. Engine Hourmeter
13. High Beam Headlight Indicator 26. Fuel Level Gauge
* Earlier models may not be equipped with this feature.

Key Switch Engine Shutdown Timer Switch
Engine shutdown timer switch (2,
Figure 5-9) is a 3-position, rocker
type switch with OFF, ON and
MOMENTARY positions. When
used, the engine is allowed to idle
for approximately five minutes
before actual shutdown occurs.
The delayed shutdown feature allows the engine to
cool down slowly, reducing internal temperatures as
coolant is circulated through the engine.
Refer to Delayed Engine Shutdown Procedure in
Section A3, Operating Instructions, for instructions
on using this feature.
Air Conditioner Compressor Switch

Key switch (1, Figure 5-9) is a four-position switch
(if equipped)
(ACC, OFF, RUN, START). The ACC position is not
currently used. Air conditioner compressor switch
(3, Figure 5-9) provides the
When the switch is rotated one position clockwise, it
operator the option to disable the
is in the RUN position and all electrical circuits
A/C compressor when the cab
(except START are activated).
heater is being used. The A/C
1. With the directional control lever in PARK, compressor will operate whenever
rotate key switch fully clockwise to START the blower fan is ON, regardless of
position, and hold this position until engine whether heating or cooling is being used. This
starts. START position is spring-loaded to return feature will help improve the service life of the A/C
to RUN when key is released. compressor.
2. After the engine has started, place rest switch
(4, Figure 5-9) in the OFF position to deactivate
the rest mode of operation. Rotating Beacon Switch (optional)
Rotating beacon switch (4, Figure
5-9) is used to activate the rotating
beacon (if equipped) on top of the
operator cab.
Heated Mirrors Switch (optional)

Heated mirrors switch (5, Figure 5-
9) is used to activate the heated
mirrors (if equipped) on both sides
of the truck.

AC Drive System Rest Switch Wheel Brake Lock Switch
Rest switch (6, Figure 5-9) is a Wheel brake lock switch (7, Figure 5-
rocker switch with a locking 9) should be used with engine
device for the OFF position. A running for dumping and loading
small tab must be pushed to operations only. The brake lock
unlock the switch before it can be switch actuates the hydraulic brake
depressed to the ON position. system which locks the rear wheel
When in the ON position, an service brakes only. When pulling
amber lamp in the switch will illuminate. into shovel or dump area, stop the
truck using the foot-operated service
The switch should be in the ON position to de-
brake pedal. When truck is
energize the AC drive system whenever the engine is
completely stopped and in loading
to be shutdown or the truck will be parked for a length
position, apply the brake lock by pressing the top of
of time with the engine running. The directional
the rocker switch. To release the brake, press the
control lever must be in PARK or NEUTRAL and the
bottom of the rocker switch.
vehicle not moving to enable this function. This will
allow the engine to continue running while the AC NOTE: Use at the shovel and dump only to hold the
drive system is de-energized. truck in position.
Amber indicator light (B6, Figure 5-10) in the
overhead panel will illuminate when the rest mode is
activated.
Do not use the wheel brake lock switch to stop

the truck unless foot-operated treadle valve is
inoperative. Use of this switch applies rear
Activation of the rest switch alone DOES NOT service brakes at a reduced, unmodulated
completely ensure that the drive system is safe pressure. Do not use brake lock for parking. With
to work on. Refer to Section A3, Safety, for more engine stopped, hydraulic pressure will bleed
information on servicing an AC drive truck. down, allowing brakes to release.
Check all “link-on” or “link energized” indicator
lights to verify that the AC drive system is de-
energized before performing any maintenance on Hazard Warning Lights
the drive system. DO NOT activate the rest switch
while the truck is moving! The truck may Hazard warning light switch (8, Figure
unintentionally enter the rest mode after 5-9) flashes all the turn signal lights.
stopping. Pressing the bottom of the rocker
switch activates these lights. Pressing
the top of the rocker switch turns
these lights off.
Heater/Air Conditioner Vents

Heater/air conditioner vents (9, Figure 5-9) may be
directed by the operator to provide the most
comfortable cabin air flow.

Engine Oil Pressure Gauge Left Turn Signal Indicator
Engine oil pressure gauge (10, Indicator (15, Figure 5-9) illuminates to indicate that
Figure 5-9) indicates pressure in the the left turn signals are operating when the turn
engine lubrication system. signal lever is moved downward. Moving the lever to
its center position will turn the indicator off.
Normal operating pressure after
engine warm-up should be:
Idle: 138 kPa (20 psi) minimum
Coolant Temperature Gauge
Rated Speed: 310 - 483 kPa (45 - 70 psi)
Coolant temperature gauge (16,
Figure 5-9) indicates the
Right Turn Signal Indicator temperature of the coolant in the
engine cooling system. The
Indicator (11, Figure 5-9) illuminates to indicate that temperature range after engine
the right turn signals are operating when the turn warm-up and with the truck
signal lever on the steering column is moved upward. operating under normal conditions should be
Moving the lever to its center position will turn the 85° - 97°C (185° - 207°F).
indicator off.
Lamp Check Switch

Digital Tachometer
Lamp check switch (17, Figure 5-9)
Digital tachometer (12, Figure 5-9) registers engine is provided to allow the operator to
crankshaft speed in hundreds of revolutions per test the indicator lamps prior to
minute (rpm). starting the engine. To test the
lamps and the warning horn, turn
the key switch to the RUN position
Governed Speed
and press the bottom side of the
Low Idle 750 rpm rocker switch for the CHECK position. All lamps
High Idle 1910 rpm should illuminate except those which are for optional
equipment that may not be installed. The warning
Full Load 1900 rpm
alarm should also sound. Any lamp bulbs which do
not illuminate should be replaced before operating
the truck. Releasing the spring-loaded switch will
High Beam Indicator allow the switch to return to the OFF position.
When lit, high beam indicator (13, Figure 5-9) NOTE: Do not use the lamp check switch while the
indicates that the headlights are on high beam. To engine is on. Pressing this switch while the engine is
switch the headlights to high beam, push the turn on will cause false electrical system faults. Warning
indicator lever away from the steering wheel. For low light (D5, Figure 5-10) will illuminate and engine
beam, pull the lever toward the steering wheel. shutdown is required to turn it off.
Speedometer/Payload Meter Display Light Switch (3-Way)

Speedometer/payload meter display (14, Figure 5-9) The instrument panel lights,
indicates the truck speed in kilometers per hour (kph) clearance lights, and the headlights
or in miles per hour (mph). The display also shows are controlled by this three-position
payload meter information. For more information, see rocker type switch (18, Figure 5-9).
Section M20, Payload Meter III. 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 lights, clearance lights and tail lights only.
Press the top of the switch again until it reaches the
second detent to select headlights, panel lights,
clearance lights and tail lights.

Ladder Light Switch Panel Illumination Light Dimmer Switch
Ladder light switch (19, Figure 5-9) Panel illumination light dimmer switch
turns the ladder lights on or off after (23, Figure 5-9) is a rheostat which
or before using ladder. Pressing the allows the operator to vary the
top of the rocker switch turns the brightness of the instruments and
lights on. Pressing the bottom of the panel illumination lights.
switch turns the lights off. Another
Rotating knob to the full counterclockwise position
switch is mounted at the front left of truck near the
turns panel lights on to brightest condition. Rotating
base of ladder.
knob clockwise continually dims lights until the OFF
NOTE: This switch can be used to activate the lights position is reached at full clockwise rotation.
whenever the key switch is in the ON position.
Hydraulic Oil Temperature Gauge

Backup Light Switch Hydraulic oil temperature gauge
Backup light switch (20, Figure 5-9) (24, Figure 5-9) indicates the
allows the backup lights to be turned hydraulic oil temperature. There
on for added visibility and safety are two colored bands: green and
when the directional control lever is red.
not in the REVERSE position. When Green indicates normal operation.
the switch is in the ON position,
backup light indicator (B4, Figure 5-10) in the As the needle approaches the red zone, minimum
overhead panel will be illuminated. engine idle speed will increase to help cool the oil.
Red indicates high oil temperature. Continued
operation could damage components in the hydraulic
Fog Light Switch system. Warning lights (A1, Figure 5-10) and (E1) in
the overhead panel will illuminate when the
Pressing the top of fog light switch temperature exceeds a certain level (when the
(21, Figure 5-9) turns the lights on. needle enters the red zone). If this occurs, the
Pressing the bottom of the switch operator should safely stop the truck, move
turns the lights off. directional control lever to PARK and operate the
engine at 1200 - 1500 rpm to reduce system
temperature.
NOTE: If the temperature gauge does not move into
Payload Meter Switch the green range after a few minutes, and the warning
lights do not go out, shut down the truck and notify
Payload Meter switch (22, Figure 5-9)
maintenance personnel immediately.
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. Engine Hourmeter
The lower position is the SET position. Engine hourmeter (25, Figure 5-9)
The SET position is used to set the registers the total number of hours
operator ID, or clear the load and total the engine has been in operation.
ton counters. Refer to Section M20, Payload Meter
III, for a more complete description of the payload
meter system and its functions.
Fuel Gauge
Fuel gauge (26, Figure 5-9)
indicates how much diesel fuel is in
the fuel tank. See Section P2,
Lubrication & Service, for the fuel
tank capacity.

OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-10. OVERHEAD STATUS / WARNING INDICATOR
Row / Indicator Indicator Color Row / Indicator Indicator Color

Column Description Wire Index Column Description Wire Index
A1* High Brake Oil Temp. Red-24VIM/34TL A5 No Propel/ No Retard Red-12M/75-6P1
B1* Low Steering Pressure Red-12F/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Press. Red-12F/33K Warning
D1 Not Used C5 Propulsion System Amber -12F/34TW1

Temperature
E1 Low Brake Pressure Red-12F/33L
D5 System/Component Red-24VIM/311MLI
A2* Low Hydraulic Oil Level Red-12F4/34LL Failure
B2* Low Automatic Amber-12MD8/ E5 Battery Charge System Red-24VIM/11BCF1
Lubrication Pressure 68LLP Failure
C2* Circuit Breaker Tripped Amber-12MD3/31CB A6 NO PROPEL Red-12M/75NPI
D2* Hydraulic Oil Filter Amber-12MD/39 B6 Propulsion System @ Amber-12M/72PR1
E2* Low Fuel Amber-24VIM/38 Rest
A3* Park Brake Applied Amber-24VIM/52AL C6* Propulsion System Not Amber-12MD/72NR1
Ready
B3* Service Brake Applied Amber-12MD/44L
D6* Reduced Propulsion Amber-12MD/72LP1
C3* Body Up Amber-12MD6/63L
System
D3* Dynamic Retarding Amber-12MD/44DL
E6* Retard @ Continuous Amber-12MD/76LR1
E3 Stop Engine Red-12M/31MT Level
A4* Starter Failure Amber-21SL/24VIM
* Brightness for these indicator lamps can be
B4* Manual Back-Up Lights Amber-12MD/47L
adjusted by using dimmer control (12, Figure 5-1).
C4* Engine Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R
E4* Check Engine Amber-12MD7/419

Indicator lights that are amber (yellow) in color alert During truck operation, the low steering pressure
the operator that the indicated truck function requires warning light, low brake pressure warning light, and
some precaution when lighted. warning alarm will turn on if steering system
hydraulic pressure drops below 15 860 kPa (2,300
Indicator lights that are red in color alert the operator
psi).
that the indicated truck function requires immediate
action by the operator. Safely stop the truck and turn • If the light illuminates momentarily (flickers) while
off the engine. turning the steering wheel at low truck speed and
low engine rpm, this may be considered normal
DO NOT OPERATE THE TRUCK WITH A RED and truck operation may continue.
WARNING LIGHT ILLUMINATED!
• If the indicator lights illuminate at a higher truck
Refer to Figure 5-10 and the descriptions below for speed and high engine rpm, do not operate the
explanations of the symbols. Location of the symbols truck.
is described by rows (A - E) and columns (1 - 6).
A1. High Hydraulic Oil Temperature

This red warning light indicates If the low steering warning light continues to
that the brake oil temperature is illuminate and the alarm continues to sound, low
too high. The low brake pressure steering pressure is indicated. The remaining
warning light will also illuminate. pressure in the accumulators allows the operator
to control the truck to a stop. If the oil pressure
If these lights come on, the continues to decrease, the brake auto-apply
operator should safely stop the feature will activate and the service brakes will
truck, move the directional control apply automatically to stop the truck. Do not
lever to PARK and operate the engine at 1200 - 1500 attempt further operation until the malfunction is
rpm to reduce system temperature. located and corrected.
If temperature gauge (24, Figure 5-9) does not move 1. Stop the truck as quickly as possible by using
into the green range after a few minutes, and the the foot pedal to apply the service brakes. If
warning lights do not go out, turn off the engine and possible, steer the truck to the side of the road
notify maintenance personnel immediately. while braking.
2. As soon as the truck has stopped moving, shift
the directional control lever to PARK. This will
apply the parking brake.
3. Slowly release the service brakes to check the
If temperature gauge does not move into the capacity of the parking brake. If the parking
green range after a few minutes, and the red brake can not hold the truck stationary, apply
overhead indicator light does not go out, stop the the service brakes and hold them ON. DO NOT
engine and notify maintenance personnel turn the key switch OFF, and do not release the
immediately. service brakes.
4. Notify maintenance personnel immediately.
5. If the truck is on level ground, or if the parking
B1. Low Steering Pressure
brake can hold the truck stationary and the truck
When the key switch is turned ON, is in a stable condition, it is then OK to turn the
this red warning light will illuminate key switch OFF.
and the warning buzzer will sound 6. If safe to do so, have maintenance personnel
until the steering system hydraulic place wheel chocks or other mechanisms in
pressure reaches 15 860 kPa front or behind the wheels to reduce the risk of
(2,300 psi). Both will remain on until the truck rolling.
the accumulator has been charged.
7. If traffic is excessive near the disabled machine,
mark the truck with warning flags during day-
light hours or use flares at night. Adhere to local
regulations.

C1. Low Accumulator Precharge Pressure A2. Low Hydraulic Tank Level
This red warning light indicates low This red warning light indicates
nitrogen precharge for the steering that the oil level in the hydraulic
accumulator(s). To check for proper tank is below the recommended
accumulator precharge, the engine level. Damage to the hydraulic
must be stopped and the hydraulic pumps may occur if operation
system must be completely continues. Shut down the truck
depressurized. Turn the key switch and notify maintenance personnel
to RUN. The warning light will not come on if the immediately.
system is properly charged. The warning light will
flash if the nitrogen precharge in the accumulator(s)
is below 7 585 ± 310 kPa (1,100 ± 45 psi). B2. Low Automatic Lubrication System Pressure
This amber indicator light will
illuminate if the automatic
lubrication system fails to reach
If the low accumulator precharge warning light 13 790 kPa (2,000 psi) at the
flashes, notify maintenance personnel. Do not junction block located on the rear
attempt further operation until the accumulators axle housing within one minute
have been properly charged with nitrogen. after the lube timer initiates a
Sufficient pressure for emergency steering may cycle of grease. To turn the light off, turn key switch
not be available if the system is not properly OFF, then back to ON again. Notify maintenance
charged. personnel at shift change.
D1. Not used C2. Circuit Breaker Tripped

This light is reserved for future use This amber indicator light will
by the AC drive system. illuminate if any of the circuit
breakers in the relay circuit control
boards are tripped. The relay circuit
boards are located in the electrical
control cabinet.
E1. Low Brake Pressure NOTE: Additional circuit breakers are in the operator
This red warning light indicates a cab behind the center console. However, tripping of
malfunction within the hydraulic these circuit breakers should not activate this light.
brake circuit. If this light comes on
and warning buzzer sounds, shut
down the truck and notify D2. Hydraulic Oil Filter Monitor
maintenance personnel. Adequate
This amber indicator light indicates
hydraulic oil is stored to allow the
a restriction in the high pressure
operator to safely stop the truck.
filter assembly for either the
steering or hoist circuit. This light
will come on before the filters start
to bypass. Notify maintenance
personnel as soon as possible after
the 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 E3. Stop Engine
When the usable fuel remaining in This red warning light will illuminate
the tank is approximately 950 liters if a serious engine malfunction is
(250 gallons), this amber indicator detected in the electronic engine
light will flash twice and the control system. Electric propulsion
warning buzzer will also sound to the wheel motors will be
twice. Then, the warning buzzer discontinued. Dynamic retarding will
will sound once more and the still be available if needed to slow or stop the truck.
indicator light will remain illuminated. This will repeat
every 15 minutes while the fuel level is still low.
A3. Parking Brake Stop the truck as quickly as possible in a safe

This amber indicator light will illu- area and move the directional control lever to
minate when the parking brake is PARK. TURN OFF THE ENGINE IMMEDIATELY.
applied. The parking brake is Additional engine damage is likely to occur if
applied by placing the directional operation is continued.
control lever in the PARK position. Listed below are a few conditions that could cause
the stop engine light to illuminate:
• Low Oil Pressure - red warning light will
B3. Service Brake
illuminate, but engine does not shutdown.
This amber indicator light will • Low Coolant Level - red warning light will
illuminate when the service brake illuminate, but engine does not shutdown.
pedal is applied or when wheel
brake lock or emergency brake is • Low Coolant Pressure - red warning light will
applied. Do not attempt to drive the illuminate, but engine does not shutdown.
truck from a stopped position with • High Coolant Temperature - red warning light will
the service brakes applied, except illuminate, but engine does not shutdown.
as noted in Section 30, Operating Instructions -
Starting On A Grade With A Loaded Truck.
A4. Cranking Motor Failure
C3. Body Up illuminate when either starter motor
This amber indicator light will (of two) fails to crank the engine,
illuminate if the body is not leaving just one cranking motor to
completely down on the frame. The start the engine. With only one
truck should not be driven until cranking motor doing the work of
body is down and the light is off. two, the motor life will be shortened. If this indicator
illuminates, truck operation may continue, but
maintenance personnel should be alerted as soon as
possible.
D3. Dynamic Retarding
This amber indicator light
illuminates whenever the brake/ B4. Backup Lights
retarder pedal (or retarder lever) is
operated, retarder speed control This amber indicator light will
(RSC) switch is activated, or the illuminate when backup light switch
automatic overspeed retarding (20, Figure 5-9) is turned ON.
circuit is energized, indicating that the dynamic
retarding function of the truck is operating.

C4. Engine Shutdown Timer - 5 Minute Idle B5. Propulsion System Warning
When engine shutdown timer This amber indicator light indicates
switch (2, Figure 5-9) has been a drive system fault has occurred.
activated, this amber indicator light Many faults will result in a speed
will illuminate to indicate that the limit restriction, which could be as
shutdown timing sequence has low as 16 kph (10 mph). The
started. Information detailing the operator must notify maintenance
operation of this switch is outlined earlier in this personnel immediately.
section.
C5. Propulsion System Temperature

D4. Retard Speed Control (RSC) Indicator
This amber indicator light is indicates that the drive system
illuminated when RSC switch (9, temperature is above a certain
Figure 5-7) is pulled out to the ON level. When this condition occurs,
position. The light indicates that the the operator should consider
retarder is active. It is for feedback modifying truck operation in order
only and does not signal a problem. to reduce system temperature.
The operator is not required to stop the truck at this
time.
E4. Check Engine
D5. System/Component Failure
illuminate if a malfunction is
detected by the engine electronic This red warning light indicates
control system. that the interface module system
detected a failure somewhere on
If this indicator illuminates, truck
the truck. There are many
operation may continue, but
conditions that could trigger the
maintenance personnel should be alerted as soon as
light to illuminate.
possible.
If this warning light illuminates, the operator should
safely stop the truck, move selector switch to PARK,
A5. No Power shut the engine off, and notify maintenance
This red indicator light indicates
that a fault has occurred which has
eliminated the retarding and
propulsion capability. A warning
buzzer will also sound.
If this condition occurs, the operator should safely

stop the truck, move the directional control lever to
PARK, turn off the engine, and notify maintenance

E5. Battery Charging System C6. Propel System Not Ready
Failure
This amber indicator light functions
This red warning light indicates during start-up much like the
that a problem has been detected hourglass icon on a computer
in the charging system, and screen. This light indicates the
system voltage is outside the computer is in the process of
normal operating range. performing the self-diagnostics
and set-up functions at start-up.
If this warning light illuminates, the safely stop the
Propulsion will not be available at this time.
truck, move directional control lever to PARK, shut off
the engine, and notify maintenance personnel
immediately. If truck operation continues, and the
battery voltage drops below 20 volts, the propulsion D6. Reduced Propulsion
system will not operate, but retarding will still be This amber indicator light
available. illuminates if the full AC drive
The following conditions will also illuminate this light: system performance in propulsion
is not available. At this time, the
• Battery voltage below 24.5V, engine rpm above only event that should activate this
1450. Resets at 26V.
light is the use of “limp home”
• Battery voltage below 23V with engine off. mode. This mode of operation
Resets at 25.5V. requires a technician to enable.
• Battery voltage above 32V with engine operating.
Resets at 27.5V.
E6. Retard At Continuous Level
When the drive system detects that
A6. No Propel any of its components has reached
This red warning light indicates that maximum temperature, this amber
a fault has occurred which has indicator light will flash for 15
eliminated the propulsion seconds, then illuminate steadily
capability. If this condition occurs, when the retarding performace is
the operator should safely stop the limited to the continuous level. The
truck, move the directional control operator should control the speed of the truck in
lever to PARK, turn off the engine, accordance to the “continuous speeds” on the grade/
and notify maintenance personnel immediately. speed chart.
B6. Propel System At Rest

illuminates if the AC drive system is
de-energized and propulsion is not
available. This light is activated
when rest switch (6, Figure 5-9) is
turned ON and the AC drive system
is de-energized. Link energized
light (12, Figure 5-7) on the rear of the center console
should NOT be illuminated at this time.

REAR AXLE LIGHT BAR
FIGURE 5-11. REAR AXLE LIGHT BAR

1. Backup Light 3. Brake Light
2. Retard Light 4. Backup Alarm
NOTE: The brake light is functional at all times regardless of key switch position. All other lights (and the backup
alarm) are only functional with the key switch in the RUN position.
Backup Lights Brake Light

Backup lights (1, Figure 5-11) illuminate when the Brake light (3) will illuminate when the operator
operator moves the directional control lever to depresses the brake pedal. The red light signals to
REVERSE. The lights can also be activated by using traffic that the truck is slowing.
the backup light switch in the cab. Using the switch
turns the lights on regardless of directional control
lever position. Backup Alarm
Backup alarm (4) will sound when the operator
moves the directional control lever to REVERSE.
Retard Lights
The alarm can also be turned on by using the backup
Retard lights (2) will illuminate when the operator light switch. Using the switch turns the alarm on
uses the retard function to slow the truck. The amber regardless of directional control lever position.
light signals to traffic that the truck is slowing.

KOMTRAX PLUS
Operation
This system uses KOMTRAX Plus controller
(formerly known as VHMS) (6, Figure 5-13) to gather The KOMTRAX Plus system uses wireless
data about the operation of the truck from sensors components that transmit via radio waves. It is
and other controllers installed on the truck. The data necessary to conform to local laws when using
stored in KOMTRAX Plus is collected by a laptop this system.
personal computer (PC) or transmitted directly by
communications satellite (utilizing the ORBCOMM Proper operation of the system is dependent on
controller). This data is then compiled at the Komatsu good reception. Operating in tunnels, mountain
computer server. Based on this information, the ranges and covered areas may prevent
servicing Komatsu distributor will suggest communication of the system.
improvements and provide information aimed at
reducing machine repair costs and downtime. Contact your Komatsu distributor before selling
NOTE: A contract is necessary before KOMTRAX or exporting a truck equipped with KOMTRAX
Plus can be used. Contact your Komatsu distributor Plus. It may be necessary to remove the system
for more information. before transfer of ownership.
Contact your Komatsu distributor before

installing equipment that may interfere with the
KOMTRAX Plus system.
DO NOT disassemble, repair, or modify the
KOMTRAX Plus system without proper Komatsu is not responsible for any failures that
authorization. Changes to the system may cause result from neglecting KOMTRAX Plus system
machine failures and fire. precautions and instructions.
DO NOT touch the KOMTRAX Plus system

components during machine operation.
DO NOT pull on KOMTRAX Plus system wiring

harnesses, connectors, or sensors. This may Orbcomm is a two-way radio communication
cause short circuits or open circuits and lead to device. Wireless signals from the system can
machine failure or fire. interfere with other wireless signals in the area.
This interference can cause a malfunction in a
DO NOT allow water, dirt, or oil onto system blast zone resulting in an unintended detonation.
components. Know the locations of blast zones in the area and
keep a safe distance to avoid unintentional
The Orbcomm satellite requires the installation of blasts. If the machine is operating within a
a pole and antenna, adding to the overall height distance of 12m (40 ft) of a blast zone, disconnect
of the machine. The height increase is 410 mm the Orbcomm harness. Failure to do so could
(16.2 in.). With the guard installed, the overall result in serious injury or death.
height increases another 260 mm (10.2 in.). Use
caution when operating in areas with height This warning does not supersede requirements
restrictions. or regulations of the area or country where this
machine is in operation. The following
specifications are provided to ensure compliance
with all of the applicable requirements or
regulations:
Anyone with a pacemaker must remain a
Transmit power: 5-10 Watts
minimum of 22 cm (9 in.) from the
Operating Frequency Range: 148 - 150 MHz
communications antenna. Radio waves from the
antenna can interfere with pacemaker operation.

NOTE: The Orbcomm modem installed from the During normal truck operation, the red LED digits on
factory on all new trucks may not be approved for the KOMTRAX Plus controller will count from 00-99
use in certain countries of the world. Local regulation continuously.
may prohibit the use of the Orbcomm modem/ When the key switch is turned OFF, the KOMTRAX
satellite communicator. Depending on local Plus controller will remain on while it finishes
regulation, you may need to either remove the processing internal data and saves the recent data
modem or disconnect it and remove the antenna. into permanent memory. When the data has been
Check with KAC service for assistance and preferred safely stored, the two digit LED display will turn OFF.
action in your area. This process could take up to three minutes to
complete.
The following is a list of "at risk" countries: China,
Russia, Serbia, Tanzania, Senegal, Zambia,
Botswana and Namibia.
If 24V power is disconnected (using the battery
disconnect switches) from the KOMTRAX Plus
When data store button (1, Figure 5-12) is pressed
controller before it has completed its shut down
on the back side of the center console, it will store a
procedure, the KOMTRAX Plus controller will
“snapshot” of the electric drive system. It will also
lose all data gathered since the key switch was
trigger the KOMTRAX Plus system to store a
last turned ON. Do not disconnect battery power
“snapshot” of the truck operating system. Indicator
until the KOMTRAX Plus controller has
light (2, Figure 5-12) will stay illuminated while the
completed the shut down procedure and has
KOMTRAX Plus system is recording the “snapshot”,
turned the LED digits off.
which lasts for 7.5 minutes.
The KOMTRAX Plus system is turned on by the truck
key switch. Immediately after receiving 24V power
from the key switch, the KOMTRAX Plus controller
begins the power-up initialization sequence. This
sequence takes about three seconds, during which
time red LED digits (7, Figure 5-13) display a circular
sequence of flashing LED segments.
FIGURE 5-13. KOMTRAX PLUS COMPONENTS

FIGURE 5-12. CENTER CONSOLE, REAR VIEW
1. Antenna 5. Interface Module
1. Data Store Button 2. Wireless Bridge 6. KOMTRAX Plus
2. KOMTRAX Plus Snapshot In Progress Light 3. Orbcomm Controller Controller
4. Green LED Light 7. Red LED Lights

Orbcomm controller (3, Figure 5-13) transmits data Basic Precautions
through antenna (1, Figure 5-14) mounted on top of
• When using this truck, there is no particular need
the cab. The antenna coaxial cable is routed through to operate the KOMTRAX Plus system.
the inside of the cab to protect it from damage. If the
antenna or coaxial cable is damaged, replace the • Never disassemble, repair, or modify the
parts. KOMTRAX Plus system. This may cause failure
or fire on the machine or this system.
• Do not touch the system when operating the
machine.
• Do not pull on the wiring harnesses, connectors.
or sensors of this system. This may cause short
circuits or disconnections that lead to failure or
fire on the machine or this system.
• Do not get water, dirt or oil on the system
controllers.
• If there is any abnormality with the KOMTRAX
Plus system, please consult the servicing
Komatsu distributor.
FIGURE 5-14. ORBCOMM ANTENNA

1. Orbcomm Antenna 2. Magnetic Base
Interface Module
Interface module (3, Figure 5-13) receives data from
the sensors installed on the truck and sends this FIGURE 5-15. DIAGNOSTIC PORTS
information to the KOMTRAX Plus controller. There (D.I.D. PANEL AT REAR OF CAB)
is a small green LED light on the face of the
1. IM Diagnostic Port
controller. With the key switch ON, the light must be
2. KOMTRAX Plus Diagnostic Port
blinking. If the light is continuously illuminated, there
is a problem in the controller.
When a new interface module controller is installed
on the truck, new software has to be installed inside
the controller. IM-Diag connector (1, Figure 5-15) is
used to connect the interface module to a laptop PC
for installing software.

KOMATSU WIRELESS BRIDGE Switching to the KWB_SETUP Network
(Optional) The computer should be on the same network as the
KWB. It will be necessary to "create a profile" for the
General Information
new network. Check the wireless adaptor's manual
The Komatsu wireless bridge (2, Figure 5-13) allows for details.
for the transfer of information from the KOMTRAX 3. Configure the new profile as follows:
Plus controller to a laptop computer with wireless
network capabilities. The information that is • Set the profile name to KWB_SETUP.
downloaded through the KWB (Komatsu wireless • Set the SSID to KWB_SETUP.
bridge) is the same information that is gathered
• Select the wireless network type as "ad hoc."
during a manual download from the KOMTRAX Plus
system. Downloads can be performed with the laptop • In the security settings, select "no encryption"
computer located on or near a stationary truck, or the or a similar setting.
computer can be located close to a path of moving • Select channel 11 (most adaptors will
trucks. Total download time is approximately 10 automatically select a channel).
seconds. If only a portion of the data is downloaded
while the truck is passing by a laptop computer, the Some wireless adaptor software allows the setting of
remaining information will be downloaded the next a static IP address and subnet mask for each profile.
time a data download occurs. If this option is available, complete the following
steps:
The wireless bridge transmits data using antenna (1).
a. Set the IP address to 192.168.0.xxx, where
Communication Setup xxx is any number between 1 and 255. 123
is recommended if only one computer will be
A computer running a Microsoft® operating system used to interact with the KWB. If multiple
(with a wireless network adaptor) is required to computers are used, each must be set to a
download data from the KWB. The individual steps different IP address.
required are different depending upon the computer
operating system and each computer’s specific Set the subnet mask to 255.255.0.0. If asked for a
wireless adaptor. default gate-way, this may be assigned the same IP
Please refer to the computer and/or adaptor manuals address as the computer.
for further details.
1. Ensure that the KWB:
• shows power and function (LEDs illuminated)
• has not been previously setup
• is within range of the computer
2. Use the computer to scan for any available
wireless networks. The computer should find a
network with KWB_SETUP as its SSID (SSID =
Service Set Identifier). If this SSID is present
the KWB is transmitting correctly. Switch to the
KWB_SETUP network.
If the KWB_SETUP SSID is not detected, verify

all connections to the KWB. If all connections
are correct, the KWB will need to be reset.
Reset the KWB by pushing the reset button (2,
Figure 5-16) next to the connector plug.
NOTE: A KWB_SETUP SSID could be transmitted
by another laptop computer and not by the desired
KWB. Power down any other wireless sources with
an SSID of KWB_SETUP.

Setting the Computer Subnet Mask and IP Windows Vista:
Address 1. Click on the Windows menu, right click on
If the adaptor software does not allow for setting an "Network" then select "Properties." A window
IP address, then this must be done manually. will open with the option "Manage network
connections" as one of the options on the left
The Windows TCP/IP settings must be modified for side. Select that option.
the correct subnet mask and an adequate IP
address. The steps to reach the point where the 2. A new window showing all available networks
TCP/IP settings can be modified vary according to will open. Right click on the wireless network to
the operating system and are described below. The be used to connect to the KWB and select
actual steps for making the changes to the settings "Properties." Vista will inquire if this was an
are described for the following operating systems. intentional selection; select "Continue."
Continue to the topic of “Properties”.
Windows 2000:
Properties
1. Click on the start menu, select settings and then
"Network and Dial-up Connections." Once the window with the list of available protocols is
2. Right click on the wireless network adaptor and shown, the TCP/IP should then be selected. Click on
select "properties." Skip instructions for other "Properties" and bring up a window for setting the IP
Operating Systems and continue to the topic of address and the subnet mask (alternatively, double
“Properties”. click on TCP/IP). Before making any changes, write
down the current settings. These settings will be
Windows XP: needed to restore the original computer settings if
1. Click on the start menu, right click on "My needed.
Networks" and select "Properties." A window 3. Select "Use the following IP address," then set
with all available networks will be shown. the IP address to 192.168.0.xxx, where xxx
2. Right click on the wireless network and select represents any number between 1 and 255. 123
"Properties." Skip instructions for Windows is generally used. However, no two computers
Vista and continue to the topic of “Properties”. should use the same IP address). The subnet
mask should now be set to 255.255.0.0. If a
gateway address is requested, this is set to the
same as the IP address.
This prepares the computer to communicate with the
KWB and to interact with the automatic download
software.
NOTE: The previous steps are not necessary if the
software that comes with the computer/adaptor
allows an IP address and mask to be assigned to
each profile. This is done automatically by selecting
the profile.
It may be necessary to repeat these steps to restore
the computer settings when connecting to another
network.
FIGURE 5-16. RESET LOCATION
1. Komatsu Wireless 2. Reset Button Hole

Bridge

Setting Up the KWB Adding Encryption
The KWB is preset from the factory. It is It is recommend that encryption be added.
recommended that the SSID be changed at setup to 1. On "Wireless Security Mode," select WEP128.
establish a unique identity from other KWBs. No In "WEP key 1", using only numbers and the
previously installed KWBs should show up as letters from "A" to "F," input a 26 character long
KWB_SETUP. passkey, for example
Changing the network channel may be necessary. "0123456789ABCDEF0123456789" (a more
For example, if another network in the vicinity uses complex combination should be used). All
channel 11 for transmission, the KWB may interfere KWBs that are to be in the same network
with this network. should have the same WEP key, SSID, and be
If the information downloaded from the KOMTRAX on the same channel.
Plus controller is considered sensitive and private,
then the KWB data should be encrypted. 2. Keep a record of the key.
Once the computer has been setup correctly the NOTE: If a more secure encryption method is
KWB may be setup using a web browser as follows: desired, consult a network professional to setup WPA
encryption.
1. On the KWB, label locate the IP address.
3. If the "DHCP Client Name" is blank, input the
2. Type the KWB IP address into the address bar KWB IP address in this field before pressing the
of a web browser (just the numbers and the "Save" button at the bottom of the page. No
periods). further network settings are required.
3. When prompted to enter a User Name and 4. Once the KWB is reset, all the settings will be
Password, enter "dpac" for both. applied. Reset the KWB when prompted or, if
4. The initial screen that is displayed will show the you prefer to review the settings, click on
current status of the KWB. Select "Network" "Networks" and, when reviewing is complete,
from the top right corner. click on "Reset." Both of these options are in the
5. Change the SSID to any name. (for example, blue bar under "KWB-1".
"KOMTRAX controller"). The SSID is used to
separate networks. If one computer will be used
to download data from excavators, one from Final Computer Settings
haul trucks, and one from dozers, then the KWB
Once the KWB SSID is changed, the KWB is no
that will be installed on these machines could
longer in the KWB_SETUP network. In order to
have their SSID set to "KOMTRAX_dig,"
establish communications with the KWB, the
"KOMTRAX_haul," and "KOMTRAX_push"
computer must be setup to have the same settings
respectively. This would make excavators and
as the KWB. Follow steps 1 through 3 beginning in
haul trucks invisible to the computer setup to
“Communication Setup”, but use the new settings to
download data from dozers. All KWBs that are
create a different network profile. Once all setting are
to be in the same network should be set to the
complete, typing the KWB IP address in the
same SSID.
browser's address bar should open the KWB settings
If the default channel (11) is used by another network page. This confirms that the KWB and the computer
in the vicinity, change the channel. It is preferable to are on the same network.
assign channels that are at least three channels
Once the steps described above have been
apart.
performed, the computer will have two network
profiles in the program that manages the network
adaptor. The KWB_SETUP profile should remain in
the list in order to setup other KWBs in the future.
The other profile will be the one used to
communicate with the existing KWB. For both
networks, the computer IP address can remain the
same. Therefore, Step 3 as described in “Switching
to the KWB_SETUP Network” is not required. If the
computer is also used to connect to the internet,
select "obtain IP address automatically" when
connecting to the internet.

Data Downloading Resetting the KWB
To obtain the software for data downloading from the It may be necessary to reset the KWB. For example,
KOMTRAX Plus controller, go to the Komatsu if the WEP key was incorrectly typed when setting up
Extranet (https://www.komatsuamerica.net). the KWB, it will not be possible to connect to that
KWB without the correct key.
1. Select KOMTRAX / VHMS / PLM.
2. Select VHMS / PLM, then select SOFTWARE. 1. Remove the power by turning OFF the key or
by disconnecting the harness from the KWB.
3. Select KWB - Komatsu Wireless Bridge
(Wireless Download Software). Load and install 2. Lightly insert, press and hold a paperclip into
the software. The icon "VHMS Controller Auto the hole on the connector face. To prevent
Download Tool" will be created during the damage to the internal switch do not use sharp
download process. objects.
3. Restore power to the KWB while keeping the
Running the software for the first time will offer the
reset switch depressed. The LEDs should begin
opportunity to choose a login name and password;
to flash. The KWB is now reset.
"user" should be used for "User Name" and "1" for
"Password." This may change this the next time the NOTE: After a reset, the KWB will revert to the
software is run. Clicking "OK" will start the download KWB_SETUP SSID.
tool. If any KWBs are within range and are connected
to the VHMS controller, the tool will automatically
download all the data from each VHMS controller. 4. Switch to the KWB_SETUP SSID network. The
IP address after a reset will be 192.168.1.0.
The auto-download software will not download from
5. When setting the KWB, the IP address must be
KOMTRAX Plus controllers that have not had the
changed from the reset IP address. Use the
vehicle data setup (this is a consideration only when
address on the KWB label.
replacing a KOMTRAX Plus Controller or installing a
KOMTRAX Plus Controller for the first time nor will
any KWB that is not connected to a KOMTRAX Plus
controller show up in the list of available download KWB Lights
sources. Once the data from one vehicle has been
downloaded, the tool will not perform another
download for that vehicle until 20 hours have passed. Table 1: KWB LIGHTS
It is possible to force a download by right clicking on Name Description
a vehicle in "View." Vehicles in "View" are shown in CONN Reserved for future use.
the top list; vehicles that have been previously in When ON, the KWB is operational.
"View" are shown in the lower list. When OFF, the KWB may not be
set for Ad-Hoc, or it may be
LINK damaged. An ON condition is not
an indication that the antenna or
antenna cable is in good condition
or that the antenna is connected.
When ON, the KWB has an IP
address. When OFF, the KWB may
CFG be configured for DHCP (DHCP
should not be selected for ad-hoc
mode).
When ON, the KWB is receiving
power and is operational. When
POST
OFF, the KWB may not be powered
or it may be defective.

NOTES

SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024 Index P1-1

NOTES
P1-2 Index P01024

SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLING SYSTEM SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Coolant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Filling the Reserve Oil Tank (Remote Fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Inline Screen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
10 HOUR (DAILY) INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
P02040 7/11 Lubrication and Service P2-1

NOTES
P2-2 Lubrication and Service 7/11 P02040

GENERAL HYDRAULIC TANK SERVICE
Recommended preventive maintenance will contrib- There are two sight gauges (1, Figure 40-1) on the
ute to the long life and dependability of the truck and side of the hydraulic tank. With the engine stopped,
its components. The use of proper lubricants and the key switch OFF, hydraulic system depressurized, and
performance of checks and adjustments at the rec- body down, the oil level should be visible in the cen-
ommended intervals is most important. ter of the top sight gauge. If the oil level is not visible
in the center of the top sight gauge, follow the
Lubrication requirements are referenced to the lube
instructions below for adding oil.
key found in the Lubrication Chart (page 2-5). For
detailed service requirements for specific compo- Adding Oil
nents, refer to the shop manual section for that com-
ponent (for example, Section H for suspensions, NOTE: Keep the system open to the atmosphere
Section L for hydraulic system, etc). only as long as absolutely necessary to lessen
chances of system contamination.
Refer to the manufacturer's service manual when
servicing any components of the General Electric Service the tank with clean Type C-4 hydraulic oil
propulsion system. only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
Refer to engine manufacturer's service manual when
servicing the engine or any of its components. 1. Make sure that the engine is stopped, key
switch is OFF, hydraulic system is
The service intervals presented here are in hours of depressurized, and body is down
operation. These intervals are recommended in
2. Remove fill cap (2) and add hydraulic oil until
place of an oil analysis program which may
the oil level is visible in the center of the top
determine different intervals. However, if the truck
sight gauge.
is being operated under extreme conditions, some or
all of the intervals may need to be shortened and the 3. Install the fill cap.
service should be performed more frequently. 4. Start the engine. Raise and lower the dump
body three times.
The 930E truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system 5. Check the hydraulic oil level again with the
provides for nominal amounts of lubricant to be deliv- engine stopped, key switch OFF, hydraulic
ered to each serviced point. The lubrication injectors system depressurized, and body down.
can be adjusted to vary the amount of lubricant deliv- 6. Repeat Steps 1 - 5 until the oil level is
ered. In addition, the timer for lubrication intervals is maintained in the center of the top sight gauge.
normally adjustable. For adjustments to these
devices, refer to Section 42, Automatic Lubrication
System.
SERVICE CAPACITIES
U.S.
Component/System Liters
Gallons
Crankcase (including 4 oil filters) 280 74
Komatsu SSDA16V160 Engine
Cooling System 594 157
Komatsu SSDA16V160 Engine
Hydraulic System 1325 350
Refer to “Hydraulic Tank Service”
Wheel Motors (each side) 95 25
Fuel Tank (Diesel fuel only) 4542 1200 FIGURE 2-1. HYDRAULIC TANK SERVICE
1. Sight Gauges 2. Fill Cap

COOLING SYSTEM SERVICE Coolant Specifications
Check the coolant level sight gauge. If coolant can- • For ambient temperatures of -25° F (-32° C) and
not be seen in the sight gauge, add coolant to the above, use a standard 50/50 anti-freeze-to-water
system before truck operation. Refer to the proce- mixture.
dure below for the proper filling procedure. • For arctic climates with ambient temperatures
between -25° F (-32° C) and -65° F (-54° C), use
Radiator Filling Procedure a 60/40 anti-freeze-to-water mixture.
NOTE: Do not use propylene glycol coolant in arctic
climates. Only use ethylene glycol coolants.
The cooling system is pressurized due to thermal Unacceptable Practices

expansion of coolant. Do not remove the radiator
• Use of high-silicate anti-freeze.
cap while the engine and coolant are hot. Severe
burns may result. • Under concentration or over concentration of
Extended Service Additive (SCA).
NOTE: If coolant is added using the Wiggins service
center, the radiator cap must still be removed before • Use of anti-freezes/coolants that are not fully
adding coolant. formulated for extended service intervals.
Engine coolant must always be visible in the sight • Use of sealing additives (stop-leak) in the cooling
system.
gauge before truck operation.
• Use of soluble oils in the cooling system.
1. With the engine and coolant at ambient
temperature, remove the radiator cap. • Use of poor-quality water. See the engine
2. Fill the radiator with the proper coolant mixture manufacturer’s specifications for water quality
requirements.
until coolant is visible in the sight gauge.
3. Install the radiator cap. • Use of anti-freeze, Extended Service Additive
(SCA) or coolant filter(s) that do not meet the
4. Run the engine for five minutes, then check the engine manufacturer’s specifications.
coolant level.
• Use of Treated Water coolant.
5. If coolant is not visible in the sight gauge,
repeat Steps 1 - 4. Any excess coolant will be • Use of coolants with less than 40 percent
discharged through the vent hose after the antifreeze.
engine reaches normal operating temperature.
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.
FIGURE 2-2. COOLING SYSTEM SERVICE

1. Sight Gauge 2. Radiator Cap

RESERVE OIL TANK SERVICE Oil should always be visible in the bottom sight
gauge. If not, add oil to the reserve oil tank until oil is
The reserve engine oil system is designed to add visible in the top sight gauge.
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must • Never add oil to the engine unless it has been
still be checked every shift by using the dipstick. If completely drained.
the engine oil level is not correct, check for proper • If the engine oil has been drained from the oil
operation of the reserve engine oil system. Never pan, new oil must be added to the oil pan. Do not
add oil to the engine unless it has been drained. use the oil in the reserve oil tank to fill an
empty engine oil pan.
If the engine oil has been drained from the oil pan,
new oil must be added to the engine oil pan before • After an oil change, both the engine and reserve
starting. Do not use the oil in the reserve tank to fill oil tank must be full of oil before starting the
an empty engine with oil. After an oil change, both engine.
the engine and reserve tank must be full of oil before
starting the engine.
Filling the Reserve Oil Tank (Remote Fill)
With the engine running, check the operation of the
red LED light on the pump. 1. Connect the supply hose from the new oil
supply to the quick disconnect coupling on the
• Continuously on - Pump 1 is withdrawing oil truck. Open the valve on the supply hose to
from the engine sump and bringing down the oil
apply pressure.
level.
2. Pull power switch (2, Figure 40-3) to turn the
• Regular pulsing - Pump 2 is returning oil to the system ON.
engine sump and raising the oil level.
3. Push start switch (3). VALVE OPEN light (5)
• Irregular pulsing - Oil is at the correct running should illuminate and the filling process will
level. begin.
4. When tank is full, VALVE OPEN light (5) will
turn off and FULL light (4) will illuminate.
5. Close the valve in the supply hose.
6. Press and hold start switch (3) for a couple of
seconds.
7. Disconnect the supply hose from the quick
disconnect coupling on the truck.
8. Push power switch (2) to turn the system OFF.
Inline Screen
There is an inline screen located at the inlet of the fill
valve. This screen does not require periodic mainte-
nance, but it can be cleaned by removing the screen
and back flushing.
FIGURE 2-3. REMOTE FILL CONTROL BOX

1. Remote Control Box 4. FULL Light
2. Power Switch 5. VALVE OPEN Light
3. Start Switch

QUICK FILL SERVICE CENTER
The service center (Figure 2-4) can be located on
TABLE 1: MAXIMUM FIll PRESSURES
either side of the truck and is used to fill system flu-
ids. Table 1 shows the maximum recomended fill Fill System kPa psi
pressures for the service center. Engine Crankcase 345 50
Reserve Tank 862 125
Hydraulic Tank 345 50
Coolant 345 50
Grease 10 342 1,500
FIGURE 2-4. SERVICE CENTER

1. Hydraulic Oil 3. Engine Oil
2. Radiator Coolant 4. Grease

LUBRICATION CHART

10 HOUR (DAILY) INSPECTIONS
NOTE: “Lube Key” references are to the Lubrication Chart on page P2-7.
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 and unusual noise. Check the
condition and alignment of the alternator and fan belt.
3. RADIATOR - Check the coolant level and fill the
radiator with the proper coolant mixture according to
Coolant Specifications on page P2-4. Refer to the
engine service manual for additional coolant
recommendations.
4. ENGINE -
1. Check the oil level. To obtain an accurate
measurement, remove the dipstick and wipe it
off. Then reinsert the dipstick and remove it
again to check the oil level. Refer to the engine
service manual for oil recommendations. (Lube
Key “A”)
2. Check the oil level in the reserve tank. The oil
level should be visible in the center of the top
sight gauge. If it is not, add oil to the reserve
tank until the oil level is visible in the center of
the top sight gauge. Also, with the engine
running, check the operation of the LED monitor
light. Refer to Section M31, Reserve Engine Oil
System.
3. Make sure that the exhaust piping is secure.
4. Check for abnormal noises and fluid leaks.
5. Check the operating indicator of the eliminator
filter.
5. HYDRAULIC TANK - Check the oil level in the tank.
Add oil if necessary. Refer to Hydraulic Tank Service
on page P2-3. (Lube Key “B”)
6. WHEELS AND TIRES -
1. Inspect the tires for wear and proper inflation.
2. Check for embedded debris in the treads.
3. Check for damaged, loose or missing wheel
mounting nuts and studs. Replace damaged or
missing hardware and tighten to standard torque
before truck operation.

10 HOUR (DAILY) INSPECTIONS (Cont.)
7. COOLING AIR DUCTWORK - Inspect the ductwork
from the blower to the rear axle. Make sure that the
ductwork is secure, undamaged and unrestricted.
8. AIR INTAKE PIPING - Check all mounting hardware,
joints and connections. Make sure that there are no
air leaks and all hardware is properly tightened.
9. AIR CLEANERS - Check the air cleaner restriction
gauges in the operator cab. The air cleaners should
be serviced if the gauges show a maximum restriction
of 25 inches of H2O vacuum.
Refer to Section C5 for servicing instructions. Empty
the air cleaner dust caps. After service, push the reset
button on face of gauges to return the gauges to zero.
10. CAB AIR FILTER - In extremely dusty conditions,
check this filter daily and service as frequently as
required. See the 250 Hour Lubrication and
Maintenance Checks for the cleaning procedure.
11. WASHER FLUID - Check the level of washer fluid in
the bottle behind the cab. Fill as needed.
12. FUEL TANK -
1. Check the quick fill fuel receivers for excessive
wear, leaks and mud buildup.
2. Check the vent on top of the fuel tank for mud
buildup or any other obstructions. Clean if
necessary. See the 1000 Hour Lubrication and
Maintenance Checks for cleaning instructions.
13. FUEL FILTERS - Drain any water from the bottom
drain valve on each fuel separator.
14. AUTO LUBE SYSTEM -
1. Check the reservoir grease level. Fill as
required. (Lube Key “D”)
2. When filling the grease reservoir, check the
grease filter indicator. Clean or replace the
grease filter if a problem is indicated.
3. Inspect the system for leaks and check for
proper operation. Make sure that the following
important areas are receiving adequate amounts
of grease. (Lube Key “D”)
• Steering Linkage
• Final Drive Pivot Pin
• Rear Suspension Pin Joints (Upper and Lower)
• Body Hinge Pins
• Hoist Cylinders Pins (Upper and Lower)
• Anti-Sway Bar (Both Ends)

50 HOUR LUBRICATION AND MAINTENANCE CHECKS

*1. FUEL FILTERS - Replace the fuel filters. Refer to the
engine operation and maintenance manual for filter
replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace the filter
elements. Check the oil level. Add oil as necessary.
(Lube Key “B”)
* These checks are required only after the initial 50 hours of operation, such as the commissioning of a new
truck or after installing a new or rebuilt component.

(Lube Key “B”)
* This check is required only after the initial 100 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.

(Lube Key “B”)
* This check is required only after the initial 250 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.

250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Cont.)
All 10 Hour (Daily) Inspections should also be performed at this time.

2. ENGINE -
1. Change the engine oil. Refer to the engine
operation and maintenance manual for engine
oil specifications. (Lube Key “A”)
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. Take
an engine oil sample for analysis. Refer to engine operation
and maintenance manual for specific oil and filter change
intervals.
2. Replace the engine oil filters. Follow the
instructions of the filter manufacturer, which are
normally printed on the outside of the filter. Do
not use a wrench or strap to tighten filter
elements.
3. Change the reserve tank oil filter.
4. Check the tension and condition of each
accessory drive belt. Refer to the engine
operation and maintenance manual for specific
adjustment instructions.
5. Check the torque on the cooling fan mounting
capscrews. Tighten to 237 N•m (175 ft lb).
3. COOLING SYSTEM -
1. Check the coolant level and fill the radiator with
the proper coolant mixture according to Coolant
Specifications on page P-4. Refer to the engine
operation and maintenance manual for additional
coolant recommendations.
2. Change the coolant filters. Refer to the engine
operation and maintenance manual for coolant
filter replacement instructions.
3. Check the cooling system hoses for damage
and deterioration. Replace as necessary.
4. FUEL FILTERS - Change the fuel filters. Refer to the
engine operation and maintenance manual for filter
replacement instructions.
5. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B4, Fuel Tank - Cleaning.

250 HOUR LUBRICATION AND MAINTENANCE (Cont.)
6. STEERING LINKAGE - Check the torque on the pin
retaining nuts for the steering cylinders and tie rods.
Tighten to 1017 N•m (750 ft lb).
7. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Make sure that each bearing of the cross and
bearing assembly is receiving grease. Replace
bearings if any wear is detected. (Lube Key “D”)
8. REAR WHEEL MOUNTING - Use a flashlight and a
mirror on a long rod to inspect all inner and outer
wheel mounting nuts and studs. Check for loose,
damaged or missing hardware.
If wheel mounting nuts and studs must be tightened

or replaced, the outer wheel must be removed for
access. Refer to Section G for the procedures.
9. REAR AXLE HOUSING - Check the rear axle housing
for oil leaks by removing the two drain plugs on the
bottom of the axle housing. If oil is present, the cause
of the leak must be found and corrected before
operating the truck.
10. FRONT WHEEL HUB - Remove the magnetic plugs
from the front wheel hub covers and check for debris.
Clean the plugs and perform any necessary repairs.
11. MOTORIZED WHEELS -
1. Check for the correct oil level. Rotate the wheel
so that the magnetic plug is at the 6 o’clock
position and remove the plug. The oil level
should be even with the bottom of the plug
opening.
2. Inspect the magnetic plugs for ferrous materials.
Service the wheel motor as necessary.
12. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
13. AUTOMATIC LUBRICATION SYSTEM - Perform the
250 hour checks as outlined in Automatic Lubrication
System, Section P, in this manual.
14. DUMP BODY PADS - Check the pads, shims and
mounting hardware for wear and proper tightening.
15. BATTERIES - Check the electrolyte level and add
water if necessary.
16. BODY-UP AND HOIST LIMIT SWITCHES - Check
the operation of the switches. Clean any dirt from the
sensing areas and inspect the wiring for damage.

17. CAB RECIRCULATION AIR FILTER - Clean the filter
element with mild soap and water. Rinse completely
and allow to air dry before reinstalling the filter.
18. CAB AIR FILTER - Clean the filter element with mild
soap and water. Rinse completely and dry with
pressure air of 275 kPa (40 psi) maximum. Reinstall
the filter.

All 10 Hour (Daily) Inspections and 250 Hour Lubrication and Maintenance Checks should also be performed 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
hydraulic tank breathers and high pressure filter
(Lube Key “B”)
3. HYDRAIR® SUSPENSION - Check for proper piston
extension (front and rear).
4. THROTTLE AND BRAKE PEDAL - Lubricate the
treadle 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 LEVER LINKAGE - Check the lever operation.
Clean, lubricate and adjust the linkage as necessary.
6. PARKING BRAKE - Refer to Section J7, Parking
Brake, for the recommended inspections.

7. RESERVE ENGINE OIL SYSTEM -
1. Check the electrical system connections for
tightness, corrosion and damage. Check the
battery, oil pressure switch, junction boxes,
remote control box and the circuit breakers.
2. Examine all electrical cables over their entire
length for possible damage.
3. Inspect all reserve engine oil system hoses for
leaks, cracks or other damage. Check all fittings
for tightness, leakage or damage.
8. BLADDER ACCUMULATORS - Check the precharge
pressure. Failure to maintain the correct precharge
pressure may result in bladder failures.
9. TIE ROD - Check the torque on the locknuts for the tie
rod threaded rod ends. Refer to Tie Rod Inspection
and Torque Procedure in Section G3, Front Wheel
Hub and Spindle
9. WHEEL MOTOR OIL - Change or filter the wheel
motor oil. The oil must be filtered/changed earlier if oil
analysis indicates contaminated oil.
10. KOMTRAX PLUS DATA DOWNLOAD - Perform a
data download from the KOMTRAX Plus controller
and send the data to WebCARE. Refer to Section D in
the shop manual for more detailed instructions.
11. FRAME AND AXLE BOX INSPECTION - Wash the
truck, clean all of the weld joints, and visually inspect
the entire frame and axle box for cracking or damage.

All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, and 500 Hour Lubrication and
Maintenance Checks should also be performed at this time.

1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainers. Refer to Section L3. Refill the
hydraulic tank. (Lube Key “B”)
2. RADIATOR - Clean the cooling system with a good
quality cleaning compound. Flush with water.
Fill the radiator with the proper coolant mixture
according to Coolant Specifications on page P-4.
Refer to the engine service manual for additional
coolant recommendations.
3. FUEL TANK - Remove the vent on top of the fuel tank
and clean it in solvent. Dry the breather with
pressurized air and install it on the tank.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
(Lube Key “D”)
5. AUTOMATIC BRAKE APPLICATION - Make sure that
the brakes are automatically applied when the brake
pressure decreases below the specified limit. Refer to
Section J4, Brake Circuit Check-Out Procedure.
5000 HOUR MAINTENANCE CHECKS

All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, 500 Hour Lubrication and
Maintenance Checks, and 1000 Hour Lubrication and Maintenance Checks should also be performed at this time.

1. AIR CLEANERS - Clean the Donaclone tubes in the
precleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C5, Air Cleaners.

NOTES

SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Vent Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Over Pressure Cut Off Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Relief Valve (unloader valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Lubricant Required For System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
P03033 12/11 Automatic Lubrication System P3-1

INJECTORS (SL-1 Series “H”) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P3-2 Automatic Lubrication System 12/11 P03033

AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION During the down stroke, the pump cylinder is
extended into the grease. Through the combination
The automatic lubrication system is a pressurized
of shovel action and vacuum generated in the pump
lubricant delivery system which delivers a controlled
cylinder chamber, the grease is forced into the pump
amount of lubricant to designated lube points. The
cylinder. Simultaneously, grease is discharged
system is controlled by an electronic timer which
through the outlet of the pump. The volume of grease
signals a solenoid valve to operate a hydraulic motor
during intake is twice the amount of grease output
powered grease pump. Hydraulic oil for pump
during one cycle. During the upstroke, the inlet check
operation is supplied by the truck steering circuit.
valve closes. One half of the grease taken in during
Grease output is proportional to the hydraulic motor the previous stroke is transferred through the outlet
input flow. A pump control manifold, mounted on top check and discharged to the outlet port.
of the hydraulic motor, controls input flow and
pressure. A 24VDC solenoid mounted on the
manifold turns the pump on and off.
The pump is driven by the rotary motion of the Over-pressurizing the system, modifying parts,
hydraulic motor, which is then converted to using incompatible chemicals and fluids, or
reciprocating motion through an eccentric crank using worn or damaged parts may result in
mechanism. The reciprocating action causes the equipment damage and/or serious personal
pump cylinder to move up and down. The pump is a injury.
positive displacement, double-acting type as grease
output occurs on both the up and the down stroke.
• DO NOT exceed the stated maximum
working pressure of the pump or the
lowest rated component in the system.
• Do not alter or modify any part of this
system unless approved by the factory.
• Do not attempt to repair or disassemble
the equipment while the system is
pressurized.
• Make sure that 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. Repair or
replace worn or damaged parts
immediately.
This equipment generates very high grease
pressure. Extreme caution must be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS through the skin and into the body causing
serious bodily injury including possible need for
1. Hose From Filter 6. Override Switch amputation. Adequate protection is
2. Vent Hose 7. Vent Valve recommended to prevent splashing of material
3. Hydraulic Motor 8. Pipe Plug onto skin or into the eyes.
4. Pressure Reducing 9. Pump Assembly If any fluid appears to penetrate the skin, get
Valve 10. Flow Control Valve emergency medical care immediately! Do not
5. Solenoid Valve 11. Pressure Switch treat as a simple cut. Tell attending physician
12. Grease Reservoir exactly what fluid was injected.

FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION
1. L.H. Suspension, Bottom Bearing 13. R.H. Anti-Sway Bar Bearing

2. L.H. Hoist Cylinder, Top Bearing 14. R.H. Suspension, Top Bearing
3. L.H. Hoist Cylinder, Bottom Bearing 15. Grease Reservoir
4. L.H. Anti-Sway Bar Bearing 16. Vent Hose
5. L.H. Suspension, Top Bearing 17. Pipe Plug (Oil Level)
6. L.H. Body Pivot Pin 18. Pressure Switch, N.O. - 20 684 kPa (3,000 psi)
7. R.H. Body Pivot Pin 19. Grease Pump
8. Grease Supply From Pump 20. Vent Valve
9. R.H. Suspension, Bottom Bearing 21. Filter
10. R.H. Hoist Cylinder, Top Bearing 22. Grease Supply to Injectors
11. R.H. Hoist Cylinder, Bottom Bearing 23. Injectors
12. Rear Axle Pivot Pin 24. Pressure Switch, N.O. - 13 790 kPa (2,000 psi)

SYSTEM COMPONENTS Flow Control Valve
Filter Flow control valve (10, Figure 3-1), mounted on the

manifold, controls the amount of oil flow to the
Filter assembly (21, Figure 3-2), mounted on the hydraulic motor. The flow control valve has been
grease reservoir, filters the grease prior to refilling the factory adjusted and the setting should not be
reservoir from the shop supply. A bypass indicator disturbed.
alerts service personnel when the filter requires
replacement. Solenoid Valve
Hydraulic Motor and Pump Solenoid valve (5, Figure 3-1), when energized,
allows oil to flow to the hydraulic motor.
Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully
hydraulically operated grease pump. An integrated Vent Valve
pump control manifold is incorporated with the motor
With vent valve (7, Figure 3-1) closed, the pump
to control input flow and pressure.
continues to operate until maximum grease pressure
NOTE: The pump crankcase oil level must be is achieved. As this occurs, the vent valve opens and
maintained to the level of the pipe plug (17, Figure 3- allows the grease pressure to drop to zero, so the
2). If necessary, refill with 10W-30 motor oil. injectors can recharge for their next output cycle.
Lubrication Cycle Timer

The solid state lubrication cycle timer provides a 24
VDC timed-interval signal to energize solenoid valve
(3, Figure 3-3) providing oil flow to operate the
Hydraulic oil supply inlet pressure must not grease pump motor. This timer is mounted in the
exceed 24 132 kPa (3500 psi). Exceeding the Electrical Interface Cabinet.
rated pressure may result in damage to the
system components and personal injury. Over Pressure Cut Off Switch
Pressure switch (18, Figure 3-2) is a normally open
switch set at 20 684 kPa (3,000 psi). This switch de-
Grease Reservoir energizes the pump solenoid relay if the grease line
pressure reaches the switch pressure setting, turning
Reservoir (12, Figure 3-1) has an approximate
off the motor and pump.
capacity of 41 kg (90 lb) of grease. When the grease
supply is replenished by filling the system at the Grease Pressure Failure Switch
service center, the grease is passed through the filter
to remove contaminants before it flows into the Pressure switch (24, Figure 3-2) is a normally open
reservoir. switch set at 13 789 kPa (2,000 psi). If the
appropriate grease pressure is not achieved during
Pressure Reducing Valve the normal pump cycle, the warning system will be
activated, illuminating the warning lamp in the
Pressure reducing valve (4, Figure 3-1), located on
overhead display to notify the operator a problem
the manifold, reduces the hydraulic supply pressure
exists in the lube system.
(from the truck steering circuit) to a suitable operating
pressure for the hydraulic motor used to drive the Injectors
lubricant pump. The pressure control valve has
been factory adjusted and the setting should not Each injector (23, Figure 3-2) delivers a controlled
be disturbed unless grease output pressure is amount of pressurized lubricant to a designated lube
outside the recommendations. point. Refer to Figure 3-2 for locations.
A pressure gauge can be installed where pipe plug Relief Valve (unloader valve)
(8, Figure 3-1) is located. The pressure gauge will
indicate hydraulic oil pressure to the inlet of the Relief valve (14, Figure 3-3) protects the pump from
hydraulic motor. Normal pressure is 2 241 - 2 413 high pressures. This relief valve is set at 27 580 kPa
kPa (325 - 350 psi). (4,000 psi).

SYSTEM OPERATION 6. When grease pressure reaches pressure switch
(18, Figure 3-2) setting, the switch contacts will
Normal Operation close and energize the relay RB7-K5, removing
1. During truck operation, the lubrication cycle power from the hydraulic motor/pump solenoid
timer will energize the system at a preset time and the pump will stop. The relay will remain
interval. energized until grease pressure drops
(pressure switch opens again) and the timer
2. The timer provides 24VDC to energize the
turns off.
pump solenoid valve (3, Figure 3-3), allowing
hydraulic oil provided by the truck steering 7. After the pump solenoid valve is de-energized,
pump circuit to flow to the pump motor and hydraulic pressure in the manifold drops and
initiate a pumping cycle. vent valve (11, Figure 3-3) will open, releasing
grease pressure in the lines to the injector
3. The hydraulic oil from the steering circuit is
banks. When this occurs, the injectors are then
directed through the pressure reducing valve
able to recharge for the next lubrication cycle.
(4) and flow control valve (6) before entering the
motor. Pump pressure can be read on optional 8. The system will remain at rest until the
pressure gauge (5) mounted on the manifold. lubrication cycle timer turns on and initiates a
new grease cycle.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from 9. During the normal lubrication cycle, if grease
the reservoir to the injectors (13), through a pressure fails to reach 13 790 kPa (2,000 psi)
check valve (10) and to the vent valve (11). within 120 seconds at the pressure switch
located on the rear axle housing, an amber
5. During this period, the injectors will meter the
indicator light will illuminate on the overhead
appropriate amount of grease to each
panel.
lubrication point.
FIGURE 3-3. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return 6. Flow Control Valve 11. Vent Valve
2. Hydraulic Oil Supply 7. Hydraulic Motor 12. Orifice
3. Pump Solenoid Valve 8. Grease Pump 13. Injector Bank
4. Pressure Reducing Valve 9. Pressure Switch (N.O.) 14. Relief Valve
5. Motor Pressure Gauge 10. Check Valve

GENERAL INSTRUCTIONS
Lubricant Required For System
Grease requirements will depend on ambient
temperatures encountered during truck operation:
• Above 32°C (90°F) - Use NLGI No. 2
multipurpose grease (MPG).
• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1
multipurpose grease (MPG).
• Below -32°C (-25°F) - 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 grease canister.
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
remaining injector groups.
5. Remove the caps from each injector and
connect 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 FIGURE 3-4. FILTER ASSEMBLY
the joint being greased.
1. Housing 6. Spring
2. Bypass Indicator 7. Bowl
3. O-Ring 8. O-Ring
Filter Assembly 4. Backup Ring 9. Plug
Filter element (5, Figure 3-4) must be replaced if 5. Element
bypass indicator (2) shows excessive element
restriction.

LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Check the oil level at at
the 1000 hour maintenance interval. To add oil,
remove dipstick (4, Figure 3-5) on top of the pump
housing and fill the housing to the proper level
marked on the dipstick.
NOTE: If the pump is not equipped with dipstick (4),
remove oil level plug (5) and fill the housing to the
bottom of the plug hole.
Pump Pressure Control

High pressure hydraulic fluid from the truck steering
system is reduced by the pressure reducing valve
located on the manifold on top of the pump motor.
This pressure can be read if pipe plug (3) is removed,
and a gauge is installed on the manifold.
FIGURE 3-5. AUTO LUBE PUMP CONTROLS
1. Pump Pressure Control 4. Dipstick
2. Override Switch 5. Oil Level Plug
3. Pipe Plug (Gauge Port) 6. Flow Control Valve

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 volume:
Maximum output = . . . . . 1.31 cc (0.08 in3).
Minimum output = . . . . 0.13 cc (0.008 in3).
• Operating Pressure:
Minimum - . . . . . . . 12 755 kPa (1,850 psi)
Maximum - . . . . . . . 24 133 kPa (3,500 psi)
Recommended - . . .17 238 kPa (2,500 psi)
• Maximum Vent Pressure - (Recharge)
. . . . . . . . . . . . . . . . . . . 4 137 kPa (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 -
FIGURE 3-6. TYPE SL-1 INJECTOR
1.31 cc (0.008 - 0.08 in3) of lubricant per injection
cycle. The injector piston travel distance determines 1. Adjusting Screw 11. Spring Seat
the amount of lubricant supplied. This travel is in turn 2. Locknut 12. Plunger
controlled by an adjusting screw in the top of the 3. Piston Stop Plug 13. Viton Packing
injector housing. 4. Gasket 14. Inlet Disc
5. Washer 15. Viton Packing
Turn adjusting screw (1, Figure 3-6) 6. Viton O-Ring 16. Washer
counterclockwise to increase lubricant amount 7. Injector Body Assy. 17. Gasket
delivered and clockwise to decrease the lubricant 8. Piston Assembly 18. Adapter Bolt
amount. 9. Fitting Assembly 19. Adapter
When the injector is not pressurized, maximum 10. Plunger Spring 20. Viton Packing
injector delivery volume is attained by turning the
adjusting screw (1) fully counterclockwise until the NOTE: The piston assembly (8) has a visible
indicating pin just touches the adjusting screw. At the indicator pin at the top of the assembly to verify
maximum delivery point, about 9.7 mm (0.38 in.) injector operation.
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 4.8 mm
(0.19 inch) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) 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 1/4 capacity.

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 passage (4) leading to the
measuring chamber (1) above the
injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted
to the measuring chamber (1) above
the injector piston (2) which forces
lubricant from the discharge 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 measuring
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).
Injector is now ready for the next

cycle.

PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure 4. Inspect all bearing points for a bead of lubricant
proper system operation. around the bearing seal.
Daily Lubrication System Inspection NOTE: It is good practice to manually lube each
bearing point at the grease fitting provided on each
1. Check the grease reservoir level after each shift Injector. This will indicate whether there are any
of operation. Grease usage should be frozen or plugged bearings, and it will help flush the
consistent from day-to-day operations. Lack of bearings of contaminants.
lubricant usage would indicate an inoperative
5. System Checkout
system. Excessive usage would indicate a
broken supply line. a. Remove all SL-1 injector cover caps to allow
2. Check the filter bypass indicator when filling the visual inspection of the injector cycle
reservoir. Replace the element if bypassing. indicator pins during system operation.
3. Check all grease hoses from the SL-1 Injectors b. Start the engine.
to the lubrication points. c. Actuate lube system override switch (6,
a. Repair or replace all damaged feed line Figure 3-1). The hydraulic motor and grease
hoses. pump should operate.
b. Ensure that all air is purged and all new feed d. With the grease under pressure, check each
line hoses are filled with grease before SL-1 injector assembly. The cycle indicator
returning the truck to service. pin should be retracted inside the injector
body.
4. Inspect the key lubrication points for a bead of
lubricant around the seal. If a lubrication point e. When the system is at 16 203 - 17 237 kPa
appears dry, troubleshoot and repair the (2,350 - 2,500 psi), the pump should shut off
problem. and the pressure in the system should drop
to zero, venting back to the grease reservoir.
250 Hour Inspection
f. After the system has vented, check the SL-1
1. Check all grease hoses from the SL-1 Injectors injector indicator pins. All of the pins should
to the lubrication points (see Figure 3-2). be visible. Replace or repair any defective
a. Repair or replace all worn or broken hoses. injectors.
b. Ensure that all air is purged and all new feed g. Install all injector cover caps.
line hoses are filled with grease before h. Check the lubrication timer operation.
returning the truck to service.
NOTE: With the engine on, the lube system should
2. Check all grease supply line hoses from the
activate within five minutes. The system should build
pump to the SL-1 injectors.
to 13 790 kPa (2,000 psi) at the rear axle during
a. Repair or replace all worn or broken supply normal pump cycle.
lines.
• If the system is working properly, the machine is
b. Ensure that all air is purged and all new ready for operation.
supply line hoses are filled with grease • If the system is malfunctioning, refer to the
before returning the truck to service. troubleshooting chart.
3. Check the grease reservoir level.
1000 Hour Inspection
a. Fill the reservoir if the grease level is low.
Check the filter bypass indicator when filling 1. Check the pump housing oil level using the
the reservoir. Replace the element if dipstick on top of the pump unit. If necessary,
bypassing. add SAE 10W-30 motor oil.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
c. Ensure that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.

SYSTEM CHECKOUT The time between lube events is determined by the
setting of the Off Time rotary switch (1, Figure 3-7).
To check system operation (not including timer),
Off time switch is used to select units of time.
proceed as follows:
Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
1. Remove the dust covers from the injectors. 30 minutes.
2. Start the engine. Cover (3) contains three LED windows and a manual
3. Actuate the manual override button at the pump lube switch. The LEDs indicate system operation and
assembly and observe pin movement at each status. When power is on, a green LED will
injector. illuminate. When the pump is on, another green LED
4. Check for pump, hose or injector damage or will illuminate. A red LED will illuminate when an
leakage with the system under pressure. alarm condition occurs.
5. After checking system, stop the engine.
Observing normal precautions regarding high
voltage present in the propulsion system before Lubrication Controller Adjustment
attempting to repair lube system.
The lubrication controller is factory set to the
6. Re-install the injector dust covers. following switch settings:
Lubrication Controller Check Dip Switch 1 - 120 SEC (not adjustable)
Pressing the manual lube button on the enclosure Dip Switch 2 - CONTROLLER (not adjustable)
cover will initiate a lube event (see Figure 3-7). Dip Switch 3 - MINUTES (not adjustable)
Lubrication Controller Components Dip Switch 4 - MEMORY OFF
Mode switch (2, Figure 3-7) consists of four dip Rotary Switch - 15 minutes
switches. The first, second and third dip switches are
not functional. These settings have been pre-set and
are not changeable. NOTE: Only dip switch 4 and the rotary switch are
adjustable.
The fourth dip switch is used to select “memory off”
or “memory on”. When the switch is set to “memory
off”, a lube cycle will occur each time power is turned
on. The lube cycle will start at the beginning of the on
time setting.
When the switch is set to “memory on”, the controller
will function as follows:
1. When power is turned off during ‘off time’
(between cycles), the lube cycle will resume at
the point of interruption after power is restored.
In other words, the controller will remember its
position in the cycle.
2. When power is turned off during ‘on time’
(during a cycle), the controller will reset to the
beginning of the lube cycle after power is
restored.

FIGURE 3-7. LUBRICATION CYCLE TIMER
1. Off Time Switch 3. Cover

2. Mode Switch

SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Lube system is not grounded. Correct grounding connections to pump
assembly and truck chassis.
Electrical power loss. Locate cause of power loss and repair. 24
VDC power required. Ensure key switch is
ON.
Timer malfunction. Replace timer assembly.
Solenoid valve malfunction. Replace the solenoid valve assembly.
Pump Does Not Operate
Relay malfunction. Replace relay.
Motor or pump malfunction. Repair or replace motor and/or pump
assembly. (Refer to shop manual for
rebuild instructions.)
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.
Low lubricant supply Dirt in reservoir, pump inlet clogged, filter
Pump Will Not Prime clogged.
Trapped air in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line is leaking. Check lines and connections to repair
Pump Will Not Build leakage.
Pressure Vent valve is leaking. Clean or replace vent valve.
Pump is worn or scored. Repair or replace pump assembly. (Refer
to shop manual for rebuild instructions.)
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 Replace individual injector assembly.
Injector Indicator Stem indicated by the pump building
Does Not Operate pressure and then venting.
All injectors inoperative - Service and/or replace pump assembly.
Pump build up not sufficient to cycle (Refer to shop manual for rebuild instruc-
injectors. tions.)
No system pressure to pump motor. Check hydraulic hose from steering
No 24 VDC signal at pump sole- system.
Pressure Gauge Does Not noid. Determine problem in 24 VDC electric
Register Pressure system.
Pressure reducing valve setting is
(pressure gauge not
too low. Refer to “Pressure Control Valve
included with pump)
24V Relay (RB7K8 or RB7K5) may Adjustment”.
be defective. Replace relay.

TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Pump Pressure Builds No signal at solenoid. Check timer.

Very Slowly Or Not At All
Turn on electric power to pump. “POWER”

Controller Does Not LED should light, “PUMP ON” LED should
Operate No electric power to controller.
light when “MANUAL LUBE” is pressed.
“PUMP ON” LED Lights,

But Load Connected To Printed circuit board failure. Remove and replace.
Terminals 3 & 4 Will Not
Energize
Load Connected To Failure of the printed circuit board or Remove and replace.
Terminals 3 & 4 keypad.
Energized, But “PUMP
ON” LED Does Not Light
Controller memory mode is OFF. Switch controller memory mode to ON.
Bearing Points
Excessively Lubricated
Injector output adjustment setting is Readjust to lower setting.
too high.
Timer/controller cycle time setting is Set to longer cycle time or reevaluate lube
too low. requirements.
Injector output adjustment setting is Readjust injector output setting.

too low.
Bearing Points Are Not

Sufficiently Lubricated
Timer/controller cycle time setting Set to shorter cycle time or reevaluate
does not deliver lubricant often lube requirements.
enough.
System is too large for pump output. Calculate system requirements per
planning manual.

NOTES

SECTION Q
ALPHABETICAL INDEX
A C
Accumulator Cab
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Removal and Installation. . . . . . . . . . . . . . . . . . . N2-3
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-1 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Alarm Indicating Device (AID) System . . . . . . . . . D3-7 Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Alternator Charging Procedures
24VDC Battery Charging . . . . . . . . . . . . . . . . . D10-1 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-27
Main Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-26
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1 Checkout Procedures
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 AC Drive System. . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Propulsion System Controller (PSC). . . . . . . . . E3-12
B Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Battery Truck Control Interface (TCI) . . . . . . . . . . . . . . E3-17
Charging System . . . . . . . . . . . . . . . . . . . . . . . D10-5 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-18
Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Console, Center. . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Disconnect Switches. . . . . . . . . . . . . . . . . . . . . . D2-6 Control Cabinet Components . . . . . . . . . . . . . . . E2-38
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Controller
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 KOMATSU Plus. . . . . . . . . . . . . . . . . . . . . . . . D11-14
Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Orbcomm . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Propulsion System (PSC) . . . . . . . . . . . . . . . . . . E2-5
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Conversion Charts (Metric/English) . . . . . . . . . . . . A5-6
Brakes Cooling System
Bleeding Procedure Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . J7-8 Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . L2-8
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16 Cylinders
Checkout Procedures . . . . . . . . . . . . . . . . . . . . . J4-1 Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Disc Wear Inpection . . . . . . . . . . . . . . . . . . . . . . J5-4 Steering
Parking Removal and Installation . . . . . . . . . . . . . . . .G3-13
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Secondary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
Service
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Q01061 5/11 Alphabetical Index Q1-1

D H
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-1
Diagnostic Information Display (DID) Panel . . . . . E2-7 Heaters, Engine Oil & Coolant (optional) . . . . . . . M7-1
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 Hoist Circuit
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Dump Procedure, Disabled Truck. . . . . . . . . . . . A3-30 Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Hydraulic System
E Brake Cooling System . . . . . . . . . . . . . . . . . . . . .L2-8
Electric Propulsion Components . . . . . . . . . . . . . E2-1 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
Electrical System Schematics . . . . . . . . . . . . . . . R1-1 Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-13
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-10
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
F
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
I
Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
Fault Codes/Event Codes, DID Panel . . . . . . . . . E2-8 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Filters Interface Module (IM) . . . . . . . . . . . . . . . . . . . . . D12-3
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Checkout and Troubleshooting . . . . . . . . . . . . D13-1
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
Cab Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Flow Amplifier K
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 KOMATSU Plus
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Checkout and Troubleshooting . . . . . . . . . . . . D13-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Components. . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
Fuse Block Charts . . . . . . . . . . . . . . . . . . . . . . . D3-17 Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
L
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Q1-2 Alphabetical Index 5/11 Q01061

M R
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . P2-7 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Manifold Rear Axle
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3 Removal and Installation. . . . . . . . . . . . . . . . . . .G5-1
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-1
Overcenter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-6 Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Motor, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
Retarding, Dynamic . . . . . . . . . . . . . . . . . . . . . . . . N5-7
N Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-9
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
S
O Safety, General . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Oiling and Charging Procedure, Suspension . . . . H4-1 Starter, 24VDC. . . . . . . . . . . .(Refer to Engine Manual)
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-1 Seat
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-20 Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . L7-6 Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Sling, Body Retention . . . . . . . . . . . . . . . . . . . . . A3-10
P Solenoid
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Accumulator Bleeddown . . . . . . . . . . . . . . . . . . . L4-5
Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . . .M20-1 Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-7
Pedal Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Accelerator/Throttle, Electronic. . . . . . . . . . . . . E2-46 Specifications
Brake/Retarder, Electronic . . . . . . . . . . . . . . . . E2-46 HYDRAIR® II Oil and Nitrogen . . . . . . . . . . . . H4-10
Pivot Eye/Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1 Truck Components . . . . . . . . . . . . . . . . . . . . . . . A2-3
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Propulsion System. . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Steering
Pump Accumulator Charging Procedure . . . . . . . . . . . L6-26
Auto Lube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . L6-3
Hoist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . L10-1
Steering and Brake . . . . . . . . . . . . . . . . . . . . . . L6-10 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Pressure Control Adjustment . . . . . . . . . . . . . . L10-4 Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30
Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Storage, Idle Machine . . . . . . . . . . . . . . . . . . . . . . A7-1
Suspension, HYDRAIR® II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Oiling and Charging . . . . . . . . . . . . . . . . . . . . . . H4-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Q01061 5/11 Alphabetical Index Q1-3

Switch V
Battery Disconnect. . . . . . . . . . . . . . . . . . . . . . . D2-6
Valves
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Accumulator Bleeddown Solenoid . . . . . . . . . . . .L4-5
Center Console . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . L10-11
Hydraulic Filter Indicator . . . . . . . . . . . . . . . . . . .L9-6
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . N5-15
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Key. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Low Accumulator Pressure . . . . . . . . . . . . . . . . .L4-7
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Multi-Function Turn Signal . . . . . . . . . . . . . . . . . N5-6
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Shock and Suction . . . . . . . . . . . . . . . . . . . . . . .L10-7
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
T
Tank
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 W
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Warning Indicator Lights . . . . . . . . . . . . . . . . . . . N5-20
Reserve Engine Oil . . . . . . . . . . . . . . . . . . . . . M31-3
Wear Indicator, Brake Disc . . . . . . . . . . . . . . . . . . . J5-4
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Timer
Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Engine Starter Failure Delay . . . . . . . . . . . . . . . D3-3 Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
5 Minute Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Windows, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 Windshield Wiper/Washer . . . . . . . . . . . . . . . . . . N3-3
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Auto Lube System . . . . . . . . . . . . . . . . . . . . . . P3-14
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . D10-14
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Phase Module/Chopper Module . . . . . . . . . . . E3-34
Reserve Engine Oil System . . . . . . . . . . . . . . . M31-7
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
VHMS / IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1
Q1-4 Alphabetical Index 5/11 Q01061

SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SUPPLY, BRAKE COOLING, STEERING & HOIST SCHEMATIC . . . . . . . . . EM1364
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM1358
ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4300
R01082 4/07 Index R1-1

NOTES
R1-2 Index 4/07 R01082

EM1364-0 FEB 07
HYDRAULIC SCHEMATIC
930E-4
A30462 - A30600
EM1358-0 OCT 06
HYDRAULIC BRAKE SCHEMATIC
930E-4
A30462 & UP
XS4301-2 AUG 08
ELECTRICAL SCHEMATIC
INDEX & SYMBOLS
930E-4
A30462 - A30600
Sheet 01 of 36
XS4302-1 JUN 07
GE SYSTEM BLOCK DIAGRAM
930E-4
A30462 - A30600
Sheet 02 of 36
XS4303-2 JUN 07
MAIN PROPULSION
930E-4
A30462 - A30600
Sheet 03 of 36
XS4304-1 JUN 07
24V / 15V POWER DISTRIBUTION
930E-4
A30462 - A30600
Sheet 04 of 36
XS4305-1 JUN 07
GE INVERTER FIRING
930E-4
A30462 - A30600
Sheet 05 of 36
XS4306-1 JUN 07
GE INVERTER FIRING
930E-4
A30462 -A30600
Sheet 06 of 36
XS4307-1 JUN 07
ENGINE INPUTS / OUTPUTS
930E-4
A30462 -A30600
Sheet 07 of 36
XS4308-2 JUN 07
GE / 24V - DIGITAL INPUTS / OUTPUTS
930E-4
A30462 - A30600
Sheet 08 of 36
XS4309-1 JUN 07
CONTROL PANEL - ANALOG INPUTS
930E-4
A30462 - A30600
Sheet 09 of 36
XS4310-1 JUN 07
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
930E-4
A30462 - A30600
Sheet 10 of 36
XS4311-3 OCT 07
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 - A30600
Sheet 11 of 36
XS4312-2 JUN 07
930E-4
A30462 - A30600
Sheet 12 of 36
XS4313-2 JUN 07
930E-4
A30462 - A30600
Sheet 13 of 36
XS4314-1 JUN 07
930E-4
A30462 - A30600
Sheet 14 of 36
XS4315-3 JUN 07
AUTO LUBE SYSTEM WITH WARNING
930E-4
A30462 - A30600
Sheet 15 of 36
XS4316-1 JUN 07
OPERATOR CAB - GAUGES & OPTION SWITCHES
930E-4
A30462 - A30600
Sheet 16 of 36
XS4317-2 JUL 09
HEATER / AIR CONDITIONER CONTROLS
930E-4
A30462 - A30600
Sheet 17 of 36
XS4318-1 JUN 07
WORK LIGHTS & HORN
930E-4
A30462 - A30600
Sheet 18 of 36
XS4319-1 JUN 07
RETARD LIGHTS, BACKUP LIGHTS & BACKUP HORNS
930E-4
A30462 - A30600
Sheet 19 of 36
XS4320-3 JUN 07
OPERATOR DRIVE SYSTEM CONTROLS
930E-4
A30462 - A30600
Sheet 20 of 36
XS4321-0 AUG 06
RADIO AND WINDOW CONTROLS
930E-4
A30462 - A30600
Sheet 21 of 36
XS4322-2 JUL 09
CLEARANCE LIGHTS
930E-4
A30462 - A30600
Sheet 22 of 36
XS4323-1 JUN 07
FOG LIGHTS AND HEADLIGHTS
930E-4
A30462 - A30600
Sheet 23 of 36
XS4324-0 AUG 06
OPERATOR CAB - INSTRUMENT LIGHTS
930E-4
A30462 - A30600
Sheet 24 of 36
XS4325-0 AUG 06
KEY SWITCH & 5 MINUTE IDLE SWITCH
930E-4
A30462 - A30600
Sheet 25 of 36
XS4326-1 JUN 07
ENGINE START CIRCUIT
930E-4
A30462 - A30600
Sheet 26 of 36
XS4327-1 JUN 07
ENGINE CIRCUITS
930E-4
A30462 - A30600
Sheet 27 of 36
XS4328-2 JUN 07
PAYLOAD METER III CIRCUITS
930E-4
A30462 - A30600
Sheet 28 of 36
XS4329-1 JUN 07
DIAGNOSTIC PORTS & DISPATCH SYSTEM
930E-4
A30462 - A30600
Sheet 29 of 36
XS4330-3 FEB 08
PARKING BRAKE & GE INPUTS / OUTPUTS
930E-4
A30462 - A30600
Sheet 30 of 36
XS4331-1 JUN 07
WINDSHIELD WIPER & TURN SIGNAL CONTROLS
930E-4
A30462 - A30600
Sheet 31 of 36
XS4332-6 JUN 09
VHMS, INTERFACE & ORBCOMM MODULES
930E-4
A30462 - A30600
Sheet 32 of 36
XS4333-0 AUG 06
BATTERY BOX
930E-4
A30462 - A30600
Sheet 33 of 36
XS4334-2 JUN 07
COMPONENT LOCATOR SHEET
930E-4
A30462 - A30600
Sheet 34 of 36
XS4335-1 JUN 07
COMPONENT LOCATOR SHEET
930E-4
A30462 - A30600
Sheet 35 of 36
XS4336-0 AUG 08
HOT START OPTION
930E-4
A30462 - A30600
Sheet 36 of 36
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2300 N.E. Adams Street Peoria, IL 61639
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Phone: 309-672-7577 Fax: 309-672-7072

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CEBM017908

SERIAL NUMBERS A30462 - A30600

Replacement parts manufactured and supplied by unauthorized sources may not be

A00041 8/10 Introduction A-1

“DANGER” identifies a specific potential hazard WHICH WILL

“WARNING” identifies a specific potential hazard WHICH

“CAUTION” is used for general reminders of proper safety

A-2 Introduction 8/10 A00041

ELECTRICAL SYSTEM (24VDC NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

REAR AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

OPERATOR CAB AND CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

A00041 8/10 Introduction A-3

A-4 Introduction 8/10 A00041

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

A01001 8/10 Index A1-1

A1-2 Index 8/10 A01001

A02074 9/09 Major Components & Specifications A2-1

AC ELECTRIC DRIVE SYSTEM

BATTERY ELECTRIC SYSTEM

A02074 9/09 Major Components & Specifications A2-3

STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

NOTE: Optional capacity dump bodies are available.

A2-4 Major Components & Specifications 9/09 A02074

Empty Vehicle Loaded Vehicle

A02074 9/09 Major Components & Specifications A2-5

A2-6 Major Components & Specifications 9/09 A02074

Read and follow all safety precautions. Failure to

A03039 12/11 General Safety & Operating Instructions A3-1

Mounting And Dismounting

A3-2 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-3

A3-4 General Safety & Operating Instructions 12/11 A03039

In The Operator Cab (Before Starting The Engine)

A03039 12/11 General Safety & Operating Instructions A3-5

A3-6 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-7

A3-8 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-9

A3-10 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-11

To avoid serious personal injury or death, the

A3-12 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-13

Precautions With The Battery

A3-14 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-15

A3-16 General Safety & Operating Instructions 12/11 A03039

A03039 12/11 General Safety & Operating Instructions A3-17

A3-18 General Safety & Operating Instructions 12/11 A03039

• 2000 VDC meter (Figure 3-2)

FIGURE 3-3. GROUNDING STICKS (PC3299)

FIGURE 3-2. VOLT METER (PC3186)